|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : bos|
|Altitude||msl bound lower : 300|
msl bound upper : 300
|Controlling Facilities||tracon : bos|
|Operator||common carrier : air carrier|
|Make Model Name||Small Transport, Low Wing, 2 Turboprop Eng|
|Flight Phase||climbout : initial|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 300|
flight time total : 7000
flight time type : 1200
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Qualification||pilot : instrument|
pilot : commercial
|Anomaly||aircraft equipment problem : critical|
|Independent Detector||other flight crewa|
|Consequence||faa : reviewed incident with flight crew|
|Air Traffic Incident||other|
Shortly after takeoff, the pilot's auxiliary hatch of the small transport opened with the handle still in the locked position. This hatch is on the left side of the aircraft adjacent to the captain's seat. After climbing to a safe altitude, we assessed the damage and checked the condition of our 6 passengers. There were no injuries and I was unable to close the hatch. At first I thought that it left the aircraft, but later, after we landed, I noticed that it was still intact. It broke away from the restraining arm and moved to a position out of view when in-flight. Considering aircraft performance, poor communications due to wind noise, landing runway and traffic in the boston area, we decided to proceed straight ahead to manchester, nh. The aerodynamics were affected and I was reluctant to test another mode of flight other than straight and level. We were cleared for an approach to runway 35 in manchester and made a normal landing. All passengers were unhurt and there was only minor damage to the aircraft. My concern is the pilot's auxiliary hatch on the small transport. After talking to other capts at my airline, I was surprised to find that the same thing happened to many of them. Apparently, even with the handle in the locked position does not necessarily mean that the hatch is secure. I believe that it was a fault in the mechanism that caused the hatch to open in-flight.
Original NASA ASRS Text
Title: SERVICE ENTRY DOOR UNLATCHED JUST AFTER DEP.
Narrative: SHORTLY AFTER TKOF, THE PLT'S AUX HATCH OF THE SMT OPENED WITH THE HANDLE STILL IN THE LOCKED POS. THIS HATCH IS ON THE LEFT SIDE OF THE ACFT ADJACENT TO THE CAPT'S SEAT. AFTER CLBING TO A SAFE ALT, WE ASSESSED THE DAMAGE AND CHKED THE CONDITION OF OUR 6 PAXS. THERE WERE NO INJURIES AND I WAS UNABLE TO CLOSE THE HATCH. AT FIRST I THOUGHT THAT IT LEFT THE ACFT, BUT LATER, AFTER WE LANDED, I NOTICED THAT IT WAS STILL INTACT. IT BROKE AWAY FROM THE RESTRAINING ARM AND MOVED TO A POS OUT OF VIEW WHEN INFLT. CONSIDERING ACFT PERFORMANCE, POOR COMS DUE TO WIND NOISE, LNDG RWY AND TFC IN THE BOSTON AREA, WE DECIDED TO PROCEED STRAIGHT AHEAD TO MANCHESTER, NH. THE AERODYNAMICS WERE AFFECTED AND I WAS RELUCTANT TO TEST ANOTHER MODE OF FLT OTHER THAN STRAIGHT AND LEVEL. WE WERE CLRED FOR AN APCH TO RWY 35 IN MANCHESTER AND MADE A NORMAL LNDG. ALL PAXS WERE UNHURT AND THERE WAS ONLY MINOR DAMAGE TO THE ACFT. MY CONCERN IS THE PLT'S AUX HATCH ON THE SMT. AFTER TALKING TO OTHER CAPTS AT MY AIRLINE, I WAS SURPRISED TO FIND THAT THE SAME THING HAPPENED TO MANY OF THEM. APPARENTLY, EVEN WITH THE HANDLE IN THE LOCKED POS DOES NOT NECESSARILY MEAN THAT THE HATCH IS SECURE. I BELIEVE THAT IT WAS A FAULT IN THE MECHANISM THAT CAUSED THE HATCH TO OPEN INFLT.
Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.