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some handling effects such as roll and/or yaw, but
in most instances these can be easily overcome.
• If the door opens after lift-off, do not rush to land.
Climb to normal traffic pattern altitude, fly a normal
traffic pattern, and make a normal landing.
• Do not release the seat belt and shoulder harness
in an attempt to reach the door. Leave the door
alone. Land as soon as practicable, and close the
door once safely on the ground.
• Remember that most doors will not stay wide
open. They will usually bang open, then settle
partly closed. A slip towards the door may cause
it to open wider; a slip away from the door may
push it closed.
• Do not panic. Try to ignore the unfamiliar noise
and vibration. Also, do not rush. Attempting to
get the airplane on the ground as quickly as possible
may result in steep turns at low altitude.
• Complete all items on the landing checklist.
• Remember that accidents are almost never
caused by an open door. Rather, an open door
accident is caused by the pilot’s distraction or
failure to maintain control of the airplane.
INADVERTENT VFR FLIGHT INTO IMC
GENERAL
It is beyond the scope of this handbook to incorporate
a course of training in basic attitude instrument
flying. This information is contained in FAA-H-
8083-15, Instrument Flying Handbook. Certain
pilot certificates and/or associated ratings require
training in instrument flying and a demonstration of
specific instrument flying tasks on the practical test.
Effect of Blocked
Pitot/Static
Sources on Airspeed,
Altimeter and
Vertical Speed Indications
Pitot Source Blocked
One Static
Source Blocked
Both Static
Sources Blocked
Both Static and
Pitot Sources Blocked
Increases with altitude
gain; decreases
with altitude loss.
Decreases with altitude
gain; increases
with altitude loss.
Unaffected Unaffected
Does not change
with actual gain or
loss of altitude.
Does not change
with actual variations
in vertical speed.
Inaccurate while sideslipping; very sensitive in turbulence.
All indications remain constant, regardless of actual changes
in airspeed, altitude and vertical speed.
Indicated Airspeed Indicated Altitude
Indicated
Vertical Speed
Figure 16-10. Effects of blocked pitot-static sources.
Ch 16.qxd 5/7/04 10:30 AM Page 16-12
16-13
Pilots and flight instructors should refer to FAA-H-
8083-15 for guidance in the performance of these
tasks, and to the appropriate practical test standards
for information on the standards to which these
required tasks must be performed for the particular
certificate level and/or rating. The pilot should
remember, however, that unless these tasks are practiced
on a continuing and regular basis, skill erosion
begins almost immediately. In a very short time, the
pilot’s assumed level of confidence will be much
higher than the performance he or she will actually
be able to demonstrate should the need arise.
Accident statistics show that the pilot who has not
been trained in attitude instrument flying, or one
whose instrument skills have eroded, will lose control
of the airplane in about 10 minutes once forced
to rely solely on instrument reference. The purpose
of this section is to provide guidance on practical
emergency measures to maintain airplane control for
a limited period of time in the event a VFR pilot
encounters IMC conditions. The main goal is not
precision instrument flying; rather, it is to help the
VFR pilot keep the airplane under adequate control
until suitable visual references are regained.
MALFUNCTION PROBABLE CAUSE CORRECTIVE ACTION
Loss of r.p.m. during cruise flight
(non-altitude engines)
Carburetor or induction icing or air filter
clogging
Apply carburetor heat. If dirty filter is
suspected and non-filtered air is available,
switch selector to unfiltered position.
Loss of manifold pressure during cruise
flight
Same as above Same as above.
Turbocharger failure Possible exhaust leak. Shut down engine
or use lowest practicable power setting.
Land as soon as possible.
Gain of manifold pressure during cruise
flight
Throttle has opened, propeller control has
decreased r.p.m., or improper method of
power reduction
Readjust throttle and tighten friction lock.
Reduce manifold pressure prior to
reducing r.p.m.
High oil temperature Oil congealed in cooler Reduce power. Land. Preheat engine.
　
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