## Generator Failure 

Depending on aircraft being flown, a generator failure is indicated in different ways. Some aircraft use an ammeter that indicates the state of charge or discharge of the battery. A positive indication on the ammeter indicates a charge condition; a negative indication reveals a discharge condition. Other aircraft use a load meter to indicate the load being carried by the generator. If the generator fails, a zero load indication is shown on the load meter. Review the appropriate aircraft operator’s manual for information on the type of systems installed in the aircraft. 

Once a generator failure is detected, the pilot must reduce electrical load on the battery and land as soon as practical. Depending on electrical load and condition of the battery, sufficient power may be available for an hour or more of flight or for only a matter of minutes. The pilot must be familiar with systems requiring electricity to run and which continue to operate without power. In aircraft with multiple generators, care should be taken to reduce electrical load to avoid overloading the operating generator(s). The pilot can attempt to troubleshoot generator failure by following established procedures published in the appropriate aircraft operator’s manual. If the generator cannot be reset, inform ATC of an impending electrical failure. 

## Instrument Failure 

System or instrument failure is usually identified by a warning indicator or an inconsistency between indications on the attitude indicator, supporting performance instruments, and instruments at the other pilot station, if so equipped. Aircraft control must be maintained while the pilot identifies the failed components and expedite cross-check including all flight instruments. The problem may be individual instrument failure or a system failure affecting several instruments. 

One method of identification involves an immediate comparison of the attitude indicator with rate-of-turn indicator and vertical speed indicator (VSI). Along with providing pitch-and-bank information, this technique compares the static system with the pressure system and electrical system. Identify the failed components and use remaining functional instruments to maintain aircraft control. Attempt to restore inoperative components by checking the appropriate power source, changing to a backup or alternate system, and resetting the instrument if possible. Covering failed instruments may enhance the ability to maintain aircraft control and navigate the aircraft. ATC should be notified of the problem and, if necessary, declare an emergency before the situation deteriorates beyond the ability to recover. 

## Pitot/Static System Failure 

A pitot or static system failure can also cause erratic and unreliable instrument indications. When a static system problem occurs, it affects the airspeed indicator, altimeter, and VSI. In the absence of an alternate static source in an unpressurized aircraft, the pilot could break the glass on the VSI because it is not required for instrument flight. Breaking the glass provides both the altimeter and airspeed indicator a source of static pressure, but pilots should be cautious because breaking the glass can cause additional instrument errors. Before considering, pilots should be familiar with their aircraft’s specific procedures for static problems. 

## Loss of Situational Awareness (SA) 

SA is an overall assessment of environmental elements and how they affect flight. SA permits the pilot to make decisions ahead of time and allows evaluation of several different options. Conversely, a pilot who is missing important information about the flight is apt to make reactive decisions. Poor SA means that the pilot lacks vision regarding future events that can force him or her to make decisions quickly often with limited options. During an IFR flight, pilots operate at varying levels of SA. For example, a pilot may be en route to a destination with a high level of SA when ATC issues an unexpected standard terminal arrival route (STAR). Because the STAR is unexpected and the pilot is unfamiliar with the procedure, SA is reduced. However, after becoming familiar with the STAR and resuming normal navigation, the pilot returns to a higher level of SA. 

Factors reducing SA include distractions, unusual or unexpected events, complacency, high workload, unfamiliar situations, and inoperative equipment. In some situations, a loss of SA may be beyond a pilot’s control. With an electrical system failure and associated loss of an attitude indication, a pilot may find the aircraft in an unusual attitude. In this 

