Celebrated for its luxury light sport aircraft, Bristell is set to receive Michelin’s top-tier aviation tires, strengthening already innovative offerings. This partnership marks Michelin’s continued engagement with the global GA industry.

This mutually beneficial arrangement offers an expansive perspective on the advantages that both companies stand to gain, including growth and innovation opportunities.

The agreement has garnered praise from Bristell’s leadership, with CEO Martin Bristela expressing great satisfaction with the level of quality embodied by Michelin tires. This strategic alliance offers BRM Aero Bristell a platform to substantially enhance its standing in the GA aircraft market. Located in the Czech Republic, Bristell also boasts a highly regarded flight academy stateside.

READ MORE: Plane & Pilot’s Buyer’s Guide 2017: Light Sport Aircraft

Michelin Aviation: An Industry Leader

Michelin’s track record includes a robust history in aviation tire manufacturing. It has carved a significant niche in the sector with partnerships extending to some of the world’s leading airlines. The company’s successful associations also range beyond commercial and regional airlines, extending to the military sector.

The exclusive OEM agreement with Bristell is poised to bolster Michelin’s standing in the aviation industry. This pact aligns with Michelin’s history of innovative partnerships. By working with Bristell, Michelin carries forward its mission of furthering technological progress in aviation tire technology, paving the path for advancement and growth.

The Up-and-Coming BRM Aero Bristell

This partnership also holds promise for boosting Bristell’s position in the leisure aircraft market. The advantage of Michelin’s top-notch aviation tires could potentially enhance the performance of Bristell’s aircraft, propelling the brand’s reputation to new heights. Michelin’s superior performance and safety tires could drive increased customer confidence.

WATCH ON FLYING: We Fly: BRM Bristell LSA

This partnership illuminates the prospects of future alliances and collaborations within the industry. As Bristell and Michelin demonstrate, strategic agreements are key drivers in fostering shared growth and innovation. The advancements from this could significantly impact the light sport, GA sectors, and luxury aircraft markets, setting new standards of quality, technology, and performance.

Just like other evolving industries, aviation is remarkably quick in adopting and adapting to advancements. Therefore, alliances like this one underscore the importance of syncretic growth, solidified relationships, and sharing expertise. 

The post Michelin and Bristell Forge OEM Alliance appeared first on Plane & Pilot Magazine.

The Bristell (pronounced “bris-TELL) is nothing shocking to look at. The wings are in the usual place, the engine, too, and the bubble-hinged canopy is something we’ve all seen before. The tail, as well. Totally conventional. That said, the shape of the plane is very pleasing, its dimensions and ratios hitting the sweet spot in design we might have a hard time quantifying but know it when we see it. Beauty, right?

Functionally, the Bristell is just as cool. As an LSA, it’s limited to certain performance parameters, but there’s some wiggle room between the margins, and this plane tweaks those limitation numbers in a way that is both satisfying and utilitarian.

The Bristell was introduced in 2010, which is ages ago in LSA terms, and over that time it’s gone through a number of slight changes that have made it a little better with each one.

As you might know, Bristela’s designs are widely accepted, to the point that there are several competing versions of them in the LSA market. I won’t go into the drama behind this mix of similar designs except to say that it’s more complicated than I can or care to keep straight in my head, as well as more complicated than you probably want to hear about and not the least bit pertinent when it comes to examining the qualities of this particular LSA. The Bristell, while similar in design to a few others, is its own product with its own feel in every regard.

The Plane

The Bristell is a two-seat (side-by-side), low-wing, carbon fiber, tricycle gear (a taildragger version is available, too), tractor-prop, FAA-approved Light Sport Aircraft (S-LSA). As an S-LSA, the plane is available ready to fly in both long- and short-wing versions. I flew the long-wing model. And the fit and finish are impressive, with available deluxe leather interior and premium paint.

The platform is quite versatile, and a variety of engines—all Rotax models—are available. The company is even considering the emerging, higher-powered (135-hp) Rotax 915. The model I flew was a new version, with the turbocharged Rotax 914 engine, which puts out a max of 115-hp. The plane on the cover is the Rotax 912-ULS model, which I have also flown and which I liked very much, as well.

The Bristell is an example of a product that was clearly designed with the end user, the pilot, in mind.

Getting into the plane is pretty easy, as LSA go anyway. The wing is low and the step is located just right. Depending on your height, you can step right in, grabbing onto the handholds in front and in back that were put there just for that purpose. This is, of course, unlike most planes that give you a step, a wingwalk and let you figure out the rest.

Once you’ve lowered yourself into the cockpit, you’ll notice that the space isn’t just roomy, it’s positively expansive. If you’re not super tall, as I am not super tall, the view over the panel is still pretty good. The reach for the pedals is a bit of a stretch, but not too bad. If you’re taller, you can push those pedals back with the pull of a lever and a stretch of the legs, and if you’re shorter, 5′-6″ or thereabouts, you can put a bolster behind you. You can’t actually adjust the seats themselves; they’re fixed. Luckily, there’s lots of room to work with, including headroom, which accommodates tall people not just directly above but over the outside shoulder, too.

Another example of the ergo-friendly design is the throttle quadrant, which is perfectly implemented. From the normal pilot’s position, you are holding the throttle with your right hand and the stick in the left. (The stick is pretty much perfectly implemented, too, by the way). What I previously said about the rudder pedals is important, because they are truly rudder pedals and not brake pedals. The brakes are activated with a lever on the quadrant that you can manipulate with your pinky while keeping control of the throttle as you do. So you can taxi and control the brakes and the throttle with your hand while steering with the rudder pedals, which, remember, are not brake pedals. There’s no differential steering, as is more and more popular these days. The nosewheel is steerable with the rudder pedals, which cuts down on brake heating and tire wear on taxi. And if it sounds as though it would be hard to coordinate the combination of throttle, finger brakes and steerable nose wheel, and I can understand why it might sound that way, it’s not. It’s actually surprisingly intuitive. If you want to, you can go with toe brakes as an option, but owners seem to love the finger brakes.

The performance of the Bristell is, again, just right. On the takeoff roll, you push in the throttle and almost immediately start applying back pressure, and before you know it, you’re flying. It’s not so much a rotation as a levitation. When it’s ready to start flying, the whole machine is flying. Flaps are controlled by a rotary dial on the panel, and the upshot is that the flaps do something but not a lot. You can take off with full flaps or go around with full flaps, and the plane remains controllable with heavier control forces but no crazy pitch changes, even when you dump full flaps to zero right after rotation, which we did, against my better judgment but with promised docile results.

The turbocharged Rotax is a nice addition if you’re flying high, if you’re operating in hot-and-high conditions and, always, on initial climb. That all said, I doubt the 914 will be a popular alternative, as the Bristell uses so little runway to begin with and climbs so well at 912-level power settings to begin with that the additional power is hard to see a big need for. Did I like it? Yes. The difference on the close-to-standard temperature day we went flying was about 200-250 fpm better with full power, which you can hold for five minutes, compared to standard power, which is close to the 100-hp the 912-ULS or 912-iS Sport normally put out. It was a gusty day, so the airspeed and vertical speed readings were reluctant to settle in any one place. It’s not the first such flight for me.

At cruise the Bristell is fast, as fast as an LSA is supposed to be. Its max speed is 120 knots indicated, so technically if you were really high and the 914 was continuing to put out a high percentage of its rated power in the much thinner air, one would think you’d be able to max out at an impressive true air speed while maintaining 120 knots indicated, but that is not the case, as the airspeed is limited by the fixed pitch prop. It is likely that new constant-speed prop options will be approved for LSA in the US at some point, as they already are in Europe, where Bristell drivers are getting just a hair under 140 knots true at cruise.

In cruise, the visibility is superb, the noise is low, the fuel burn is less than 5 gph and the seats are really comfortable. For longer trips, you can still bring a lot of bags, with two 44-pound max weight storage lockers in the wings and another 44-pound shelf in back.

My demo pilot for the flight, John Rathmell from Bristell, talked of the customer for this type of plane, and he is of the opinion that it’s a good replacement for a lot of different kinds of airplane. It’s fast enough, it’s very comfortable, it’s got a good range and lovely flying manners. And he’s got a point. The Bristell, well made, pretty and good performing, is a compelling package.

In terms of landing behavior, the Bristell is a pussycat when the wind is calm or light but a handful when it’s really blowing, as it was when I flew the plane most recently. The wing is long and generates a lot of lift, so when a gust hits it, the result is immediate and strongly felt. That means that carefully controlled landings when it’s gusty can be tough to pull off elegantly, which is true in any airplane but more so in LSA, which have a very low max stall speed in the landing configuration, 45 knots, as mandated by the FAA. The Bristell’s landing stall speed is just a hair over 30 knots with the long wing.

Bristell loves going to air shows and giving pilots demo rides because they know that once a pilot gets behind the stick of one, they’ll understand the plane in ways that will cause them to give LSA in general, and the Bristell specifically, a much longer and closer look.

The post Bristell: An LSA Traveling Machine appeared first on Plane & Pilot Magazine.

Seats: 2

Main Construction: Metal

Engine/ Hp:Rotax 912 ULS/100 hp

Propeller:FITIEco, 3-blade, in-flight adjustable, 62″ diameter

Avionics: Garmin G3X Touch

Top Cruise Speed: 120 kts

Stall, Landing Configuration: 31 kts

Maximum Range: 700 nm

Maximum Takeoff Weight: 1,323 lbs.

Payload: 403 lbs. (full fuel)

Useful Load: 617 lbs.

Takeoff/Landing Distance (No Obstacle): 688/492 ft.

Takeoff/Landing Distance (50-ft. Obstacle): 1,082/721 ft.

The post 2017 Bristell NG 5 LSA appeared first on Plane & Pilot Magazine.

The annual U.S. Sport Aviation Expo at Sebring Regional Airport remains the showcase for all that’s new and exciting in the sport-aviation world, but a little more than a decade into the LSA revolution, real surprises seem few and far between. So, it was edifying to see attendees drawn to the booth of Bristell Aircraft of The Villages, Fla., where company president Lou Mancuso was extolling the virtues of the pair of sleek low-wing aircraft on display: the trike-geared Bristell and the Bristell TDO (taildragger option). Though this was his company’s—and the Bristell’s—debut appearance at Expo, Mancuso is no stranger to the LSA world.

Lou Mancuso
In 2008, Mancuso, who had spent his career selling pre-owned King Airs, Navajos and other high-end GA aircraft, decided to move into selling new LSAs. In the years since then, he has been an authorized sales agent successively for Flight Design, Evektor, Czech Sport Aircraft, Remos, the PiperSport and Tecnam. “Each year, we’d be looking for the best of the best,” Mancuso says, adding that he feels that search has ended. “We found the Bristell, and now we’re home where we belong—the final stop.”

If you wonder why it took Mancuso so long to find the Bristell, the manufacturer, BRM Aero of the Czech Republic, wasn’t established until late in 2009. And don’t accuse BRM Aero of arriving late to the LSA party, either. The Bristell is the namesake of Milan Bristela, BRM Aero’s founder, who has an illustrious career in sport-aircraft design. He previously served as head of design at Czech Aircraft Works and Evektor, and was heavily involved in the development of the Zenith 601 and 701, the amphibious Mermaid sport aircraft, and the Parrot and Czech SportCruiser LSAs. He says the Bristell is the culmination of all he has learned during that time. “I collected my whole 25 years in the aeronautical industry of communicating with customers worldwide about their expectations and what they would like in an LSA airplane, and put them all in the NG4,” or the New Generation 4 project, as Bristela calls the Bristell, signifying his fourth major LSA design after the Mermaid, Parrot and SportCruiser. Today’s Bristell and Bristell TDO represent NG5, he says. “I’ve already modified NG4 and made many design improvements compared to the NG4.”

On The Ground
The Bristell came to market in 2011, a retract version appeared in 2012 and the TDO was introduced in 2013. Some 130 Bristells have been sold worldwide. About 15 are retracts, and half a dozen are TDOs. When discussing the origins of the TDO, Bristela becomes animated—not an unusual mode for the designer. “I designed it for real pilots,” Bristela says. “It’s not so dramatic in the United States, but in Europe, there are many people with a lot of money who think they can be pilots, and many of them are very stupid and they don’t care about physics, and many of them kill themselves using their airplanes improperly. [But] all pilots know only a good pilot can operate a taildragger safely. That’s why, when customers land somewhere, everyone will know this is a real pilot because he has a TDO.”

Mancuso’s demo TDO is the first in the U.S., having arrived last November. Like the trike, the TDO is outfitted with a Fiti three-bladed composite prop. The aircraft is mostly metal, but the cowl is composite. Stainless-steel slotted screws button up the portside access door to the engine compartment. The demo TDO is equipped with a Rotax 912 ULS, but going forward, the 912 iS Sport, the second-generation fuel injected variant of the 100 hp Rotax, will be standard.

Bristell’s demo TDO is equipped with a Rotax 912 ULS engine.

Check the oil level with the sardine can opener-style dipstick, burp the engine if necessary by turning the prop should oil level appear low and make sure the coolant reservoir on the stainless steel firewall is about 1⁄3 full. (The reservoir can fill during flight as the coolant expands and fluid in the engine is returned; an overflow tube vents excess amounts of the corrosive fluid out from the bottom of the engine compartment.) Were this the trike version, you’d see the nosewheel is steerable rather than castering.

The demo aircraft is a Carbon Fiber Edition—a deluxe version that trims 15 pounds off the airframe’s standard empty weight by judicial use of carbon-fiber parts in place of metal ones.

Low-draw LED landing lights on each wing “make it look like a Learjet on final,” Mancuso says. AvioLights recognition and strobe lights on the wingtips and tail further enhance visibility. The wet wings hold a total of 32 gallons of fuel. One feature from the trike version missing from the TDO: a 44-pound-capacity baggage locker in each wing. The highly sculpted wingtip fairings are among the signs of attention to detail, which includes the rounded, rather than flat, bottom of the fuselage, providing more stability in crosswinds and turbulence. One quibble: The small-bore tiedown rings aren’t wide enough for a standard tiedown rope to fit through; instead, you need a clip to attach to the ring, to which you can secure a tiedown rope.

During the preflight, move the tailwheel from side to side to confirm easy movement. A small red cap atop the gear protects the lubrication point, which should be greased every 100 hours.

The electrically actuated flaps can be set incrementally or all at once with the twist of a dial; the Bristell can take off or land with any flap setting.

A forward-hinged canopy forms the one-piece cabin top. For entry, step up onto the wing with the inboard foot. Once standing on the wing, a post between the seats and a handhold on the glare shield provide support for cabin entry. While steadying yourself on the supports, swing your inboard and then outboard leg over the sidewall and onto the seat, and then slide your legs around either side of the stick and your butt into the seat.

The seats can be adjusted before flight. A removable block beneath each determines the basic height and is taken out to accommodate taller pilots, while cushions can be used to move the seatback forward or raise the height of the seat. Rudder pedals are adjustable, the extension activated by pulling on a handle located under the panel along-side each sidewall. Apply pressure to the pedals, and they lock back in the appropriate position.

The current standard avionics package calls for dual 10-inch Garmin G3X Touch display screens, but other glass panel options are available. The demo aircraft is outfitted with smaller dual Garmin G3X displays supplemented by an externally mounted Garmin 695.

A flat baggage area lies behind the seats, and a triangular window on either side of the fuselage aft of the canopy improves aft visibility and the already expansive feel of the cabin.

The canopy can remain open while taxiing, but must be closed in flight. Pulled down into the closed position, the canopy latches and catches like an automobile door—no need to slam or turn a handle to hold it in place. To open, rotate the handle at its rear that locks the canopy, and push up gently. Despite its curvature, the canopy appears to induce no visual distortion. Its top area is opaque, reducing potential heat and glare without compromising the exceptional visibility, except when looking up at the 12 o’clock high position.

Having just flown, there was no need to use the choke to start the Rotax or wait for the oil to reach the 122-degree minimum for using full power. Simply turn on the master, EFIS and fuel pump, all controlled by toggle switches set in a row along the bottom of the instrument panel on the pilot’s side. Turn the key, and the engine fires up.

Engine run-up is performed at 4,000 rpm. Two independent engine control units manage engine operations, and turning each one off and back on to ensure the other is working properly takes the place of a mag check on the checklist.

Ten degrees of flaps is standard for takeoff, set electrically via the flap switch on the forward console, the dial reminiscent of a control found on an old kitchen appliance. Rotate clockwise to select the appropriate setting (zero to 30 in increments of 10). Rotate the dial counterclockwise to raise the flaps.

In The Air
After taxiing to runway 31, reserved for aircraft participating in the daily showcase flights, we were cleared for takeoff. Apply full power, and the tail comes off the ground almost immediately, and liftoff speed of 45 knots comes at little more than 300 feet down the runway. The 500-foot ceiling of the showcase pattern wasn’t high enough to gauge the Bristell’s climb performance, but Vy is about 62 knots, and previous experience in the trike Bristell had revealed that 5300 rpm yields about 800 to 900 fpm on climbout at sea level in standard conditions. (Vy is also best glide speed, which simplifies emergency procedures in the event of an engine out after departure.)

After two circuits around the showcase pattern, we departed the area and climbed toward the northwest for airwork.

Once airborne, the TDO behaves just like the Bristell trike. At 2,500 feet, Mancuso showed off its speed. At 5,450 rpm, just under maximum power, we broke the LSA limit, registering 122 knots TAS, while we topped out at about 118 knots at cruise power of 5,400 rpm.

The demo TDO is equipped with optional electric trim, adjusted via four buttons set at cardinal points atop the stick, the north and south controlling pitch, east and west rudder trim. The pitch trim inputs take a little getting used to and, if not applied delicately, can quickly send the trim toward the stops, provoking bouts of up and down fine-tuning. But, once trimmed properly for straight and level, the TDO flies hands off nicely. Give the stick a healthy slap from any side, and it immediately snaps back to straight and level.

Through steep turns, chandelles and Dutch rolls, the Bristell demonstrated its responsive but docile character. With no flaps, a power-off stall break in the TDO came at about 42 knots, and with 30 degrees of flaps, about 38 knots. (Bristells have an Angle-Of-Attack (AOA) indicator rather than a stall horn; the AOA beeps at an increasing rate as it approaches the stall, culminating in a continuous tone.) We lost some 150 to 200 feet with an immediate recovery, but a wing will drop quickly if the ball isn’t kept centered.

We headed to Avon Park (KAVO), 13 nm northwest of Sebring, to see how the TDO handles in the pattern. For descent, power can be pulled back to 4,000 rpm to prevent overtorquing the gearbox. There’s another way to get down that I had already seen demonstrated on the trike Bristell. Just pull power back to slow the aircraft enough to get the AOA beeping, and let it go into a forward mush; the water-cooled Rotax eliminates shock-cooling concerns. With no flaps and the airspeed indicating a little under 60 knots, you’ll descend at about 700 fpm and enter the pattern at an appropriate airspeed. If you enter the pattern following a standard descent, Mancuso recommends pulling back power to 3500 rpm, raising the nose to get the airspeed into the white arc, and adding 10 degrees of flaps. Fly the downwind leg at about 70 knots, put in 20 degrees of flaps for base and slow to 65, and come over the fence at about 55. In practice, you can use as much or little flaps as you like on either landing or takeoff.

In one demonstration of the Bristell’s benign handling qualities, we simulated an absentminded pilot by taking off with full flaps and, during climbout, retracted them all at once. Neither setting produced a hiccup from the airplane and required no trim adjustment. We then put 30 degrees of flaps in the climb all at once with similar results.

Heading back to Sebring, I was left with two striking impressions: one, the quality and fun of the Bristell; secondly, Expo’s and the LSA world’s ability to still surprise and delight, more than 10 years into their development.

The Bristell’s price starts at $110,000 for a stripped-down model, while loading it up with options can bring the cost up to $185,000.

The post A Taildragging Hot Rod For The LSA Crowd appeared first on Plane & Pilot Magazine.

Bristell TDO
SPECIFICATIONS
Powerplant:	100 hp Rotax 912 ULS/iS
Wingspan (ft.):	27
Wing Area:	113 sq. ft.
Wing Loading:	10 lbs./sq. ft.
Length:	21 ft. 2 in.
Height:	7 ft. 6 in.
Cabin Width:	51 in.
Gross Weight (lbs.):	1320
Empty Weight (lbs.):	675
Useful Load (lbs.):	645
Fuel Quantity:	31.6 gals. usable
Endurance (hrs.):	6
Baggage Capacity:	40 lbs. total; 33 lbs. in baggage area, 10 lbs. on hat rack
Vne (Never-Exceed Speed, kts.):	145
Max Cruise Speed (kts.):	120
Flap Extension Speed (kts.):	75
Stall Speed, Clean (kts.):	43
Stall Speed, Landing Configuration (kts.):	36
Demonstrated Crosswind Component (kts.):	15

The post Bristell TDO appeared first on Plane & Pilot Magazine.

Although my typical demo flights average under 45 minutes, you can still learn a lot about an airplane in less than an hour. With S-LSA like the BRM Aero Bristell Fastback, it takes more like 45 seconds for you to realize you’ve got a winner on your hands.

The Bristell is refined, clean and stylish, with a less rakish profile than the SportCruiser but a sleeker one than the Evektor SportStar series. I name those airplanes since they, too, were in part created by Milan Bristela of Czech Republic, who first sketched out the Bristell in 2007. Production commenced after a long development process in early 2011. As such, the all-aluminum bird represents his most seasoned offering yet. More than 50 have sold overseas, and production rate is planned for four planes per month by summer.

Well-Grounded
The Bristell exemplifies attention to detail, from construction to airframe paint and trim, instrumentation and cockpit furnishings. This is no to-be-improved prototype, but a mature aircraft. For my flight, a minor squawk or two are no doubt tuned out by now. A recently added larger nosewheel pant, for example, tended to catch the swirling prop blast enough to kick it, and the linked rudder, slightly off kilter. It felt like an overbanking tendency to the left, but has been corrected since with a stiffer self-centering spring.

The clean, pretty bird is imported by Bristell USA. Veteran GA personalities John Calla and Barry Pruitt (formerly associated with Evektor), own both the distributorship and Liberty Sport Aviation of Pa., which has the airplane already working in its training fleet.

Last January, I met up with the Bristell crew, including the designer himself and John Rathmell, an ever-cheery, high-energy, ex-military C-130 Herc jockey who is Sales Manager for Lou Mancuso’s Mid Island Air Service of Long Island, N.Y. Mancuso was there, too: He loves the airplane and has already added it to his diverse LSA training fleet.

In The Details
John Calla points to the slight positive curve in the fuselage belly. “It reduces turbulence by dispersing the force of gusts,” he says. That’s what I meant by refinement. “The center spar extends 18 inches to either side of the fuselage,” Calla continues. “When you step onto the wing, you’re on the spar, not just the skin.” From that 18-inch point, the wings rise in a mild dihedral, contributing to lateral stability and echoing the legendary AT-6 warbird that trained so many WWII pilots.

Movers and shakers in the Bristell world: left to right, John Rathmell, Lou Mancuso, John Calla, Barry Pruitt and Milan Bristela.

“The Bristell is entirely CNC machine produced, which will make many parts readily available here in a pinch,” Calla goes on to explain, “without waiting for shipment from Czech Republic.”

The airplane weighs in empty at 705.5 pounds, significantly less than the Skycatcher (843 pounds), with a useful load of 614.5 pounds. Fuel capacity at 34-plus gallons brings a conservatively estimated range of 700 nm and 6.2 hours’ endurance, at a high-cruise fuel burn of 5.5 gph and 116 knots top cruise, which makes it one of the faster LSA out there.

Two more nifty features: a lockable canopy (push-button start—no ignition key) and lockable, waterproof wing-top lockers on both sides (44 pounds each). My demo plane was loaded with an emergency kit, which comes standard with tools, electrical and duct tape, first aid supplies, jumper cables, batteries and even a tire compressor in case of flats!

“A grown man loves a kit!” chirps John Rathmell before our flight.

“Yeah, but John, where’s the frying pan?” I counter.

Climbing Aboard
Let’s start here: cabin width. At 51 inches at the shoulders, it’s nearly five inches wider than the Evektor Harmony. Rathmell is a broad-shouldered six-footer, and I’m 5’11”, yet there’s plenty of room between our shoulders and headroom enough for pilots up to 6’8″. The wooden stick grip is a fun touch. Attractive red/gray leather/fabric upholstery should also hold up to flight-school abuse.

Bristell’s adjustable rudder/toe brake pedals are a treat. Pull the under-panel latch, and the spring-loaded pedals slide back to meet feet. Bonus factor: On long cruising flights, push them all the way forward for relaxing footroom.

I like the placement of the fuel-tank dial right under the panel, at center stage and just above the throttle quadrant. In-cockpit fuel lines are aluminum, not plastic.

The cylindrical throttle lever feels good in your hand: a smooth action and short (but not too short) lever arm. The flap dial left of the fuel switch is unusual, but I quickly adapt to the twist-on/twist-off convention and end up liking it.

Push/pull knobs on the panel just above the flap/fuel tank dials are clearly labeled and differentially colored to help quick-scan identification: parking brake (black), cabin heat and defroster (aluminum), carb heat (yellow).

The deck on the version I flew was nicely equipped: Tru Trak 7.25 inches tall by 6 inches wide EFIS with all the bells and whistles, including airspeed, artificial horizon, VSI, HSI, slip/skid ball and lots more; the new seven-inch Garmin GPSMAP 796 GPS; a dockable Apple iPad; PS Engineering PM 3000 intercom; Garmin SL 40 comm radio and GTX 327 Mode C transponder; and Composite Design Electrical panel.

Fly Time
The overhead composite shield molded into the canopy blocks that brain-cooking overhead sun and also provides some additional rollover protection. Some might prefer a curtain or semi-opaque sunblocker, but if you don’t require the straight overhead view, there’s still an abundance of good visibility.

The Bristell cockpit measures 51 inches wide and features leather/fabric upholstery.

The A and B magnetos are wire-frame-protected toggle switches right above the master switch: neat! Taxiing is a breeze with the steerable nosewheel and toe brakes. Toe brakes are easy to work and the turning radius is plenty adequate for reversing direction on the taxiway.

There’s no distracting distortion from the one-piece canopy, so tracking straight on power- up is easy. Liftoff comes quick, and holding John Rathmell’s recommendation of 62 knots (best L/D speed in case of engine failure. Note: Barry Pruitt recommends 65), we see around 1,200 fpm, with near-full fuel and 400 pounds of payload.

The Bristell feels like an old friend on my first crosswind turn. Although not quite as nimble in roll as a Remos GXNXT, the pushrod-enabled handling has no slop, and is quick, smooth and responsive, never twitchy: You put in a touch of muscle, and the airplane goes right there. Same with pitch: Both axes feel nicely balanced and friendly.

The rocker-style elevator trim tab is right where your hand can easily find it, left of the throttle quadrant. Very easy to trim up: I like it better than on top of the stick where many LSA have it.

The Impossible Turn
Air Boss Rathmell and I pull approach and departure stalls: non-events both, with no unusual traits and plenty of burble to signify the approach of stall. Slow flight is a breeze and easy to control with rudder alone; no doubt wing dihedral helps here.

I ask Air Boss to help me quantify the “impossible turn” as popularized by Barry Schiff. Climbing at 62 knots (best L/D, remember?), we chop throttle and simulate turning back to the airport.

I clock altitude lost over several trials for a 180-degree turn: best is just 150 feet. For a full 270, we average around 300 feet. Double that for insurance and, all other factors equal, you could feel confident you can readily make it back to the field. Dear reader, note this: I by no means make this a recommendation. All pilots should practice this maneuver at altitude and arrive at their own minimums, and be prepared to overrule them even so if conditions (crosswind, turbulence, etc.) aren’t to their liking in an emergency.

Touchdowns are nominal: I managed a smoothie on my third try in light bumps and a touch of crosswind—and I hadn’t flown anything at all in weeks. The overall handling of the Bristell inspires confidence, plain and simple. It’s lively and fun to fly.

I’ll let Lou Mancuso have the last word since his flight school has taught on several models of LSA for years now, and he knows the turf as well as anybody: “I’m excited…because the Bristell…is in my opinion the finest light-sport plane to come on the market.” But don’t take his word for it: Check it out for yourself at a local dealer or the next big air show…I’d guess you’ll then agree it’s one of the top S-LSA, period.

The post Kiss & Bristell appeared first on Plane & Pilot Magazine.

BRM Bristell Flastback
Base Price:	$151, 822
Engine:	Rotax 912 ULS
Wingspan (ft.):	29.95
Cabin width (in.):	51.17
Fuel capacity (gals.):	34.34
Useful load (lbs.):	614.5
Max takeoff weight (lbs.):	1320
Empty weight (lbs.):	705.5
PERFORMANCE
Cruise speed (kts.):	116
Best rate of climb (fpm):	1200
Vso (kts.)	32
Vs (kts.):	39
Vne (kts.):	145
Va (kts.):	89
Source: Bristell

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