However, they may only perform maintenance, preventive  maintenance, and an alteration on a light-sport aircraft for  which the holder has completed the training specified in the  preceding paragraphs. Before performing a major repair, the  holder must complete additional training acceptable to the  FAA and appropriate to the repair performed. The holder of a repairman certificate (light-sport aircraft) with  a maintenance rating may not approve for return to service  any aircraft or part thereof unless that person has previously  performed the work concerned satisfactorily. If that person  has not previously performed that work, the person may  show the ability to do the work by performing it under  the direct supervision of a certificated and appropriately  rated mechanic, or a certificated repairman who has had  previous experience in the specific operation concerned. The  repairman may not exercise the privileges of the certificate  unless the repairman understands the current instructions  of the manufacturer and the maintenance manuals for the  specific operation concerned.  All applicable aviation regulatory authority regarding  maintenance procedures must be met. Maintenance  organizations and personnel are encouraged to contact the  manufacturer for more information and guidance on any of  the maintenance procedures.  It is a requirement that every individual or maintenance  provider possess the required special tooling, training,  or experience to perform all tasks outlined. Maintenance  providers that meet the following conditions outlined below  may perform engine maintenance providing they meet all of  the following FAA requirements: Note: All information in this text is for educational  illustrational purposes and is not to be used for actual aircraft  maintenance. This information is not revised at the same  rate as the maintenance manual; always refer to the current  maintenance information when performing maintenance on  any engine.  Light-sport/ultralight aircraft engines can be classified  by several methods, such as by operating cycles, cylinder  arrangement, and air or water cooled. An inline engine  generally has two cylinders, is two-cycle, and is available  in several horsepower ranges. These engines may be either  liquid cooled, air cooled, or a combination of both. They  have only one crankshaft that drives the reduction gear box or  propeller directly. Most of the other cylinder configurations  used are horizontally opposed, ranging from two to six  cylinders from several manufacturers. These engines are  either gear reduction or direct drive.  The Rotax inline cylinder arrangement has a small frontal  area and provides improved streamlining.  [Figure 11-2]  The  two cylinder, inline two-stroke engine, which is piston ported  with air cooled cylinder heads and cylinders, is available in  a fan or free air cooled version. Being a two-stroke cycle  •  Knowledge of the specific task as a result of receiving  authorized training from a training provider.  •  Previous experience in performing the task and formal  instruction from a manufacturer’s authorized training  facility or “on-the-job” instruction by a manufacturer’s  representative.  • A suitable work environment to prevent contamination  or damage to engine parts or modules is needed.  • Suitable tools and fixtures as outlined in the  manufacturers’ Maintenance Manual should be used  while performing maintenance requiring such tooling.  • Reasonable and prudent maintenance practices should  be utilized. Figure 11-2.  Rotax inline cylinder arrangement. Authorized Personnel That Meet FAA Regulations Types of Light-Sport and Experimental  Engines Light-Sport Aircraft Engines 11-4 Two-Cycle, Two Cylinder Rotax Engine  Single Capacitor Discharge Ignition (SCDI) Dual Capacitor Discharge Ignition (DCDI) Rotax 447 UL (SCDI) and Rotax 503 UL (DCDI) 