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
components.Figure 5-43. Inspecting the control frame brackets and flying wire
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
attachment to the keel. Inspect the control bar to down tube
brackets and bolts. [Figure 5-43] Inspect fore and aft fl ying
wire condition, attachment to the keel, and the lower control
bar corner brackets.
Inspect the left side fl ying wire attachment to the control
bar bracket and condition of the fl ying wire up to the wing
attachment. Examine the fl ying wire attachment to the leading
edge and crossbar, as well as all hardware at this crossbar and
leading edge junction. [Figure 5-44] Inspect the condition of
the crossbar and the leading edge from the nose to the tip. Any
discrepancies or tears in the leading edge fabric must lead to
more detailed investigation of the leading edge spar itself.
Inspect the tip area, including the washout strut and general
condition of the tip. If it is a double surface wing, look inside
the tip and examine the inside of the wing and its components.
[Figure 5-45]
From the tip, inspect the surface condition of the fabric.
Generally, if the fabric has not been exposed to sunlight for
long periods and stored properly, the wing fabric should stay
in good shape.
Move along the trailing edge of the wing, inspecting the
condition of the trailing edge and the tip batten attachments
back to the keel. [Figure 5-46] Inspect the sail material,
top and bottom, on the wing. Note that the trailing edge is
Figure 5-50. Checking the front wheel, tire, and front fork
assembly.
Figure 5-49. Inspecting the front keel and seat attachments to the
keel.
Figure 5-47. Inspecting the kingpost, top wires, and crossbar
tension hardware.
Figure 5-48. Inspecting the wing attachment to the carriage.
vulnerable to rocks fl ying up from the wheels and hitting the
propeller. Therefore, it is especially important to inspect the
trailing edge in detail before each fl ight.
At the aft keel area in the middle of wing, inspect the kingpost
and all the condition of the wires from the kingpost to ensure
they are not wrapped around the trailing edge battens.
[Figure 5-47] Inspect the wing tensioning hardware where
the crossbar tensioning cables attach to the rear of the keel.
Repeat this same sequence for the right (or opposite) side of
the wing, in the reverse order. Inspect the condition of the
wing attachment to the carriage, including the backup cable.
[Figure 5-48]
Carriage Inspection
Inspect the mast from the top to the bottom and the carriage
keel from the back to the front. [Figure 5-49] Check the front
tube attachment and top and bottom security attachments.
Check the seat security and seat attachments from the keel
to the mast.
Check the front nose wheel for proper play, tire infl ation,
and secure axle bolt. Test the ground steering bar and ensure
there is smooth steering range of motion. Check the front
shocks, if installed, the brakes for rust and corrosion, loose
nuts/bolts, alignment, cracks, signs of hydraulic fl uid leakage,
and hydraulic line security and abrasion, if so equipped.
[Figure 5-50] Check the foot throttle for smooth operation
and assure the parking brake is secured.
Inspect the main landing gear drag struts, attachment to the
keel, and attachment to the rear wheels. Examine the rear
tires for proper infl ation and tread plus the wheel attachment
Figure 5-52. Checking the cowl attachment for security and
cracks.
Figure 5-53. Checking the security of the engine to the airframe.
Figure 5-51. Checking the rear landing gear struts.
Figure 5-54. Checking the security and condition of the fuel lines
and fuel filter condition.
nut for security. Check main landing gear strut, landing
gear shock absorber strut, and shock absorber operation.
[Figure 5-51] Inspect all landing gear strut attachments to
the airframe. Inspect the other side’s rear landing gear by
repeating the above procedure in reverse. Check all cowling
for secure attachment and cracks. [Figure 5-52]
Powerplant Inspection
Inspect engine attachment to the carriage for security and
cracks. In addition to looking at the bolts and mounts,
shake the propeller, as shown in Figure 5-53, to provide a
secure check of the propeller, gearbox, engine, and engine
attachment to the carriage.
Fuel System
• Inspect fuel tank attachment and condition.
• Inspect fuel vent system, and ensure the fuel supply
line is open (some WSC aircraft have fuel shut off
valves outside the fuel tank).
• Inspect fuel pickup and fuel line running up to fuel
fi lter. While inspecting all fuel lines, jiggle all fi ttings
and connections to ensure they are secure.
• Inspect fuel fi lter and continue to follow fuel line up
to fuel pump.
• Inspect the security and condition of fuel pump.
• Inspect fuel lines up to carburetors. [Figure 5-54]
Induction System
• Inspect carburetors, including fl oat bowl attachment
and rubber bushing from carburetors into engine.
• Inspect fuel lines from fl oat bowls to carburetor inlet.
• Inspect air inlet fi lter to ensure it is clean and secure.
[Figure 5-55]
Figure 5-57. Inspecting the exhaust system by jiggling the outlet
pipe and checking the springs.
Figure 5-56. Checking spark plug cap security to the spark plugs.
Figure 5-55. Checking the security of the air inlet filter and the
security of the carburetors to the engine.
Ignition System
• Inspect ignition system wires to spark plugs.
• Inspect spark plug caps and wires to CDI units to
ensure they are secure and fastened. [Figure 5-56]
• Ensure ignition switches are turned off.
Cooling Systems
Ensure there is clear airfl ow for any cooling system fan or
radiator. Ensure no insects or birds created an obstruction to
the airfl ow for the engine cooling system.
Air cooled—rotate the propeller and ensure that the cooling
fan rotates also.
Water cooled—check the coolant level to ensure there is
cooling fl uid in the system.
Four stroke with additional oil coolers—ensure the oil cooler
has clear airfl ow and that nothing is blocking it.
Exhaust Systems
Inspect exhaust attachment to engine, and EGT senders.
Slightly jiggle the exhaust system to inspect the springs
holding it together. All springs must be secure. Inspect
the condition of exhaust system for cracks and attachment
security. [Figure 5-57]
Propeller Gearbox
Rotate the propeller in the proper direction only and inspect
blades for cracks or nicks. Listen and feel for smooth
operation and engine compression while rotating the
propeller. Inspect propeller attachment to the gearbox and
the gearbox attachment to the engine.
Throttle System
Check all throttle controls for smooth operation and proper
travel and locking. Also check choke and/or primer system
for proper operation and travel.
Flight Deck Inspection
The following should be performed for a flight deck
inspection:
• Check seat security and proper adjustment for pilot
and passenger.
• Check seat belt attachment and seatbelt operation.
• Inspect the gauges for security and readability.
• Switch electrical master on and check gauges for
expected readings. [Figure 5-58]
• Check ballistic parachute handle for security and
proper location.
Fuel
Overall, particular attention should be paid to the fuel quantity,
type/grade, and quality. Modern WSC two- and four-stroke
engines are designed to use auto gas with various octane ratings
as specifi ed by the manufacturer for different models. If auto
gas is stored for more than 3 weeks, octane value may fall
below the recommended rating. In this situation, it is best to
drain the gas and use fresh gas. For engines designed for auto
gas, aviation gasoline (AVGAS) 100LL can be mixed and used
Figure 5-59. Translucent fuel containers with premixed oil (right)
and auto gas only (left).
Figure 5-58. Checking the flight deck instruments for readability
and security. Turning on the main electrical power to verify proper
instrument readings.
Four-stroke engine oil resevoir
for checking oil with dip stick
Figure 5-60. Four-stroke engine showing the oil reservoir where
the dip stick is located to check the oil.
on a limited basis but the lead in this is not good for the engine
and additional precautions/procedures should be researched for
the particular make/model of engine for primary use.
Always use a higher grade/octane of fuel rather than a lower
grade, or detonation will severely damage the engine in a very
short period of time. Check the aircraft operation manual and
the engine manual for the type of fuel to use.
When attempting to fuel for maximum capacity, remember
that many fuel tanks are very sensitive to attitude. Fill the
aircraft on a level surface and check to ensure the amount
of fuel in the tanks is adequate for the planned fl ight plus 30
minutes of reserve. Check the level in the fuel tank plus the
panel-mounted gauge, if so equipped.
To transport gasoline, clear gas cans are preferable because
the fuel is visible through the container and allows a pilot to
look at the container for fuel level. [Figure 5-59]
An important step in any prefl ight is to check for water and
other sediment contamination. Avgas is more probable to
have water in the fuel tanks because auto gas typically has
alcohol in it to boost the octane. Alcohol absorbs water,
running it harmlessly through the system.
When using 100LL Avgas, water tends to accumulate in
fuel tanks from condensation, particularly in partially fi lled
tanks. Because water is heavier than fuel, it tends to collect
in the low points of the fuel system. If Avgas is used, drain
any water from the low point in the system.
Oil
A four-stroke engine’s oil level should be checked during
each prefl ight and rechecked with each refueling. Four-
stroke engines can be expected to consume a small amount
of oil during normal operation. If consumption grows or
suddenly changes, qualifi ed maintenance personnel should
investigate.
If the Rotax 912 oil level is low when the oil is checked,
rotate the propeller in the correct direction (counterclockwise,
facing it) to pump any oil from the engine back into the oil
tank for a proper measurement and recheck oil level before
adding oil. [Figure 5-60]
Check the reservoir level of two-stroke engines with oil
injection at each gas fi ll-up. It is also very important to ensure
the oil reservoir has clear air vent holes to allow continuous
fl ow of oil to lubricate the engine. Always use the same type
of oil because different types of oil harden and stop the oil
injection process, resulting in a seized engine. Additionally,
Figure 5-62. Pilot briefing the passenger on how to fasten and
unfasten helmet.
Liquid Cooled Resevoir
Oil Injection Level
Rotary Inlet Valve Oil Level
Figure 5-61. Two-stroke engine showing oil injection reservoir
and level, rotary inlet valve reservoir and level, and liquid cooled
reservoir for checking coolant levels.
check to see if the oil injection system lines from the tank
to the carburetors are clean and secure. Some two-stroke
engines have a separate lubrication system for the inlet rotary
valve; this system should be checked for proper level and
leaks. [Figure 5-61] When adding fuel and oil, ensure that
the caps has been securely replaced.
Ready Aircraft To Enter Flight Deck
Either before or after the routine prefl ight inspection, the
aircraft should be unsecured, positioned for starting, and
readied to enter the fl ight deck. A checklist provides the
basic steps.
• Untie aircraft, secure tie down ropes in aircraft, or coil
neatly if they stay at airport.
• Remove ground chocks and secure in aircraft.
• Locate a suitable area to start engine that is free of dirt
and has minimal dust, preferably a paved or grassy
area away from people and objects.
• Position aircraft so prop blast is clear; verify that
brakes are on, throttle is closed, and propeller area is
cleared.
• Position into wind, if possible, for best cooling during
warm up.
Occupant Prefl ight Brief
A prefl ight briefi ng is required to ensure the passenger is
informed on the proper use of safety equipment and exit
information. This can be done before entering the aircraft,
and must be accomplished before starting the engine.
Manufacturers of S-LSA aircraft typically have printed
briefing cards that should be used. The following is a
comprehensive checklist that can be used as a guideline for
any prefl ight briefi ng:
• Seat belt fasten and unfasten procedures. Seat belts
must be worn for takeoff and landing (and should
always be worn during fl ight).
• What passengers can hold onto and what not to
touch.
• Positive exchange of controls using a three step
process : “You take the controls,” “I have the controls,”
“You have the controls.”
• Look for other ground and air traffi c.
• Flight deck entrance and exit procedures including
emergency exit.
• Ballistic parachute operation procedures.
• Engine-out situation and procedures for planned fl ight
with diversions.
• Hand signals in case electric loads must be shut off
or internal aircraft communications not functioning.
• Water landings with engine-out situation, if planned
fl ight over water.
• Ensure nothing can fall out of pockets while in fl ight.
This is especially important since the propeller is in
back.
• Helmet fastening and unfastening procedure.
[Figure 5-62]
• Review the type of aircraft (special or experimental)
which is not an FAA certified standard category
aircraft.
Figure 5-63. Pilot fastens helmet and reviews checklist while in
flight deck.
• Fire extinguisher operation, if so equipped.
• All safety systems, as required.
• Use restroom before entering aircraft.
Flight Deck Management
After entering the fl ight deck, the pilot should fi rst ensure that
all necessary equipment, documents, checklists, and navigation
charts appropriate for the fl ight are on board. [Figure 5-63] If a
portable intercom, headsets, or a hand-held global positioning
system (GPS) is used, the pilot is responsible for ensuring
that the routing of wires and cables does not interfere with
the motion or the operation of any control.
Regardless of what materials are to be used, they should
be neatly arranged and organized in a manner that makes
them readily available. The fl ight deck should be checked
for articles that might be tossed about if turbulence is
encountered, and any loose items properly secured.
When the pilot is comfortably seated, the safety belt and
shoulder harness (if installed) should be fastened and adjusted
to a comfortably snug fi t. The safety belt must be worn at all
times the pilot is seated at the controls.
Checklist After Entering Flight Deck
• Seats adjusted for full operation of all controls.
• Seats locked into position.
• Put on seat belts (lap fi rst, then shoulder) and adjust
so all controls and systems can be fully operated.
• Check all control systems for proper operation.
• Check all systems operations.
• Demonstrate and practice flight and emergency
equipment and procedures.
• Demonstrate and practice what passengers can hold
onto, and what not to touch.
• Demonstrate and practice positive exchange of
controls.
• Remove safety pin for ballistic chute operation.
• Install helmet (if applicable) and headphones.
• Check intercom and radio communications systems.
• Install eye protection (safety glasses, helmet
shields).
It is important that a pilot operates an aircraft safely on the
ground. This includes being familiar with standard hand
signals that are used universally for ground operations.
[Figure 5-64]
Engine Start
The specifi c procedures for engine start vary greatly since
there are as many different methods as there are engines, fuel
systems, and starting conditions. The engine start checklist
procedures in the POH should be followed. The following
are some basic steps that apply to most aircraft:
• Key in, ignition on, master power on
• Check gauges for operation and fuel level.
• Fuel pump on (or pump fuel bulb to fi ll carburetor
bowls)
• System switches on. (Some WSC have specifi c system
switches turned on after the engine is started because
engine starting may create lower voltage possibly
damaging instruments or systems. If in doubt, start
engine and than turn on instruments and systems not
needed for starting.)
• Both ignition systems switches on
• Choke/enrichener on (or pump primer as
appropriate)
• Throttle closed
• Brakes on
• Ensure propeller area is cleared, loudly announce
to propeller area “Clear prop,” and wait for any
response.
• Start engine through pull cord start or electric start
(do not try to hand prop under any circumstances)
• Ensure the aircraft does not move, keeping hands on
ignition switches for quick shutdown, if necessary.
• Adjust throttle, choke or enrichener to keep engine
running smoothly.
Figure 5-65. Taxiing on the yellow airport taxi line.
NIGHT OPERATION
Stop Come ahead Emergency stop
Cut engines All clear (O.K.) Left turn
Start engine Pull chocks Insert Chocks
Slow down Right turn
Same hand
movements as
day operational
Figure 5-64. Hand signals for ground operations.
• Turn on electric instruments if applicable.
• Check gauges for proper ranges (oil pressure,
revolutions per minute (rpm), charging voltage, engine
temperatures within ranges, etc.)
• Continue to monitor area and shut down engine if any
person or animal approaches.
A relatively low rpm setting is recommended immediately
following engine start. This is typically a slight increase in
the throttle to keep the engine running smoothly. It is not
recommended to allow the rpm to race immediately after a
start with a cold engine, as there is insuffi cient lubrication
until the oil pressure rises on four-stroke engines, and unequal
heating on two-stroke engines. In freezing temperatures,
the engine is also exposed to potential mechanical distress
until it warms and normal internal operating clearances are
reached.
On four-stroke engines, as soon as the engine is started,
the oil pressure should be checked. If it does not rise to
the manufacturer’s specifi ed value, the engine may not
be receiving proper lubrication and should be shut down
immediately to prevent serious damage.
Taxiing
Since an aircraft is moved under its own power between
the startup area and the runway, the pilot must thoroughly
understand and be profi cient in taxi procedures. When the
brakes are fi rst released and the aircraft starts to roll, the
brakes should be tested immediately for proper operation.
Applying power to start the WSC aircraft moving forward
slowly, then retarding the throttle and simultaneously
applying pressure smoothly on the brake may be needed to
accomplish this. If braking action is unsatisfactory, the engine
should be shut down immediately.
When yellow taxiway centerline stripes are provided, they
should be followed unless it becomes necessary to deviate
to clear aircraft or obstructions. [Figure 5-65]
An awareness of other aircraft that are taking off, landing, or
taxiing, and consideration for the right-of-way of others is
essential to safety. When taxiing, the pilot’s eyes should be
looking outside the aircraft, to the sides, as well as the front.
The pilot must be aware of the entire area around the aircraft
to ensure that it clears all obstructions, people, animals, and
other aircraft. If at any time there is doubt about the clearance
from an object, the pilot should stop the aircraft and check