C815 PLT INCURS INFLT DEP DOOR FAILURE WHICH COMPLICATES A BE55 TFC OVERTAKE BECAUSE OF AN INITIAL CLRNC VERIFICATION READBACK ERROR.

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I WAS FLYING ALONE IN MY C185 ON WHEELS. I RECEIVED MY CLRNC FROM ANE GND. AFTER RUNUP; I WAS CLRED FOR TKOF ON RWY 18 WITH INSTRUCTIONS FOR R TURN AND 360 DEG HDG AFTER TKOF; 3000 FT; EXPECT 4000 FT AFTER 10 MINS AND THE APPROPRIATE MSP DEP FREQ. TWR ACKNOWLEDGED MY READBACK. AFTER TKOF; I MADE CONTACT WITH APCH AND THOUGHT I RECEIVED AN ASSIGNED HDG OF; AGAIN; 360 DEGS AND 3000 FT. AT THIS POINT; THE L DOOR BLEW OPEN CAUSING A GOOD DEAL OF MIKE WIND NOISE WHICH MADE IT QUITE DIFFICULT TO HEAR. A CESSNA DOOR CAN BE CLOSED INFLT WITH THE HELP OF APPROPRIATE RUDDER PRESSURE. I DID MANAGE TO COMMUNICATE MY DIFFICULTY TO APCH AND CLOSE THE DOOR; RESOLVING THE COM PROB. APCH INFORMED ME THAT THEY HAD BEEN TRYING TO REACH ME TO FIND OUT WHY I WAS OFF COURSE WHEN THEY HAD WANTED ME TO FOLLOW A 300 DEG HDG. THEY HAD ASSIGNED A 360 DEG HDG TO A BEECH BARON DEPARTING BEHIND ME; AND TOLD ME THEY HAD BEEN CONCERNED THAT THE BEECH WOULD OVERTAKE ME. BY THIS TIME THE BEECH HAD PASSED ABOVE AND BEYOND ME. I'M UNAWARE WHETHER I MISUNDERSTOOD THE APCH ASSIGNED HDG OR WAS ISSUED THE WRONG HDG. I AM IN THE HABIT OF READING BACK THE PERTINENT DETAILS OF ALL CLRNCS AND THOUGHT THAT I HAD RECEIVED CONFIRMATION. I LIKELY COULD HAVE IMPROVED MY ABILITY TO HEAR ATC BY TURNING OFF THE INTERCOM; WHICH WOULD HAVE KILLED THE MIKES EXCEPT WHEN KEYING THE XMITTER. I OBVIOUSLY COULD HAVE PREVENTED THE DOOR EVENT BY STRICT ADHERENCE TO MY PRINTED CHKLIST; WHICH INCLUDES A PRETKOF DOOR LATCH CHK.