PITOT-STATIC SYSTEM

Electrical Loads for Number Total The source of the pressure for operating the airspeed
Light Single of Units Amperes indicator, the vertical speed indicator, and the altimeter
is the pitot-static system. The major components of the
A. Continuous Load
pitot-static system are the impact pressure chamber
Pitot Heating (Operating) 1 3.30 and lines, and the static pressure chamber and lines,
Wingtip Lights 4 3.00 each of which are subject to total or partial blockage
Heater Igniter 1 1-20 by ice, dirt, and/or other foreign matter. Blockage of
**Navigation Receivers 1-4 1-2 each
**Communications Receivers 1-2 1-2 each the pitot-static system will adversely affect instrument
Fuel Indicator 1 0.40 operation. [Figure 16-10 on next page]
Instrument Lights (overhead) 2 0.60
Engine Indicator 1 0.30 Partial static system blockage is insidious in that it
Compass Light 1 0.20
Landing Gear Indicator 1 0.17 may go unrecognized until a critical phase of flight.
Flap Indicator 1 0.17 During takeoff, climb, and level-off at cruise altitude
the altimeter, airspeed indicator, and vertical speed
indicator may operate normally. No indication of
B. Intermittent Load
malfunction may be present until the airplane begins
Starter 1 100.00 a descent.
Landing Lights 2 17.80
Heater Blower Motor 1 14.00 If the static reference system is severely restricted, but
Flap Motor 1 13.00
Landing Gear Motor 1 10.00 not entirely blocked, as the airplane descends, the
Cigarette Lighter 1 7.50 static reference pressure at the instruments begins to
Transceiver (keyed) 1 5-7 lag behind the actual outside air pressure. While
Fuel Boost Pump 1 2.00 descending, the altimeter may indicate that the airplane
Cowl Flap Motor 1 1.00
Stall Warning Horn 1 1.50 is higher than actual because the obstruction slows the
airflow from the static port to the altimeter. The
** Amperage for radios varies with equipment. In general,
vertical speed indicator confirms the altimeter’s infor-
the more recent the model, the less amperage required. mation regarding rate of change, because the reference
NOTE: Panel and indicator lights usually draw less than pressure is not changing at the same rate as the outside
one amp. air pressure. The airspeed indicator, unable to tell
Figure 16-9. Electrical load for light single.
whether it is experiencing more airspeed pitot pressure
or less static reference pressure, indicates a higher
airspeed than actual. To the pilot, the instruments
The pilot should remember that the electrically powered indicate that the airplane is too high, too fast, and
(or electrically selected) landing gear and flaps will not descending at a rate much less than desired.
function properly on the power left in a partially
depleted battery. Landing gear and flap motors use up If the pilot levels off and then begins a climb, the
power at rates much greater than most other types of altitude indication may still lag. The vertical speed
electrical equipment. The result of selecting these indicator will indicate that the airplane is not climbing
motors on a partially depleted battery may well result in as fast as actual. The indicated airspeed, however, may
an immediate total loss of electrical power. 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.
If the pilot should experience a complete in-flight loss
of electrical power, the following steps should be Managing a static system malfunction requires that the
taken: pilot know and understand the airplane’s pitot-static
system. If a system malfunction is suspected, the pilot
• Shed all but the most necessary electrically-
should confirm it by opening the alternate static
driven equipment.
source. This should be done while the airplane is
• Understand that any loss of electrical power is climbing or descending. If the instrument needles
critical in a small airplane—notify ATC of the sit- move significantly when this is done, a static pressure
uation immediately. Request radar vectors for a problem exists and the alternate source should be used
landing at the nearest suitable airport. during the remainder of the flight.

• If landing gear or flaps are electrically controlled ABNORMAL ENGINE INSTRUMENT

or operated, plan the arrival well ahead of time. INDICATIONS
Expect to make a no-flap landing, and anticipate The AFM/POH for the specific airplane contains infor-
a manual landing gear extension. mation that should be followed in the event of any
16-11