Figure 17-7.  Landing with one main gear retracted. Figure 17-8.  Landing with nosewheel retracted. 17-11 What constitutes an “emergency” load following a generating  system failure cannot be predetermined because the actual  circumstances are always somewhat different—for example,  whether the flight is VFR or instrument flight rules (IFR),  The rating of the airplane battery provides a clue to how long  it may last. With batteries, the higher the amperage load, the  less the usable total amperage. Thus, a 25-amp hour battery  could produce 5 amps per hour for 5 hours, but if the load  were increased to 10 amps, it might last only 2 hours. A 40- amp load might discharge the battery fully in about 10 or 15  minutes. Much depends on the battery condition at the time  of the system failure. If the battery has been in service for a  few years, its power may be reduced substantially because of  internal resistance. Or if the system failure was not detected  immediately, much of the stored energy may have already  been used. It is essential, therefore, that the pilot immediately  shed non-essential loads when the generating source fails.  [Figure 17-9]  The pilot should then plan to land at the nearest  suitable airport. If the landing must be made with only the nose gear  extended, the initial contact should be made on the aft  When landing with a retracted nosewheel (and the main  gear extended and locked), the pilot should hold the nose  off the ground until almost full up-elevator has been applied.  [Figure 17-8]  The pilot should then release back pressure  in such a manner that the nose settles slowly to the surface.  Applying and holding full up-elevator results in the nose  abruptly dropping to the surface as airspeed decays, possibly  resulting in burrowing and/or additional damage. Brake  pressure should not be applied during the landing roll unless  absolutely necessary to avoid a collision with obstacles. The loss of electrical power can deprive the pilot of numerous  critical systems, and therefore should not be taken lightly  even in day/visual flight rules (VFR) conditions. Most  in-flight failures of the electrical system are located in the  generator or alternator. Once the generator or alternator  system goes off line, the electrical source in a typical light  airplane is a battery. If a warning light or ammeter indicates  the probability of an alternator or generator failure in an  airplane with only one generating system, however, the pilot  may have very little time available from the battery. If the pilot elects to land with one main gear retracted (and  the other main gear and nose gear down and locked), the  landing should be made in a nose-high attitude with the wings  level. As airspeed decays, the pilot should apply whatever  aileron control is necessary to keep the unsupported wing  airborne as long as possible.  [Figure 17-7]  Once the wing  contacts the surface, the pilot can anticipate a strong yaw in  that direction. The pilot must be prepared to use full opposite  rudder and aggressive braking to maintain some degree of  directional control. Electrical System Systems Malfunctions fuselage structure with a nose-high attitude. This procedure  helps prevent porpoising and/or wheelbarrowing. The pilot  should then allow the nosewheel to gradually touchdown,  using nosewheel steering as necessary for directional control. If only one landing gear leg fails to extend, the pilot has the  option of landing on the available gear legs or landing with  all the gear legs retracted. Landing on only one main gear  usually causes the airplane to veer strongly in the direction  of the faulty gear leg after touchdown. If the landing runway  is narrow and/or ditches and obstacles line the runway edge,  maximum directional control after touchdown is a necessity.  In this situation, a landing with all three gear retracted may  be the safest course of action. If the landing gear malfunction is limited to one main landing  gear leg, the pilot should consume as much fuel from that  side of the airplane as practicable, thereby reducing the  weight of the wing on that side. The reduced weight makes  it possible to delay the unsupported wing from contacting the  surface during the landing roll until the last possible moment.  Reduced impact speeds result in less damage.