Trim control Figure 16-12.  Trim control. Figure 16-11.  Stoke flight control with conventional engine controls. Regardless, a pilot must become familiar with the specific  engine installed and its operation. A transitioning pilot  also needs to become comfortable with difference between  conventional engine control knobs and LSAs. In standard  airworthiness airplanes, control knobs are reasonably  standardized; however, LSAs may use controls that are much  larger or smaller in size. a pilot may see very little “down” aileron when compared to  the “up” aileron. Pilots should always verify the direction of  control surface movement. 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 must 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 limitations.  Elevator trim on many LSAs is electrically actuated with  no mechanical trim adjustment available.  [Figure 16-12] Depending on the airplane, trim position indication may be  displayed on the EFIS or an LED or 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 LSA 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, ensure that the trim system  circuit breaker can disconnect the trim motor from operating,  and then properly setting the takeoff trim position. 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 on a wide range of technologies.  Some models may have conventional float activated indictors  while other may have the fuel level display on the EFIS with  low-fuel alarm capability. It is not uncommon for an LSA  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. 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.  A popular safety feature of some LSAs is a ballistic  parachute.  [Figure 16-13]  These devices have been shown to  be well worth their cost in the remote case of a catastrophic  failure or some other unsurvivable emergency. This system  rockets a parachute into deployment and then 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. 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. 16-9 Outside of the Airplane