You might be surprised that the FAA was not necessarily the ones that made up all the LSA rules. There was a huge committee of almost 150 people that had input and wanted restrictions above what the FAA considered.These people were the EAA, AOPA and many different MFG's and leaders in the light aircraft industry. The FAA for many of the LSA rules wasn't the enemy so to speak.
There is no reason that a CS prop could not be used and if you were flying under a light-sport license then why not just get a check ride and sign off from a CFI. A CS prop would be a win for all the 912 & 914 engines using only a ground adjustable.
Roger Lee LSRM-A & Rotax Instructor & Rotax IRC Tucson, AZ Ryan Airfield (KRYN) 520-349-7056 Cell
Recently I fitted an Airmaster prop control to my 914 which has a Rospeller 3 blade prop electrically controlled governing system. This has an electric motor mounted on the engine driving a shaft through the prop boss of a type 3 gearbox, the same as for a hydraulic controller. The system works perfectly and from my experience there is no difference between the speed of operation between electric and hydraulic, it all depends on the electric motor and the screw jack it drives.
That is great news.
How is the performance difference, especially at the higher (>9000ft) altitudes? Can you maintain full manifold pressure at max RPM?
Depends on the OAT. Rotax performance graphs will give you details. My situation was short field ops at density altitude of 5000 and with a Constant speed prop, no problem, but I definitely needed a 914, not a 912!
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