Jan
2 2012
After reading about many of the great attributes of the BRM
AERO Bristell S-LSA, I was looking forward to
experiencing my first flight the Bristell. We operate
a large flight school and we have tried seven different LSA’s in our school
during our search for the best LSA trainer. At the top of my list of attributes
for the best trainer are strength and useful load. I was excited to learn the Bristell is a strong plane that is also light enough to
accommodate a large CFI, student and plenty of fuel. The Bristell I was about to fly is well-equipped and has an empty weight of 756 pounds. My
passenger and I had a combined weight of 378 pounds. We could carry 31 gallons
or over 6 hours fuBOGDAN-End.aiel and stay under the
gross weight of 1320 pounds.
Milan designed the wing to attach outboard of the step area.
Stepping on the spar is much more desirable than stepping on the wing when
getting in a low wing plane. The wing
attaches to the main spar with giant attach bolts.
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The wing attach bolts are massive.
During the preflight I noticed many features that would
result in great benefits. First, I noticed the coolant bottle was a Rotax approved square durable bottle and placed where the
pilot can easily see it when the oil door is opened. I also noticed the engine
was placed away from the firewall making the strong looking muffler and exhaust
springs easily visible. I observed the firewall was made of stainless steel and
the cowling had |
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Phillips head stainless fittings, two nice features.
The engine has a thermostat so there was no need to add tape
on the oil cooler for cold weather operations. The nose gear leg looked very
durable and has a shock absorber half way down the leg. |
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This nose gear looks
like it was built to withstand the forces from hard
student landings.
As I continued the walk around I was pleased to see heavy
duty Goodyear tires and tubes and American disc brakes. The Fiti three
blade propeller is one of the nicest looking ground
adjustable props I have seen. The Bristell has an
external power plug.
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The ground clearance is 14 inches, which is
great for a trainer.
Each wing has LED landing lights. These very bright lights
are also used as in flight recognition lights, which enhance flight safety. |
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The fuel system uses metal fuel vent lines that are more
dependable than the plastic lines used on some other LSAs. The aileron and elevator trim servos are
located internally (out of the weather). |
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The wing lockers have water tight inserts to
prevent water from getting into the wing.
It was time to climb aboard. The first thing I observed was
the spacious cabin. |
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The cockpit is 51 inches wide and very
comfortable. |
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I adjusted the rudder pedals forward 6 inches and placed a cushion behind the seat back. I
was very comfortable. |
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The
canopy has a carbon fiber design that shields the sun and provides a degree of
I roll over protection.
It was nice not
having a curtain that sometimes gets in the way of the headsets. The canopy
closes by latching into slots on each side. This design keeps the cabin quiet
and warm and does not obstruct the luggage area. The microphone jacks were
located between the seats and placed vertically to assure trouble free use for
years to come. |
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Microphone jacks are smartly located aft of
the canopy release switch.
I flipped on the electronic start pack switches, pushed the
start button and the Rotax came to life
immediately. The visibility during
taxiing is terrific and short and tall pilots will be comfortable. The nose
wheel steering is definitely a plus for new students and the toe brakes will be
appreciated by all pilots. The parking brake sets with a slight twist for a
positive set. |
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The avionics were, TruTrak EFIS
with Autopilot and Garmin 696 GPS, SL40, GTX327, PM3000 intercom, and an IPAD
on the co-pilots side. This
panel was chosen by Barry Pruit and John Calla as
they wanted avionics that would be absolutely reliable…a great choice. |
I performed the run up and we were ready for departure. The
flaps can be set at 10, 20 or 30 degrees. We used 10 degrees for takeoff. The
push to talk switch is on the top of the joystick where it will not be
activated accidently. The elevator trim is on the console next to the throttle
where it also cannot be activated accidently.
The Rotax engine was turning 5000
RPM after applying full throttle and takeoff was straight forward. The Rotax felt smooth and powerful and we were in the air
quickly. At 65 knots the Bristell was climbing at
1000 feet per minute.
I flew the Bristell in various configurations and the plane performed
flawlessly.
Upon return to KLNS we were told the wind was gusting to 18
knots out of 310 degrees. We asked for
a landing on 26 so we could see how the Bristell handled a 50 degree 18 knot crosswind. I landed very gently on the back of the
upwind tire and had plenty of rudder left to keep the wheels tracking straight
down the centerline. I was smiling as the Bristell had exceeded all of my expectations.
The BRM AERO Bristell S-LSA is a
great plane and it will make a great trainer, but this is not the best part of
this story. The best part is that this fine aircraft is brought to you by the
“Dream Team.”
The first part of this team is Milan Bristella.
Milan is the designer of many aircraft and the Bristell has many features of his best designs. When I met Milan in Harford, CT. at the AOPA
convention, I quickly liked and respected the man. He is a family man with a
strong desire to serve the aviation community. This is common for all of the
members of the “Dream Team.” Milan was quiet at the dinner table until someone
asked a question about a Bristell feature. His eyes
opened wide and he spoke with enthusiasm. He is passionate about his design and
has a burning desire to make it the best possible trainer and personal
aircraft. He explained how each aspect of his design was with durability in
mind. He explained how he had the wings attach outboard of the wing step area
so there would not be wing stress issues in the future. The attach bolts were
much larger than necessary as the strength of this part of the plane was
critically important. The aluminum was 6061, made in the USA and all cnc pre-drilled before it arrives at the factory. This high
grade light weight metal contributes to the light empty weight. Milan
consistently designed strength were necessary and light weight components
everywhere else.
The second part of the “Dream Team” is the co-Importer,
Barry Pruit.
Barry is a well-educated, Blackhawk helicopter
pilot and highly experienced A&P mechanic. Barry may be the most
knowledgeable Rotax and light sport aircraft mechanic
in the world. Barry is committed to make
the Bristell first class.
Barry’s partner John Calla is
a retired shop teacher and CFI who has been operating a flight school with LSA
aircraft for many years. John works to very high standards and along with Barry
will assure every Bristell is supported strongly by the importer.
Captain John Rathmell was T38 Jet
Talon and C130 jet pilot as well as an airline Captain. We are honored to have
John as part of the “Dream Team”. John
sells and delivers LSA aircraft all over the USA and is very enthusiastic about
the Bristell.
Lou Mancuso is
a 6000 hour CFI with hundreds of LSA hours and brings his 40 years FBO
experience to the “Dream Team”. Lou’s daughter Sue is president of “The Mancuso
Group” and will provide in house financing for qualified flight schools.
The “Dream Team” is ready to support the Bristell. Lou has ordered five Bristells and $5000 of parts to
be included in the container that will arrive with the first two Bristells in February of 2012. John and Barry have a Bristell in Lancaster that they will use as a demonstrator and to support their
customers. Lou will have two Bristells in his flight
school at Brookhaven Airport in Shirley, Long Island, NY by the summer and will use one as a
loaner plane to support his customers. Lou operates Mid Island Flying School
that does contract training for Dowling College. The college students will
enjoy flying the Bristell and the low rental rate
thanks to the 4 gallon per hour fuel burn.
Happy Flying,
Lou
