content_image/562133.jpg content_image/562132.jpg
<img src='content_image/562133.jpg'>

Propellers of LSAs may range from a conventional metal propeller to composite or wood. The preflight inspection is similar regardless of the type of propeller; however, if a transitioning pilot is principally familiar with metal propellers, time should be spent with the LSA flight instructor covering the type of propeller installed. Many LSA propellers are composite and have a ground adjustable pitch adjustment. As a result, there may be more areas to check with these types of propellers. For example, on ground adjustable propellers, ensure that the blades are tight against the hub by snugly twisting the blade at the root to verify that there is no rotation of the blade at the hub. 

Many LSAs are equipped with engines that have a water cooling system. LSAs may be tightly cowled, which reduces drag, and with liquid-cooled engines, this minimizes the need for cylinder cooling inlets, which further reduces drag and improves performance. This does present a new system for a transitioning pilot to check. Preflighting this system requires that the radiator, coolant hoses, and expansion tank are checked for condition, freedom from leaks, and coolant level requirements. Most standard type certificated airplanes do not have coolant systems. 

Split flaps may be used on some LSA designs. [Figure 16-14] These flaps hinge down from underneath the wing and inspecting these flaps require the pilot to crouch and twist low for inspection. A suitable handheld mirror can facilitate inspection without undue twisting and bending. In an attempt to keep complexity to a minimum, flap control is typically a handle that actuates the flaps. A pilot should verify that the flaps extend and retract smoothly. 

<img src='content_image/562132.jpg'>

## Before Start and Starting Engine 

Once a pilot has completed the preflight inspection of the LSA, the pilot should properly seat themselves in the airplane ensuring that the rudder pedals can be exercised with full-range movement without over-reaching. Seat belts should be checked for proper position and security. The pilot must continue to use the POH for all required checklists. Starting newer generation LSA engines can be quite simple only requiring the pull of the choke and a twist of the ignition switch. If the LSA is equipped with a standard certificated engine, starting procedures are normal and routine. The canopy or doors of an LSA may have quite different latching mechanisms than standard airworthiness airplanes. Practice latching and unlatching the doors or canopy to ensure that understanding is complete. Having a gull-wing door or sliding canopy “pop” open in flight can become an emergency in seconds. 

## Taxi 

Like standard certificated airplanes, LSAs may have a full-castoring or steerable nosewheel or, if conventional gear, a tailwheel. In order to taxi a full-castoring nosewheel equipped airplane, the use of differential brakes is required. This type of nosewheel can require practice to develop the skill necessary to keep the airplane on the centerline while minimizing brake application or damage to the tires. The balance is just enough taxi speed so that only light taps of brake pressure in the desired direction of turn or correction is required to make a turn or correction without carrying excessive taxi speed. If the speed is too slow, application of a brake can cause the aircraft to pivot to a stop, rather than an adjustment in direction, resulting in excessive brake and tire wear. If the speed is too fast, excessive brake wear is likely. 

An LSA with conventional gear (tailwheel) should be initially transitioned into during no-wind conditions. The airplane, due to its light weight, requires the development of the proper flight control responses prior to operations in any substantial wind. 

