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To be fair, we do not generally equate light sports with strength. The regulations state that light sport aircraft have a maximum air speed of 120 knots - not the case for aircraft powered by 85 and 100 horsepower engines.
Bristell Aircraft
Now comes the Bristell 915. As the name suggests, there's a lot under the hood: more horsepower than the Bristol Classic 35 that hit the US market in 2013. Looking for an LSA with some muscle? Bristell 915 is for you.
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"At first, it was very difficult," said John Rathmell, national sales manager for Bristol Aircraft in Lititz, Pennsylvania. The aircraft is manufactured by BRM Aero of the Czech Republic.
In the United States, the maximum takeoff weight of an LSA to fly as a light sport aircraft is up to 1,320 pounds if on the ground. Another Bristol model with a lighter Rotax engine has an empty weight of 705 pounds. But the curb weight of the Bristol 915 is 820 pounds, which is a fraction of the heavier Rotax 915iS, which is 70 pounds heavier than the other Rotax engines.
That reduces the load to 500 pounds compared to 615 pounds for the Bristol Classic. So, if you're looking for an aircraft that can carry its big brother, yourself, a tank of fuel and some luggage - and still be legal for LSA purposes - the Bristell 915 is not for you.
But if you're looking for something faster, a little more powerful—a plane you can fly all day between 8,000 and 15,000 feet and take in and out of high-altitude airports—then the Bristell 915 might just be for you.
Bristell B23 Czech Light Airplane Desktop Wood Model Regular Free Ship New
One New Zealand plane enthusiast posted a photo of the Bristol 915 on Facebook and wrote: "This looks like a quick stop." He is not wrong. Low wing and Bristle flaps encourage speed. The plane was wrapped in a black and yellow flag, it didn't look funny.
Engine aside, the 915 is essentially a Bristol classic. It features a comfortable 51-inch-wide cabin with mostly aluminum construction (Fenders and steering wheel are carbon fiber). It still has adjustable rod pedals. There is no change in the giant curtain, which folds forward like a diamond and opens and closes easily with a single bolt. The plane holds 31.87 gallons of fuel, 30 usable and can be flown on 100LL avgas or 90 octane auto fuel.
It was soon clear what changed when I flew 915 that I had done when Rathmel brought 915 to Frederick Municipal Airport from their home airport in Lancaster, Pennsylvania.
Entering is not difficult; One leg at the level of the wing, the other leg on the wing, structurally reinforced. Get into the chair using one of the handles on the panel or in the middle of the chair. Lower yourself into the chair. For this flight, with the rudder pedals fully adjusted, I need a seat cushion to get the best view, but at 5-foot-3 I'm used to using a seat cushion. The seat is not adjustable, so shorter people may need a back cushion to ensure they can reach the Garmin G3X's display. The plane is said to comfortably fit a 6-foot-5-inch pilot.
Technically Advanced Aircraft
Airplane joysticks have three buttons: a push-to-talk switch and a push-to-talk button. switch/switch/switch/switch/switch/adjustment) and the low button in the column that changes the frequency in number one. radio com. This is a really nice addition if you happen to turn off repeats like I did.
Bristle has a glove box between the two seats that is just the right size to store glasses. There are 33 pounds of storage space behind the two seats—definitely enough for one or two medium-sized bags and your flight bag. A wing locker on each side provides additional storage, secured by a lock. Each lock holds 40 kg. Pour one or two liters of oil there and some cloths and cleaner, and you are ready for the next cross country.
The 915 starts with a bang that Rotax sounds like you've never heard before. In the taxi out, the handbrake was sensitive but not overly so. It locks when you're ready to run. The rotatable nose wheel is a nice addition. Rathmel later demonstrated a popular trick: He locked the Rotax while maneuvering the plane 180 degrees into the parking lot.
The ground directed us to taxi to Runway 5 in Frederick, but indicated that we would have to take off at the intersection of disabled aircraft on approach. That gives us about 2,400 feet of runway and that's more than enough. With two adults and 20 gallons of fuel, the Bristol was about 300 feet from the runway.
Bristell Fotos De Stock
65 insist. We climb better than 1,200 feet per minute, helped in part by the four-blade DUC Helices Flash 3 composite propeller, which is optional. The ground-mounted DUC propeller looks great in the air, adding a little warbird flair to the design.
We passed a cement factory in Westminster, Maryland, and I blinked because it looked smaller than usual; I realize we are at 5,000 feet and climbing, but I usually fly cement factories at 3,000 feet. We reached 10,000 feet in 7.5 minutes.
Now about air speed. Regulations governing light sport aircraft limit performance to an airspeed of 120 knots. At 10,000 feet msl, we made 124 knots indicated, resulting in an actual airspeed of 145 knots.
The Garmin G3X panel has been configured to display performance, altitude and attitude in the main flight display and the map moves from ADS-B In the multifunction display. In this plane, G3X has Bluetooth capabilities, so the pilot and passengers can listen to music through the audio panel.
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The bristles hold up well and feel strong. While the tent was off, the break was smooth. I flew the approach to recovery stall power-on at 65 percent power so that the 915 would not hang in the air. It took a few things to stop the plane, but it did, and the break was not sudden. Note that the Bristle does not have a stall warning horn. The GI 260 attack indicator is included in the Garmin G3X Touch Radio package, which at $38,278 is $10,000 more than the base package. The signature package also includes two monitors.
When we returned to Frederick, we added full flaps, slowing the plane to 75 knots. Then instead of adding layers, we flipped them all at once (I know what you're thinking). The plane barely turned in response. That puts many flight instructors to sleep easily at night.
As with other LSAs, you can not wait to put the power out at the end and float to the ground in Bristol. Want to leave in a small force. When you do that, the bristles rest nicely. Keep the stick back and the nose up, Rathmel says: Do it to give you more steering power on the ground. the nose falls quickly and the steering authority is greater; The plane rolled.
For the final demonstration, Rathmell took the plane around the pattern and asked for permission to land on Runway 30. When permission was given, he guided the plane to the edge of the concourse and descended to a stop at the intersection of Ruwan 30. Taxiway A - about 600 feet away - in a knot or two tailwind.
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With the IFR avionics package, leather interior and advanced paint scheme, the Bristol 915 came out of the door for around $281,000 - a figure that Rathmell admitted did not interest the aircraft to "anything that happened to LSA's budget audience". "If you're flying at sea level, why should you go to $280,000?" he said. You can stick with the base model and 100-horsepower Rotax 912 and pay around $150,000.
But consider this: Bristol customers asked for this upgraded engine. Imagine a world where SLSAs climb 1,200 to 1,500 feet per minute.
If a pilot wants such a beast and is willing to pay for it, who are we to argue? There are plenty of LSAs at various price points to go around.
Technical Editor Jill W. Tallman is an instrument-rated private pilot and part owner of a Cessna 182Q.
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