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During takeoff, climb, and level-off at cruise altitude
the altimeter, airspeed indicator, and vertical speed
indicator may operate normally. No indication of
malfunction may be present until the airplane begins
a descent.
If the static reference system is severely restricted, but
not entirely blocked, as the airplane descends, the
static reference pressure at the instruments begins to
lag behind the actual outside air pressure. While
descending, the altimeter may indicate that the airplane
is higher than actual because the obstruction slows the
airflow from the static port to the altimeter. The
vertical speed indicator confirms the altimeter’s information
regarding rate of change, because the reference
pressure is not changing at the same rate as the outside
air pressure. The airspeed indicator, unable to tell
whether it is experiencing more airspeed pitot pressure
or less static reference pressure, indicates a higher
airspeed than actual. To the pilot, the instruments
indicate that the airplane is too high, too fast, and
descending at a rate much less than desired.
If the pilot levels off and then begins a climb, the
altitude indication may still lag. The vertical speed
indicator will indicate that the airplane is not climbing
as fast as actual. The indicated airspeed, however, may
begin to decrease at an alarming rate. The least amount
of pitch-up attitude may cause the airspeed needle to
indicate dangerously near stall speed.
Managing a static system malfunction requires that the
pilot know and understand the airplane’s pitot-static
system. If a system malfunction is suspected, the pilot
should confirm it by opening the alternate static
source. This should be done while the airplane is
climbing or descending. If the instrument needles
move significantly when this is done, a static pressure
problem exists and the alternate source should be used
during the remainder of the flight.
ABNORMAL ENGINE INSTRUMENT
INDICATIONS
The AFM/POH for the specific airplane contains information
that should be followed in the event of any
A. Continuous Load
Pitot Heating (Operating)
Wingtip Lights
Heater Igniter
**Navigation Receivers
**Communications Receivers
Fuel Indicator
Instrument Lights (overhead)
Engine Indicator
Compass Light
Landing Gear Indicator
Flap Indicator
B. Intermittent Load
Starter
Landing Lights
Heater Blower Motor
Flap Motor
Landing Gear Motor
Cigarette Lighter
Transceiver (keyed)
Fuel Boost Pump
Cowl Flap Motor
Stall Warning Horn
** Amperage for radios varies with equipment. In general,
the more recent the model, the less amperage required.
NOTE: Panel and indicator lights usually draw less than
one amp.
1
4
1
1-4
1-2
1
2
1
1
1
1
1
2
1
1
1
1
1
1
1
1
3.30
3.00
1-20
1-2 each
1-2 each
0.40
0.60
0.30
0.20
0.17
0.17
100.00
17.80
14.00
13.00
10.00
7.50
5-7
2.00
1.00
1.50
Electrical Loads for
Light Single
Number
of Units
Total
Amperes
Figure 16-9. Electrical load for light single.
Ch 16.qxd 5/7/04 10:30 AM Page 16-11
16-12
abnormal engine instrument indications. The table on
the next page offers generic information on some of
the more commonly experienced in-flight abnormal
engine instrument indications, their possible causes,
and corrective actions. [Table 1]
DOOR OPENING IN FLIGHT
In most instances, the occurrence of an inadvertent
door opening is not of great concern to the safety of a
flight, but rather, the pilot’s reaction at the moment the
incident happens. A door opening in flight may be
accompanied by a sudden loud noise, sustained noise
level and possible vibration or buffeting. If a pilot
allows himself or herself to become distracted to the
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.
• 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
　
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