Narrative:

I departed ZZZ in visual flight conditions on IFR direct flight plan. ZZZ is within class C airspace with remote clearance delivery. Initial clearance released with assigned runway heading to 3;000 feet with instruction to contact approach airborne. Prior to takeoff; I verified the security of clamshell doors on both sides of aircraft utilizing cirrus recommended procedure. Departed runway xx on assigned heading and engaged autopilot at 400 feet in heading mode (250) and climb mode to 3;000 [feet]. At about 400 feet AGL; copilot/passenger side door popped open with attendant noise and suction which startled/upset copilot and rear seat passenger. Copilot side passenger disturbed by long hair; paperwork; loose clothing suctioned out by slipstream. As the aircraft was on auto-pilot; I attempted to calm passengers and close/re-secure door while making call on assigned frequency to departure as instructed. Due to traffic volume (VFR conditions) initial calls (3) were not acknowledged. I was partially distracted by the door opening and my attempt to re-secure it for up to 1 minute; while the aircraft appeared to climb in a nearly wings level attitude. However; during that time; the autopilot disengaged in heading mode and made a gradual turn to the south taking us off the assigned heading. There was no audible annunciation from the autopilot indicating the mode change and/or it was not audible above the noise. When I discovered the heading change; I immediately corrected back to the assigned heading while simultaneously making contact with departure. I was then assigned a new heading which I immediately turned to and was assigned a higher altitude. During this time to partially mitigate the noise and turbulence associated with partially open door; I was holding same close with right hand and flying with left. Shortly thereafter; I received another call from departure advising of my previous deviation from assigned heading and given telephone number with instruction to call on arrival. Shortly thereafter while assessing the situation; the bottom latch released allowing the door to open further. At that point; I advised departure of my problem; requested cancel IFR and proceed VFR to an appropriate airport; ZZZ1 about 2 miles distant. Departure acknowledged; cancelled IFR; and I proceeded to and land at ZZZ1. As directed; I contacted approach via telephone upon landing there.upon further review it appears that inadvertent door opening in flight due to a singular or complete release of by both latches in the SR22 doors is not an uncommon occurrence. The apparent failure of the copilot side door latches to latch fully over- center while being closed from the inside may have been causal in their subsequent release on this flight. The lack of an interior strap or handle near the upper latch location makes it more difficult to consistently and positively secure both latches. The recommended verification procedure of pulling or pushing opposite the respective latch locations from the inside after closure my not be completely effective.my reliance on the autopilot and failure to reference the compass or flight director while in VFR conditions and engaged with the door contributed to my temporary failure to detect our turn away from assigned heading. The lack of an audible warning signal when the autopilot unilaterally disengaged was likewise contributory. That said; the responsibility to monitor all aspects of the aircrafts' performance was mine.

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Original NASA ASRS Text

Title: SR22 pilot encountered aircraft door opening inflight.

Narrative: I departed ZZZ in visual flight conditions on IFR direct flight plan. ZZZ is within Class C airspace with remote clearance delivery. Initial clearance released with assigned runway heading to 3;000 feet with instruction to contact Approach airborne. Prior to takeoff; I verified the security of clamshell doors on both sides of aircraft utilizing Cirrus recommended procedure. Departed Runway XX on assigned heading and engaged autopilot at 400 feet in heading mode (250) and climb mode to 3;000 [feet]. At about 400 feet AGL; copilot/passenger side door popped open with attendant noise and suction which startled/upset copilot and rear seat passenger. Copilot side passenger disturbed by long hair; paperwork; loose clothing suctioned out by slipstream. As the aircraft was on auto-pilot; I attempted to calm passengers and close/re-secure door while making call on assigned frequency to Departure as instructed. Due to traffic volume (VFR conditions) initial calls (3) were not acknowledged. I was partially distracted by the door opening and my attempt to re-secure it for up to 1 minute; while the aircraft appeared to climb in a nearly wings level attitude. However; during that time; the autopilot disengaged in heading mode and made a gradual turn to the south taking us off the assigned heading. There was no audible annunciation from the autopilot indicating the mode change and/or it was not audible above the noise. When I discovered the heading change; I immediately corrected back to the assigned heading while simultaneously making contact with Departure. I was then assigned a new heading which I immediately turned to and was assigned a higher altitude. During this time to partially mitigate the noise and turbulence associated with partially open door; I was holding same close with right hand and flying with left. Shortly thereafter; I received another call from Departure advising of my previous deviation from assigned heading and given telephone number with instruction to call on arrival. Shortly thereafter while assessing the situation; the bottom latch released allowing the door to open further. At that point; I advised Departure of my problem; requested cancel IFR and proceed VFR to an appropriate airport; ZZZ1 about 2 miles distant. Departure acknowledged; cancelled IFR; and I proceeded to and land at ZZZ1. As directed; I contacted Approach via telephone upon landing there.Upon further review it appears that inadvertent door opening in flight due to a singular or complete release of by both latches in the SR22 doors is not an uncommon occurrence. The apparent failure of the copilot side door latches to latch fully over- center while being closed from the inside may have been causal in their subsequent release on this flight. The lack of an interior strap or handle near the upper latch location makes it more difficult to consistently and positively secure both latches. The recommended verification procedure of pulling or pushing opposite the respective latch locations from the inside after closure my not be completely effective.My reliance on the autopilot and failure to reference the compass or Flight Director while in VFR conditions and engaged with the door contributed to my temporary failure to detect our turn away from assigned heading. The lack of an audible warning signal when the autopilot unilaterally disengaged was likewise contributory. That said; the responsibility to monitor all aspects of the aircrafts' performance was mine.

Data retrieved from NASA's ASRS site 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.