Rotary options for LSA

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

Paul,

in this regard……I am currently taking sport pilot flight lessons for
a gyrocopter….at the same time I am “repairing” a circa ‘80s
Hollmann gyro that came with no engine…..I have a 13b, 86-88 that is
almost done to put on it. I don’t have a PSRU for the engine yet.

if I pass my sport pilot exams for gyroplane, and finish the
“repair” of the gyro, can I test fly it myself and get it certified
as “airworthy” and subsequently get an N number?

is this the way to go to get my own EAB/E-LSA up and flying?

Thx, Byron Head

I suspect so but I Know very little about LSA anything.

Paul Lamar

I can put everyone's curiosity to rest. The sweet little Austro AE50
rotary must be made of gold. Estimate from the Schleicher dealer is
$25k plus. Last one he bought was 5 years ago at that price to
replace one in a big two seat Schleicher motor glider.

The search continues.....

Bill Rayfield

25k - that's raw insanity. What is one's best bet for a single rotor
set-up, then, is Atkins' product line for the one rotor mazda
sufficient then, and, also, is Revolution Rotary legit? I can't find
much information on them, apart from information BY them. They have a
site advertising a multitude of engines for ultralight/e-lsa
aircraft. This confuses me--they have so many engines listed and I
haven't seen any around.

Jenn Kimball

The one rotors with cast iron end housings are too heavy.

Richard Sohn has the best set up so far. It is not that hard to build
your own Jenn with Racing Beat end housing.

You just need to find some one with a lathe to cut down a stock 13 B
e-shaft. Buy a junk engine and take it apart to see how easy it is.
Some times you can find an engine for free.

Paul Lamar

Hi Jenn,
If you think that's bad look at this reply for the single rotor from AIE UK

---------------------------------------------------------------------------------------------------
Thank you for your enquiry.
At the moment the 650S is still very low volume manufacture and so the cost per unit reflects this.

A 650S engine at the moment with ancillaries would be £29500.00 GBP,.

We would not look to sell the engine without its ancillaries at this stage as we believe supplying the entire package is the best way forward to ensure good operation of the engine in service. The Ancillary pack that comes with the engine includes, cooling, oil, electrical and fuel systems.

We do not have a reduction drive for this engine at the moment so would have to develop this specifically for you. I can work up a price for this but just wanted to run the engine cost past you first.
--------------------------------------------------------------

Colin Dale

These are basically large radio controlled model air plane engines :-)

They do not need any stinking gear boxes :-)

They usually catapult them into the air.

Here are some I found at the Paris air show.

The Israeli's make them as well.

Paul Lamar

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