WSC LSA Maintenance Requirements S-LSA-certified by FAA accepted ASTM consensus standards GLYPH<127> Annual and 100-hour condition inspection may be  performed  by: - LSA Repairman with Maintenance rating (120-hour course) - A&P or FAA certificated repair station  GLYPH<127> Maintenance,* repair, and alterations may be performed by: - LSA Repairman with Maintenance rating (as authorized  by  manufacturer) - A&P or FAA certificated repair station (as authorized by  manufacturer) E-LSA including:  GLYPH<127> Ultralights/trainers transitioned to LSA that meet the criteria  of 14 CFR Section 21.191(i)(1)**  GLYPH<127> Manufacturer S-LSA kits that meet the criteria of 14 CFR  Section 21.191(i)(2) (not amateur built) GLYPH<127> Converted from S-LSA that meet the criteria of 14 CFR  Section 21.191(i)(3) (see 14 CFR Section 41.1(b) for  servicing) - Annual condition inspection may be performed by: > LSA Repairman with Maintenance rating (120-hour  course) > A&P or FAA certificated repair station  > Owner Repairman with Inspection rating (16-hour  course) - Owner can be trained in his/her own aircraft and does  not need 100-hour inspection. - Servicing, repair, and alterations may be performed by  anyone.***  Amateur built that meet the definition of LSA and criteria  of 14 CFR section 21.191(g)  GLYPH<127> Annual condition inspection may be performed by: - 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  GLYPH<127> Owner can be trained in his/her own aircraft; 100-hour inspection not necessary GLYPH<127> 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. Figure 5-42. Maintenance requirements for WSC LSA. The pilot must have in his or her possession a Sport pilot  certificate for the aircraft being flown, medical eligibility,  and a government issued photo identification. For a Sport  Pilot Certificate, medical eligibility can be a valid United  States driver’s license, which also serves as government  issued photo identifi cation.  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.  The actual walk-around routine preflight 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 flown. 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: The pilot must be thoroughly familiar with the locations and  functions of the aircraft systems, switches, and controls. Use  the preflight inspection as an orientation when operating a  particular model for the fi rst time. The preflight inspection begins as soon as a pilot approaches  the aircraft. Since the WSC aircraft can be transported by  trailer, first 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 accomplishment of a safe flight begins with a careful  and systematic routine preflight inspection to determine if  the aircraft is in a condition for safe flight. 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. To fly 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 certificate for WSC aircraft. See Chapter 1,  Introduction to Weight-Shift Control, for details on specifi c  pilot certificates and privileges.   Routine Prefl ight Inspection 1. Wing  inspection 2. Carriage  inspection 3. Powerplant  inspection 4. Equipment  check 5-16