The skills used to fly LSAs resemble those pilots use when flying any airplane, but the techniques may vary. This section outlines areas that are unique to light-sport airplanes. Most skills learned in a standard airworthiness type certificated airplane are transferable to LSAs; however, since LSAs can vary significantly in performance, equipment, systems, and construction, pilots should seek competent flight instruction and refer to the airplane’s POH for detailed and specific information prior to flight.

Preflight #

The preflight inspection of any airplane is critical to mitigating flight risks. A pilot transitioning into an LSA should allow adequate time to become familiar with the airplane prior to a first flight. First, the pilot and flight instructor should review the POH and cover the airplane’s limitations, systems, performance, weight and balance, normal procedures, emergency procedures, and handling requirements. [Figure 17-9]

Inside the Airplane #

Transitioning pilots find an LSA very familiar when conducting a preflight inspection; however, some preflight differences are worth pointing out. For example, many LSAs do not have adjustable seats but rather adjustable rudder pedals. [Figure 17-10] Often, LSA seats are in a fixed position. LSA manufacturers have implemented various systems for rudder pedal position adjustment. Some manufacturers use a simple removable pin while others use a knob near the rudder pedals to adjust position. Shorter pilots may find that the adjustment range may not be sufficient, and an appropriate seat cushion may be needed to experience the proper range of rudder pedal movement. In addition, seats in some LSAs are in a semi-reclined position. The first time a pilot sits in a semi-reclining seat, it may seem somewhat unusual. A pilot should take time to get comfortable.

Transitioning pilots should become familiar with the flight and engine controls. These may vary significantly from airplane model to airplane model. Some light-sport airplanes use a conventional control stick while others use a yoke. One manufacturer has combined the two types of controls in what has been termed a “stoke.” While this control may seem unique, it provides a completely natural feel for flight control. [Figure 17-11] Regardless of the flight controls, the pilot should perform a full range of motion check of the flight controls. This means full forward to full forward left to full aft left to full aft right and then full forward right. Verify that each control surface moves freely and smoothly. On some LSAs, aileron control geometry, in an attempt to minimize adverse yaw, moves ailerons in a highly differential manner; 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 17-12] Depending on the airplane, trim position indication may be displayed on the EFIS, an LED display, or with a 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 light-sport 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, 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.

Regardless, a pilot should become familiar with the specific engine installed and its operation. A transitioning pilot also needs to become comfortable with the difference between conventional engine control knobs and those found in 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 should 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 its 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 using a variety of systems. Some models may have conventional float activated indicators while others may have the fuel level display on the EFIS with low-fuel alarm capability. It is not uncommon for a light-sport 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 ballistic parachute is a popular safety feature on certain LSAs. [Figure 17-13] These devices have been shown to be well worth their cost in the unlikely event of a catastrophic failure or some other unsurvivable emergency. This system rockets a parachute into a deployed state such that 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 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.

Propellers of LSAs may range from a conventional metal propeller to composite or wood. 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. 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 water-cooled engines. LSAs may be tightly cowled, which reduces drag. A liquid-cooled engine 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.

Split flaps may be used on some LSA designs. [Figure 17-14] These flaps hinge down from underneath the wing and inspecting these flaps requires 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.

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 should continue to use the POH checklists. Starting newer generation LSA engines can be quite simple and only require 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 #

LSAs may have a full-castoring or steerable nose-wheel, or a tailwheel if equipped with conventional gear. In order to taxi a full­ castoring nose-wheel equipped airplane, the use of differential brakes is required. This type of nose-wheel can require practice to keep the airplane on the centerline while minimizing brake application or damage to the tires. If the taxi speed is too slow, application of a brake can cause the aircraft to pivot to a stop, rather than adjust in direction. This results in excessive brake and tire wear. If the speed is too fast, excessive brake wear is likely.

Transitioning into an LSA with conventional gear (tailwheel) should occur initially during no-wind conditions. Due to its light weight the airplane, requires the development of the proper flight control responses before operations in any substantial wind.

Takeoff and Climb #

Takeoff and climb performance of LSAs can be spirited as they typically have a high horsepower-to-weight ratio and accelerate quickly. Due to design requirements for low stall speeds, LSAs typically have low rotation and climb speeds with impressive climb rates. Like other airplanes, the pilot should be flying the published speeds as given in the airplane’s POH. Stick (yoke or stoke) forces tend to be light, which may lead a transitioning pilot to initially over-control. The key is to relax, have reasonable patience, and input only appropriate flight control pressures needed to get the required response. If a transitioning pilot is inducing excessive control inputs, they should minimize flight control pressures, set attitudes based on outside references, and allow the airplane to settle.

During climbs, visibility over the nose may be difficult in some LSAs. As always, it is important to properly clear the airspace for traffic and other hazards. Occasionally lowering the airplane’s nose to get a good look out toward the horizon is important for managing flight safety. Shallow banked turns in both directions of 10° to 20° also allow for clearing. Because flight control pressures tend to be light, it is easy to get in the habit of flying with a light-sport airplane out of trim. This is to be avoided. Trim off any flight control pressures. This allows the pilot to focus as much time as possible looking outside.

Cruise #

After leveling off at cruise altitude, the airplane should be allowed to accelerate to cruise speed, reduce power to cruise rpm, adjust pitch, and then trim off any flight control pressures. [Figure 17-15] The first time a transitioning pilot sees cruise rpm setting of 4,800 rpm (or as recommended), they may have a sense that the engine is turning too fast; however, remember that the engine has gear-reduction drive and the propeller is turning much slower. If the LSA is equipped with a standard aircraft engine, rpm should be in a range comparable to airplanes the transitioning pilot is used to. The pilot should refer to the Cruise Checklist to ensure that the airplane is properly configured.

In slower cruise flight, stick forces are likely to be light; therefore, correction to pitch and roll attitudes should be made with light pressures. Excess pressure used to correct a deviation may cause a series of pilot-induced oscillations. The pilot should use fingertip pressures only and not use a wrapped palm of the hand. Stick forces can change dramatically as airspeed changes. For example, what could be considered light control pressures at 80 knots may become quite stiff at 100 knots. A flight instructor-S or flight instructor-A experienced in the light-sport airplane is able to demonstrate this effect, which is dependent on the specific model of LSA.

LSA maneuvers such as steep turns, slow flight, and stalls are typical. These maneuvers should be practiced as part of a good transition training program. Steep turns in LSA airplanes tend to be quite easy to perform with precision. Light flight control pressures, stick mounted trim (if installed), and highly differential ailerons (if part of the airplane’s design), make the maneuvers seem simpler than in heavier airplanes. Basic aerodynamics applies to any airplane. Factors, such as over-banking tendency, are still prevalent and should be expected.

Slow flight in LSAs is accomplished at slower airspeeds than standard airworthiness airplanes since stall speeds tend to be well below the 45-knot limit. Practicing slow flight demonstrates the unique capability of LSAs. Recovery from power-off stalls involves lowering the nose. Application of power puts the airplane back flying. However, a pilot should understand that control pressures tend to be light, and an aggressive forward movement of the elevator is generally not required. In addition, proper application of rudder to compensate for propeller forces is required, and retraction of any flap should be completed prior to reaching VFE, which occurs quickly if full power and nose down pitch attitude are maintained. Power-on stalls can result in a very high nose-up attitude unless the airplane is adequately slowed down prior to the maneuver. In addition, some manufacturers limit pitch attitudes to 30° during power- on stalls. If aggressive pitch attitudes are coupled with uncoordinated rudder inputs, spin entry is likely to be quick and aggressive.

Depending on the LSA design, especially those airplanes which use control tubes rather than wires and pulleys, flight in turbulence may couple motion to the stick rather distinctively. If a transitioning pilot’s flight experience is only with airplanes that have control cables and pulleys, the first flight in turbulence may be disconcerting; however, once the pilot becomes familiar with the control sensations induced by the turbulence, it only becomes another means for the pilot to feel the airplane.

Approach and Landing #

Approach and landing in an LSA is routine and comfortable. Speeds in the pattern tend to be in the 60-knot range. Flap limit airspeeds tend to be lower in LSAs than standard airworthiness airplanes, so managing airspeed is important. Light control forces require smooth application of control pressures to avoid over-controlling. Pitch and power are the same in an LSA as in a standard airworthiness airplane.

The weight limit of light-sport airplanes makes crosswind landings an important subject to focus on. The pilot should realize that strong gusty crosswind conditions may exceed the airplane’s control capability resulting in loss of control during the landing. Manufacturers place a maximum demonstrated crosswind speed in the POH, and until sufficient practice and experience is gained in the airplane, a transitioning pilot should have personal minimums that do not approach the manufacturer’s demonstrated crosswind speed. Control application does not change for crosswind technique in an LSA. However, the LSA’s weight, slow landing speeds, and light control forces can result in a pilot making control deflections that exceed those necessary to compensate for the crosswind.

Emergencies #

While an LSA is designed to be simple, a complete knowledge of its systems is needed such that a transitioning pilot is able to respond properly to any emergency.

The airplane’s POH describes the appropriate responses to the various emergency situations that may be encountered. [Figure 17-16] Consider a few examples: the EFIS is displaying a red “X” across the airspeed tape, electric trim runaway, or control system failure. The pilot should be able to respond to immediate action items from memory and locate emergency procedures quickly. In the example of trim runaway, the pilot needs to quickly assess the trim runaway condition, locate and depress the trim disconnect (if installed), or pull the trim power circuit breaker. Then depending on control forces required to maintain pitch attitude, the pilot may need to make a no-flap landing due to the flap pitching moments. If the EFIS “blanks” out and POH recovery procedures do not reset the EFIS, an LSA pilot may have to be prepared to land without airspeed, altitude, or vertical speed information. An effective training program covers these emergency procedures.

Post-Flight #

After the airplane has been shutdown, tied-down, and secured, the pilot should conduct a complete post-flight inspection. Any squawks or discrepancies should be noted and reported to maintenance. Transitioning pilots should insist on a training debriefing where critique and planning for the next lesson takes place. Documentation of the pilot’s progress should be noted in the student’s records.