Accident statistics show that the pilot who has not been  trained in attitude instrument flying, or one whose instrument  skills have eroded, 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  instrument meteorological conditions (IMC). 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. point where attention is focused on the open door rather than  maintaining control of the airplane, loss of control may result  even though disruption of airflow by the door is minimal. In the event of an inadvertent door opening in flight or on  takeoff, the pilot should adhere to the following. The first steps necessary for surviving an encounter with  IMC by a VFR pilot are as follows: A VFR pilot is in IMC conditions anytime he or she is unable  to maintain airplane attitude control by reference to the natural  horizon regardless of the circumstances or the prevailing  weather conditions. Additionally, the VFR pilot is, in effect,  in IMC anytime he or she is inadvertently or intentionally for  an indeterminate period of time unable to navigate or establish  geographical position by visual reference to landmarks on  the surface. These situations must be accepted by the pilot  involved as a genuine emergency requiring appropriate action. The pilot must understand that unless he or she is trained,  qualified, and current in the control of an airplane solely  by reference to flight instruments, he or she is unable to  do so for any length of time. Many hours of VFR flying  using the attitude indicator as a reference for airplane  control may lull a pilot into a false sense of security  based on an overestimation of his or her personal ability  to control the airplane solely by instrument reference. In  VFR conditions, even though the pilot thinks he or she is  controlling the airplane by instrument reference, the pilot  also receives an overview of the natural horizon and may  subconsciously rely on it more than the attitude indicator.  If the natural horizon were to suddenly disappear, the  untrained instrument pilot would be subject to vertigo,  spatial disorientation, and inevitable control loss. 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. 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 (PTS) 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 is much higher than the performance he  or she is actually able to demonstrate should the need arise. Once the pilot recognizes and accepts the situation, he  or she must understand that the only way to control the  airplane safely is by using and trusting the flight instruments.  Attempts to control the airplane partially by reference to flight  17-15 Maintaining Airplane Control Inadvertent VFR Flight Into IMC  Recognition • Recognition and acceptance of the seriousness of the  situation and the need for immediate remedial action • Maintaining control of the airplane • Obtaining the appropriate assistance in getting the  airplane safely on the ground • Concentrate on flying the airplane. Particularly in  light single and twin-engine airplanes; a cabin door  that opens in flight seldom if ever compromises the  airplane’s ability to fly. There may be 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 do not stay wide open.  They usually bang open and 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.