Figure 16-14.  Split flap. Figure 16-13.  A ballistic recovery parachute is a popular safety  feature available on some LSA. Before Start and Starting Engine Taxi 16-10 Split flaps may be used on some LSA designs.  [Figure 16-14] These flaps hinge down from underneath the wing and  inspecting these flaps require the pilot to crouch and twist  low for inspection. A suitable handheld mirror can facilitate  inspection without undue twisting and bending. In an attempt  to keep complexity to a minimum, flap control is typically a  handle that actuates the flaps. A pilot should verify that the  flaps extend and retract smoothly. An LSA with conventional gear (tailwheel) should be initially  transitioned into during no-wind conditions. The airplane, due  to its light weight, requires the development of the proper flight  control responses prior to operations in any substantial wind. Like standard certificated airplanes, LSAs may have a  full-castoring or steerable nosewheel or, if conventional  gear, a tailwheel. In order to taxi a full-castoring nosewheel  equipped airplane, the use of differential brakes is required.  This type of nosewheel can require practice to develop the  skill necessary to keep the airplane on the centerline while  minimizing brake application or damage to the tires. The  balance is just enough taxi speed so that only light taps of  brake pressure in the desired direction of turn or correction  is required to make a turn or correction without carrying  excessive taxi speed. If the speed is too slow, application of  a brake can cause the aircraft to pivot to a stop, rather than an  adjustment in direction, resulting in excessive brake and tire  wear. If the speed is too fast, excessive brake wear is likely. Many LSAs are equipped with engines that have a water  cooling system. LSAs may be tightly cowled, which reduces  drag, and with liquid-cooled engines, this minimizes the  need for cylinder cooling inlets, which further reduces drag  and improves performance. This does present a new system  for a transitioning pilot to check. Preflighting this system  requires that the radiator, coolant hoses, and expansion tank  are checked for condition, freedom from leaks, and coolant  level requirements. Most standard type certificated airplanes  do not have coolant systems. Propellers of LSAs may range from a conventional metal  propeller to composite or wood. The preflight inspection  is similar regardless of the type of propeller; however,  if a transitioning pilot is principally familiar with metal  propellers, time should be spent with the LSA flight instructor  covering the type of propeller installed. Many LSA propellers  are composite and have a ground adjustable pitch adjustment.  As a result, there may be more areas to check with these types  of propellers. For example, on ground adjustable propellers,  ensure that the blades are tight against the hub by snugly  twisting the blade at the root to verify that there is no rotation  of the blade at the hub. Once a pilot has completed the preflight inspection of the  LSA, the pilot should properly seat themselves in the airplane  ensuring that the rudder pedals can be exercised with full-range  movement without over-reaching. Seat belts should be checked  for proper position and security. The pilot must continue  to use the POH for all required checklists. Starting newer  generation LSA engines can be quite simple only requiring  the pull of the choke and a twist of the ignition switch. If the  LSA is equipped with a standard certificated engine, starting  procedures are normal and routine. The canopy or doors  of an LSA may have quite different latching mechanisms  than standard airworthiness airplanes. Practice latching and  unlatching the doors or canopy to ensure that understanding  is complete. Having a gull-wing door or sliding canopy “pop”  open in flight can become an emergency in seconds.