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Departing Heritage, PTW, last week, climbing through 2000 ft. I felt a small "bump" as if I might have hit a small bird. No bird strike in evidence, but the annunciator lit up with "engine" and "land airplane". I returned to PTW, parked and shut down the A5 and chatted with folks at the airport. Upon restart, everything seemed normal so I departed for N57 (home). There have been no indications of trouble since. The Icon folks have requested a readout of the engine system, but there are few airports locally that deal with Rotax engines. Jimmy is scheduled to do my parachute and annual in a week or so but I hate being on pins and needles waiting to see if there are real problems revealed by an engine readout. Anyone had similar issues? Anyone got any suggestions? I've even thought of getting my own readout hardware, but haven't looked into that seriously yet.

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A "bump" in flight accompanied with Land Aircraft and Engine Light is usually the engine going into a reversion mode. This is what Rotax calls a "major fault" its more of a engine shutter than bump but I can see why you would want to call it bump. Your engine logs or DAC memory unit will have the data that says what it was. Hard to speculate what it is unless looking the Rotax BUDS data.

Typical Things that cause a Major Fault and would cause a "bump" in order of most typical.
1) Ignition Cylinder 1/2 or 3/4 - Nominal Current Not Reached fault. This fault is fairly innocuous is fairly easily corrected using conductive grease on the coil pack spade connector leads (procedure in the ICON A5 maintenance manual)
2) Rectifier Regulator A fails and automatic Transition to Rectifier Regulator B. "Generator Select fault"
3) Spark plug or spark plug lead failure (most likely spark plug boot falls off) this is typically "sparks missed" major fault
4) One of the two Manifold Air Pressure sensors fails (typically due to wire chaffing condition)
5) One of the two Manifold Air Temperature Sensors fails. (typically due to wire chaffing condition)
6) One of the two Crank Position Sensor Fails (typically due to wire chaffing condition)

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I would add one more to Bret's list. I had an intermittent "Land Aircraft" and "Engine" light, that then progressed to full time on warnings. It was a shorted wire in the wire pack. James Andrews found the needle in the haystack (quite literally) and fixed it, no warning lights for nearly a year now (knock on wood.) I however do not recall the bump of going into reversion mode.
I doubt this helps, but just my experience to consider.

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I got the "Land Aircraft" and "Engine" annunciator combo few months back and been chasing it since. A maintenance test flight with B.U.D.S. dongle and laptop running I finally got it to happen again. I dumped the logs, sent to Icon Tampa and Dean Vogel at Lockwood Aviation who found an "open secondary" recorded about the time of the first occurrence. At Icon Tampa maintenance suggestion, cleaned and re-greased the ignition coil primary contacts following Icon's maint manual procedure and went up again. After about 30-32 minutes, the annunciators came back with B.U.D.S. Health page showing five occurrences of "Ignition (Cyl 1 and 2)" fault Types, and six occurrences of "Open Secondary Detected" Errors. So now looking at cylinder 1/2 plug caps/wires but also possibly the ignition coils. Searching the Rotax-Owner forum, I found a thread on 912iS Coil Reliability from 2 years ago (Andrew Nielson and Paul Hamilton - not A5 owners I'm thinking) but documenting numerous coil replacements over 400 and 5000 engine time hours, respectively. In Paul's last post he states "Hopefully the new part number 665613 is improved. Only the old 665612 have failed on me so far. Now I keep a spare." Would like to hear back from any A5 owners who've had to replace ignition coils, or any other "Land Aircraft" and "Engine" annunciator occurrences. Thanks.

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Yes, I had this issue too. B.U.D.S. logs retrieved and sent to both Dean Vogel and Icon. No enlightenment came out of this. They made the same suggestions about various contacts around the ignition system and the ECU, but none of these fixed the problem.

James Andrews had a hunch that in my case the problem was fouled spark plugs (partly because up until recently I have been using mostly AVGAS). He pulled my plugs and they were shot. Put in a new set and, knock on wood, the problem went away. Jimmy was right!