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- Original builder gets Repairman certificate for that specific
airplane and can perform annual condition inspection:
- If owner was not original builder, Annual condition
inspection may be performed by:
> A&P or FAA certificated repair station or original builder
> Original builder
• Owner can be trained in his/her own aircraft; 100-hour
inspection not necessary
• Servicing, repair, and alterations may be performed by
anyone***
* Simple “preventive maintenance” as specified by manufacturer can
be done by the owner and operator of a S-LSA with a Sport Pilot or
higher certificate.
** 100-hour inspection if used for training, compensation, or hire
(if applicable) before January 31, 2010 (towing no end date) may be
performed by LSA Repairman with Maintenance rating, A&P or FAA
certificated repair station.
*** Maintenance is a common term, but it is not used here because the
FAA uses the word “maintenance” to refer to a specific level of service
required to be performed by properly trained mechanics.
The pilot must have in his or her possession a Sport pilot
certifi cate for the aircraft being fl own, medical eligibility,
and a government issued photo identifi cation. For a Sport
Pilot Certifi cate, medical eligibility can be a valid United
States driver’s license, which also serves as government
issued photo identifi cation.
To fl y the aircraft with Private Pilot privileges, the pilot
needs a valid FAA minimum third class medical certifi cate
accompanied by a government issued photo identifi cation
and Private Pilot certifi cate for WSC aircraft. See Chapter 1,
Introduction to Weight-Shift Control, for details on specifi c
pilot certifi cates and privileges.
Routine Prefl ight Inspection
The accomplishment of a safe fl ight begins with a careful
and systematic routine prefl ight inspection to determine if
the aircraft is in a condition for safe fl ight. The prefl ight
inspection should be performed in accordance with a printed
checklist provided by the manufacturer for the specifi c model
of the aircraft. However, the following general areas are
applicable to all WSC aircraft.
The prefl ight inspection begins as soon as a pilot approaches
the aircraft. Since the WSC aircraft can be transported by
trailer, fi rst and foremost, look for any damage that may have
occurred during takedown, loading, transit, unloading, and
setup. Make note of the general appearance of the aircraft,
looking for obvious discrepancies such as tires with low air
pressure, structural distortion, wear points, and dripping fuel
or oil leaks. All tie-downs, control locks, and chocks should
be removed during the unloading process.
The pilot must be thoroughly familiar with the locations and
functions of the aircraft systems, switches, and controls. Use
the prefl ight inspection as an orientation when operating a
particular model for the fi rst time.
The actual walk-around routine prefl ight inspection has been
used for years from the smallest general aviation airplane
to the largest commercial jet. The walk-around is thorough
and systematic, and should be done the same way each
time an aircraft is fl own. In addition to seeing the aircraft
up close, it requires taking the appropriate action whenever
a discrepancy is discovered. A WSC aircraft walk-around
covers four main tasks:
1. Wing inspection
2. Carriage inspection
3. Powerplant inspection
4. Equipment check
Throughout the inspection, check for proper operation of
systems, secure nuts/bolts/attachments/hardware, look for
any signs of deterioration or deformation of any components/
systems, such as dents, signs of excessive wear, bending,
tears, or misalignment of any components and/or cracks.
5-17
Figure 5-44. Inspecting the flying wire attachment to the leading
edge and crossbar along with all the hardware at this junction.
Figure 5-45. Examining inside the tip of the wing to inspect all the
Figure 5-43. Inspecting the control frame brackets and flying wire components.
attachments.
Figure 5-46. Inspecting the trailing edge of the wing.
Each WSC aircraft should have a specifi c routine prefl ight
inspection checklist, but the following can be used as an
example and guideline.
Wing Inspection
Start with the nose. Inspect the nose plates and the attachment
to the leading edges and keel. Ensure the nose plates are not
cracked and the bolts are fastened securely. Check the wire
attachments, top and bottom.
Inspect the control frame, down tubes and control bar for
dents and ensure they are straight. Inspect the control frame
　
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