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a pilot may see very little “down” aileron when compared to the “up” aileron. Pilots should always verify the direction of control surface movement. 

Elevator trim on many LSAs is electrically actuated with no mechanical trim adjustment available. [Figure 16-12] Depending on the airplane, trim position indication may be displayed on the EFIS or an LED or mechanical indicator. On electric trim systems, as it is with any airplane, it is important to ensure that the trim position is correctly set prior to takeoff. Because trim positioning/indicting systems vary widely in LSA airplanes, pilots should fully understand not only how to position the trim, but also how to respond to a trim-run-away condition. Part of the preflight inspection should include actuating the trim switch in both nose-up and nose-down directions, verifying that the trim disconnect (if equipped) is properly functioning, ensure that the trim system circuit breaker can disconnect the trim motor from operating, and then properly setting the takeoff trim position. 

Depending on the engine manufacturer, the engine controls may be completely familiar to a transitioning pilot (throttle, mixture, and carburetor heat); however, some engines have no mixture control or carburetor heat. Instead, there could be a throttle, a choke control, and carburetor preheater. 

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Regardless, a pilot must become familiar with the specific engine installed and its operation. A transitioning pilot also needs to become comfortable with difference between conventional engine control knobs and LSAs. In standard airworthiness airplanes, control knobs are reasonably standardized; however, LSAs may use controls that are much larger or smaller in size. 

If the LSA is equipped with an EFIS, the manufacturer’s EFIS Pilot Guide should be available for reference. In addition, the airplane POH likely has specific EFIS preflight procedures that must be completed. These checks are to verify that all internal tests are passed, that no red “Xs” are displayed, and that appropriate annunciators are illuminated. Some systems have a “reversionary” mode where the information from one display can be sent to another display. For example, should the Primary Flight Display (PFD) fail, information can be routed to the Multi-Function Display (MFD). Not all LSA EFIS systems are equipped with a MFD or reversionary capability, so it is important for a transitioning pilot to understand the system and limitations. 

Fuel level in any airplane should be checked both visually and via the fuel level instrument or sight gauges. In LSAs, fuel level quantities can be shown on a wide range of technologies. Some models may have conventional float activated indictors while other may have the fuel level display on the EFIS with low-fuel alarm capability. It is not uncommon for an LSA airplane to have advanced EFIS technology for attitude and navigation information but have a simple sight gauge for fuel level indication. Fuel tank selection can also vary from simple on/off valves to a left/right selector. Fuel starvation remains a leading factor in aircraft accidents, which should be a reminder that when transitioning into a new airplane, time spent understanding the fuel system is time well spent. 

A popular safety feature of some LSAs is a ballistic parachute. [Figure 16-13] These devices have been shown to be well worth their cost in the remote case of a catastrophic failure or some other unsurvivable emergency. This system rockets a parachute into deployment and then the parachute slowly lowers the aircraft. The preflight inspections of these systems require a check of the mounts, safety pin and flag, and the activation handle and cable. Because most standard airworthiness type certificated airplanes do not have these systems installed, LSA training should cover the operation and limitations of the system. 

## Outside of the Airplane 

Transitioning pilots should feel comfortable and in a familiar setting when preflighting the outside of an LSA. Some unique areas worthy of notation are presented below. 

