Does anyone have experience with rotary powered light sport aircraft?
I know Austro makes the AE50R which from what I understand is in the
under 80 lb weight range with a "no loss lubrication system" and is
currently working on an 80 horsepower rotary to "replace" a Rotax 912
80hp. Anyone know anything about these? Are there other less
expensive options I haven't found yet?

Jenn Kimball

Nothing certified other than the Austro Engine. Over 500 of the 50
HP versions have been sold to  Alexander Schleicher   motor gliders
.

LSA requires certification. There may be an LSA experimental
category. I am not really all that up on the rules.


Lots of Mazda one rotors however.

What did you hear about 80 horsepower rotary to "replace" a Rotax
912?

Paul Lamar

Light Sport Aircraft (LSA) fall under a specific definition of
performance and capability set forth by the FAA.  They are not
"certified" by definition.  There are three types of LSA.  LSA, factory
built, S-LSA, Amateur built from a kit supplied by the manufacturer of
the same factory built LSA model, and EAB-LSA.

Light Sport Aircraft (LSA) are certified by their manufacturers, not the
FAA, to be in compliance with ASTM standards.  There is no FAA
certification for any of their equipment including engines.  They are
granted an air worthiness certificate by the manufacturer.  Like any
other factory built aircraft they are not subject to Phase 1/2 fight
testing .  They may not be legally modified without written permission
from the manufacturer.  The condition inspection may be done by anyone
who has completed a 40 hour course to become certified as an LSA
inspector, or by an A&P Mechanic.  Factory built LSA my be rented and
used for flight training.

Special Light Sport Aircraft (S-LSA) are designed to be in compliance
with the Light Sport Aircraft rules set forth by the FAA.  They are
amateur built to be fully in compliance with the factory built S-LSA
version of the same aircraft.  They are granted an air worthiness
certificate by the FAA.  S-LSA are subject to usual Phase 1/2 flight
testing but only 20 hours of Phase 1 time.  S-LSA must comply with the
factory specifications and may not be legally modified without written
permission from the manufacturer.  Condition inspections may be done by
the builder, an LSA inspector, or an A&P Mechanic. S-LSA aircraft my not
be used commercially or rented for any purpose.

There is still the EAB class of airplanes.  The builder is responsible
for certifying that the airplane is in compliance with the LSA
requirements set forth by the FAA.  They are subject to usual Phase 1/2
flight testing.  They can be flown by anyone holding Sport Pilot
privileges, just like any other LSA.  Being Experimental Amateur Built
any modifications desired may be made, even if those changes would cause
the airplane to no longer be in compliance with the LSA requirements set
forth by the FAA.  Once the airplane is no longer in compliance with the
LSA requirements the pilot must then hold a Private Pilot or
Recreational Pilot certification to fly it.  Once modified to be outside
of the LSA definition it my NEVER be returned to LSA status even if the
modifications are removed.  It will forever be EAB and cannot be flown
by a person holding only Sport Pilot privileges.  EAB aircraft my not be
used commercially or rented for any purpose.

You can get flight training in your own EAB-LSA, or EAB, if you can get
past the insurance hurdles and you can find a CFI willing to train you
in your own aircraft.  You cannot use your own EAB-LSA or EAB aircraft
to give flight training for compensation.

If an LSA manufacturer chose to install a rotary engine, even with full
FADEC controls, the FAA would have nothing to say about that.  The
manufacturer has to answer to the ASTM standard and certify that the
aircraft design and fabrication are in compliance with the ASTM standard.

Sorry for the long spew. ;-)

Mark LaPierre


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