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conducted in day or at night, in clouds or in the clear. Distance to nearest suitable airport can also be a factor. 

The pilot should remember that the electrically-powered (or electrically-selected) landing gear and flaps do not function properly on the power left in a partially-depleted battery. Landing gear and flap motors use up power at rates much greater than most other types of electrical equipment. The result of selecting these motors on a partially-depleted battery may well result in an immediate total loss of electrical power. 

If the pilot should experience a complete in-flight loss of electrical power, the following steps should be taken: 

• Shed all but the most necessary electrically-driven equipment. 

• Understand that any loss of electrical power is critical in a small airplane—notify ATC of the situation immediately. Request radar vectors for a landing at the nearest suitable airport. 

• If landing gear or flaps are electrically controlled or operated, plan the arrival well ahead of time. Expect to make a no-flap landing and anticipate a manual landing gear extension. 

## Pitot-Static System 

The source of the pressure for operating the airspeed indicator, the vertical speed indicator (VSI), and the altimeter is the pitot-static system. The major components of the pitot- static system are the impact pressure chamber and lines and the static pressure chamber and lines, each of which are subject to total or partial blockage by ice, dirt, and/or other foreign matter. Blockage of the pitot-static system adversely affects instrument operation. [Figure 17-10] 

Partial static system blockage is insidious in that it may go unrecognized until a critical phase of flight. During takeoff, climb, and level-off at cruise altitude the altimeter, airspeed indicator, and VSI 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 VSI 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 VSI indicates 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. 

Failure of the pitot-static system may also have serious consequences for Electronic Flight Instrument Systems (EFIS). To satisfy the requirements of Title 14 of the Code 

