ratings. For example, a commercial pilot with exclusively a  rotorcraft rating cannot pilot an LSA airplane. Pilots who hold a recreational, private, commercial, or airline  transport pilot certificate with the appropriate category and  class ratings but do not hold a current medical certificate  may fly LSAs as long as the pilot holds a valid U.S. driver’s  license as evidence of medical eligibility; however, if the  pilot’s most recent medical certificate was denied, revoked,  suspended, or withdrawn, a U.S. driver’s license is not  sufficient for medical eligibility. In this case, the pilot would  be prohibited from flying an LSA until the pilot could be  issued a third class medical. locate a flight instructor that has verifiable experience in LSA  instruction. Considerations for selecting a flight instructor  are similar to any other flight training; however, some clarity  around selecting a flight instructor is needed. The Sport Pilot  rule allows for a new flight instructor certificate, the CFI-S.  The CFRs limit a CFI-S to instruction only in LSAs—a CFI-S  cannot give instruction in a non-LSA airplane (i.e., a Cessna  150). However, a flight instructor certificated as a CFI-A can  give instruction in LSA, as well as instruction in non-LSA  airplanes for which the flight instructor is rated. It is important  to note that a CFI-S or a CFI-A should not be the criteria for  selecting an LSA flight instructor. A CFI-S with teaching  experience in LSA is the correct choice compared to a CFI-A,  which has minimal teaching experience in LSA airplanes. A transitioning LSA pilot should ask the flight instructor to  make available for review their LSA curriculum, syllabus,  lesson plans, as well the process for tracking a pilot’s  progress though the transition training program. Depending  on the transitioning pilot’s experience, currency, and type of  airplane typically flown, the flight instructor should make  adjustments, as appropriate, to the LSA training curriculum.  A suggested LSA transition training outline is presented: The LSA category has created new business opportunities for  flight school operators. Many owners and operators of flight  schools have embraced the concept of LSA aircraft and have  LSAs available on their flight line for flight instruction and  rental. An S-LSA may be rented to students for flight training  and rented to rated pilots for pleasure flying. While S-LSAs  cannot be used for compensation or hire (such as charter— however, there are some exceptions), their low cost of  operation, frugal fuel usage, reliability, and low maintenance  costs have made them a favorite of many students, pilots,  and flight school owners. E-LSAs are not eligible for flight  training and rental except when flight instruction is given to  the owner of the E-LSA airplane. When considering a transition to LSA, a potential pilot  should exercise due diligence in searching for a quality  flight school. Considerations should be given as in any  flight training selection. First, locate a flight school that has  a verifiable experience in LSA instruction and can provide  the LSA academic framework. Consider if the flight school  can match your needs. Some questions to be asked are the  following: how many pilots the flight school has transitioned  into LSAs; how many LSAs are available for instruction  and rental; what are the flight school’s rental and insurance  policies; how is maintenance accomplished and by whom;  how is scheduling accomplished; how are records maintained;  what are the school’s safety policies; and, take the time to  personally tour the school before starting flight training.  Finally, if possible, solicit feedback from other pilots that  have transition into LSAs. The flight school provides the organization for the  transitioning pilot; however, it is the flight instructor that  is the critical link in a successful LSA transition. Flight  instructors are at first teachers of flight, so it should be  considered vital that a pilot wishing to transition into LSA  16-4 • Systems and equipment malfunctions • Emergency approach and landing • Spin awareness • Power-on stalls • Power-off stalls • Steep turns • Go-around/rejected landing • Short-field takeoff • Soft-field approach and landing • Soft-field takeoff and climb • Normal and crosswind approach/landing • Normal and crosswind takeoff/climb • Before takeoff check • Preflight inspection • Ground operations • Operation of systems • Performance and limitations • Wake turbulence avoidance • LSA weather considerations • LSA maintenance • Pilot’s Operating Handbook (POH) review • CFR review as pertaining to LSAs and Sport Pilots Flight Instructors Transition Training Considerations Flight School