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6 Mosaic High Wing Light-Sport Aircraft — FAA’s Coming Rule Will Create “mLSA” Sector

By Dan Johnson || 55 Comments

Darkest before dawn? I hear growing concern about FAA's new Mosaic regulation and what it will or won't do. An increasing number of comments I hear are variations of these words — "FAA is never going to get this done, and if they do, it will be a crappy rule." Why so glum? Maybe pilots are frustrated because FAA has delayed the release of Mosaic. This also happened almost 20 years ago with the Sport Pilot / Light-Sport Aircraft regulation. SP/LSA was anticipated for more than three years after the first announcement. However, Mosaic is coming and this time we know more about it than most regulations. Why? Because FAA must involve ASTM committee members along the way. (More on this? See at end.*) Earlier FAA rule writers did not reveal their work as broadly. Yet FAA is sufficiently pleased with industry consensus standards, ASTM's work, that they will use it on the next generation of GA aircraft (think: Cessna, Cirrus, etc.). Mosaic LSA standards can't be written after FAA releases the rule because then we'd have even more delay. So, FAA reps provide some details to ASTM and in this way we get some idea of what's ahead.

Here Come the High Wingers

Interested pilots saw recent coverage of Van's progress on their high wing RV-15. As I reported earlier about RV-15, Van's Aircraft personnel actively work on ASTM standards. This gives their engineers details about what is likely under Mosaic. Everyone is guessing, but informed guesses are better than mere opinions. Naturally, Van's isn't the only company aware of what FAA is planning. Any other company or individual who participates on the ASTM committee can know most of the same information. Indeed, this is where I get most of my knowledge about Mosaic as reported in this video. Just recently Sonex unveiled more about a new kit model. The Oshkosh, Wisconsin company has not done two things: they never sought approval as Special (fully-manufactured) Light-Sport Aircraft — although their kit designs can be flown by an aviator exercising Sport Pilot privileges. Neither has Sonex ever made a high wing design. They're now changing that; here comes "SH." (below) Light aircraft builders in the USA, Europe, Australia, Brazil, and South Africa are preparing aircraft I choose to call Mosaic LSA or mLSA. Let's have a quick look at six new entries.

 6 New High Wings

BRM Aero — Bristell has become a well-recognized brand, moving up to be one of the top high-end choices in LSA. Despite a diverse line of low wing designs, B8 is new. It will sold in America by Bristell USA. B8 is an all-metal, cantilevered high wing with a steerable nose wheel and 49.2-inch-wide cabin. Like most of the others covered in this article, it can carry more and reflects the industry belief that four seaters — or at least higher weight aircraft — are coming. BRM is ahead of many competitors with their high wing B8 model flying for several months already. This new entry also reflects Milan's son Martin Bristela taking over the business as Dad retires. Jabiru — J230D is a popular design, but one already approved for higher weight operation and with a roomy cabin that can accommodate four occupants… in Australia and some other countries, that is. Importer Scott Severen of US Sport Planes is preparing to offer a more capacious version. He may rename it and they may appoint it in special ways but this is an airplane Americans already fly. What most Yankee pilots don't know is that Jabiru's popular J230-D is a variation of the J-400 sold in Australia as a four seater. As such, it already has a tested gross weight well beyond LSA's 1,320-pound limit. That means the market-proven model is virtually ready for Mosaic and its higher weight allowance. Montaer — This Brazilian MC-01 is available in its home country as a four seat-capable design. It already has a higher weight limit so when Mosaic is released the task should be fairly simple for Montaer to gain FAA acceptance. Recently I flew the Rotax 915iS-powered Montaer MC-01. I hope to report on that exhilarating experience soon but my flight shows the powerful engine is worked out and ready for larger aircraft. A look inside Montaer's MC-01 shows how roomy it is and the design presently comes with a third door more than large enough to permit entry to an aft seat. The Airplane Factory (TAF) — Ahead of almost everyone (other than BRM Aero) is South African producer The Airplane Factory. Many aviators know this producer as they often fly their new design halfway around the globe to show it at AirVenture (before then frequently proceeding to fly the rest of the way around the planet). I reported more about this roomy, four-seat-capable design (it did have four seats at Oshkosh 2022). Here's my airshow article about Sling HW. TAF has already entered the U.S. market as a kit plane and, like all these bigger aircraft with larger engines, Sling HW is not inexpensive (see price estimates in above article). A fully built model will show these are not 1,320-pound present-day Light-Sport Aircraft. Nonetheless, such mLSA will expand the category. Sonex — The Wisconsin kit company's new SH — for Sonex Highwing — has a 42-inch interior cockpit width at the occupants’ shoulders. The fuselage certainly resembles the low wing members of the model line. The company said SH features easy entry and exit and offers a "step-in height" that less flexible or older aviators will appreciate. SH will be easily convertible from dual joysticks to a center-mounted control. Sonex's SH also offers removeable wings and they released new fuel system information and range estimates. SH will carry 30 gallons of fuel. Sonex even boasts that SH will offer aerobatic capability. SH has also been designs to allow aerobatics with two persons on board. Van's — As the world's largest kit aircraft supplier, Van's always commands media attention. When they introduce an all-new, first-ever design, the company can generate many article and videos. Indeed, I wrote this article about RV-15's introduction at Oshkosh 2022. I refer you to a thorough article on RV-15 below so I'll wrap up this review of high wing mLSA to come. However, I am positive the six aircraft just mentioned will not be the only entries. More Available — This article only covered new high wing designs, those that have not yet been seen on the market in the hands of owners. Yet many more high wings are available in the current LSA space. Go to PlaneFinder 2.0 and click the "Wing Position" category to see a long list of high wing LSA and SP kits. Instructions to use PlaneFinder 2.0 are provided via a button on the page. Bigger Yet? — Designs from Flight Design and Tecnam suggest some LSA producers will take this even further with full-size four seater designed expressly for such passenger loads. However, these are not the focus of this website as they may pursue a higher level of government approval than needed for true mLSA types.

More About RV-15 from Flying Magazine

A detailed article from our friends at Flying Magazine provides lots more info on Van's new RV-15 high wing. Those keen to know more about RV-15 are encouraged to read Jason McDowell's article. Pilots may believe Mosaic appears a long way off. Indeed, I estimate the rule can't go live before early 2025. In the meantime, as FAA deliberates and as ASTMers create fresh standards, the airframers will keep refining their proposed aircraft. Stay tuned!

ARTICLE LINKS:

 
* In order for ASTM committee members to be ready with industry consensus standards at the same time FAA's Mosaic rule is released for public use (approximately the beginning of 2025), rule writers must keep committee members somewhat informed, at least with regard to the airframe regulation proposals. If they did not, the standards-creating work could only begin once the regulation was released, and then we would have a delay of more months, maybe a year or two. For FAA, this is somewhat new ground. It's unusual for the agency to release this much information about a regulation before they issue it. These things change internally as different FAA departments weigh in, so they usually keep their cards close to the chest until the NPRM (Notice of Proposed Rule Making) is near final form. All this relates only to the airframe. A different FAA group handles pilot privileges and who gets to fly what size aircraft with how many people on board. They are much less involved with ASTM committee work. That is why we have much less information about what the agency plans regarding pilot certification or flight operations.

Darkest before dawn? I hear growing concern about FAA’s new Mosaic regulation and what it will or won’t do. An increasing number of comments I hear are variations of these words — “FAA is never going to get this done, and if they do, it will be a crappy rule.” Why so glum? Maybe pilots are frustrated because FAA has delayed the release of Mosaic. This also happened almost 20 years ago with the Sport Pilot / Light-Sport Aircraft regulation. SP/LSA was anticipated for more than three years after the first announcement. However, Mosaic is coming and this time we know more about it than most regulations. Why? Because FAA must involve ASTM committee members along the way. (More on this? See at end.*) Earlier FAA rule writers did not reveal their work as broadly. Yet FAA is sufficiently pleased with industry consensus standards, ASTM’s work, that they will use it on the next generation of GA aircraft (think: Cessna, Cirrus, etc.).

Aero 2022 / Day 1: What’s the Buzz? Turbines on LSA + Bristell News

By Dan Johnson || 6 Comments

How about this? Among the loudest "buzz" at Aero Friedrichshafen 2022 was the introduction of turbine engines on Light-Sport Aircraft. At least three well-known LSA producers are experimenting with turbines. OK, I know turbines are not allowed on present-day LSA. Could that be changing as Mosaic slowly works its way through the FAA? We won't know until FAA releases their NPRM at this year's Oshkosh (I predict). However, some language provided by the agency to guide ASTM standards writers has suggested that the ban on turbines might not last. A irony to this possibility is that turbines were the specific reason why electric wasn't permitted. Uh… what?! Yep, in the effort to prevent turbines, FAA rule writers specified reciprocating engines only. That kept out turbines, alright, but it also scratched electric propulsion. Back in the early 2000s, government authorities weren't pushing electric vehicles so rule writers didn't feel the political pressure they do now. Of at least three companies displaying turbine engines (all use the same supplier; see below), BRM Aero exhibited not one, not two, but three new innovations. Since Aero missed both its 2020 and 2021 events, I guess BRM boss Milan Bristell and son Martin chose to make the biggest splash they could as Aero returned to the show circuit. In this article, I'll look briefly at BRM's turbine Bristell, their new B8 high wing model, and their electric propulsion entry.

Turbine First

A glance at the nose cowl on the Bristell Turboprop somewhat gives away the different powerplant. The Turbotech TP-R90, capable of producing 120-130 horsepower yet consuming only 9 gallons per hour, is the selected powerplant for a couple of Europe's most impressive models. JMB was first to announce their turbine VL3. Then, at Aero 2022, BRM Aero, builder of the exquisite Bristell series, announced a whole flock of new birds. I'll look for more about JMB's entry but Bristell's U.S. representative, John Rathmell, was kind enough to send me news and photos. "Turbotech designed the regenerative turbine from scratch and it combines all the advantages of a turbine engine with very low fuel consumption, said the company. A regenerative turbine is a turbine engine equipped with a heat exchanger, “capable of recovering the heat normally wasted in exhaust gases and reinjecting it into the combustion chamber, leading to a dramatic fuel burn reduction." Bristell USA representative, John Rathmell estimated the turbine engine may cost about three times what a Rotax 915iS does, or better than $90,000. Clearly, that won't work for all budgets but Bristell has already been selling as a high-end LSA model so some buyers may be attracted to the turbine offering. The product remains in evaluation at this time so performance numbers were not offered. "With an expected 3,000-hour time between overhaul," John started, "reduced vibration, a fuel burn rate only a couple gallons an hour more than the 915, plus less frequent maintenance, the turbine engine has real appeal."

B8 High Wing

Milan and his Czech company have long concentrated on their initial product, the low wing B23 Bristell. That aircraft has seen variations, including a taildragger model (TDO) and a retractable model. It has been powered by the entire Rotax 9-series including the 141-horsepower 915iS; indeed, BRM was one of the very first to fly Rotax's most powerful engine. "Bristell B8 is an all-metal, high-wing [design] without struts and with a steerable nose wheel," said the company. Although it looks quite different from the low wing, B8's cockpit is equally spacious at 49.2 inches wide. Pilots and their cabin mates will no doubt find entry much easier than first climbing up on the wing. Generally, pilots identify as high or low wing enthusiasts and now BRM can offer them what they want. While most of the aircraft is aluminum like the low wing B23 Bristell, B8's cockpit doors and the luggage compartment door are made from composite material. The landing gear appears to be the same as on the low wing B23. The basic B8 model is powered by a 100-horsepower Rotax 912 ULS. At a later stage, BRM Aero "plans to develop options to fit the other Rotax engines, such as the 915iS." "Bristell B8 will be certified in the Czech Republic in the [European] UL category with a maximum takeoff weight of 600 kilograms (1.320 pounds)," said BRM.

Bristell Energic

BRM took one of its clean low wing B23 models and fitted it with an electric motor supplied by H55, a developer/supplier based in Switzerland. H55 is a leading enabler of electric aviation offering modular, lightweight, and certified electric propulsion and battery management solutions to the aviation industry as to make air transport, quiet, clean and affordable. "H55 supports its customers in integrating and customizing its technology solutions for a wide range of applications suitable for both existing airplane designs and future concepts such as VTOLs and e-commuter aircraft," said the Swiss company. The result? An electric LSA-style aircraft with a 419-pound payload, an 1,874-pound MTOW, a climb rate of 800 feet per minute, and electric energy cost for a one-hour flight of $7.00. Charging time for normal operations is reportedly just one hour. BRM Aero expects to achieve CS23 certification by mid-2022. It should be available for flight schools as soon as mid-2022, the company said. "With the B23 Energic, our company has become a pioneer of the next aviation revolution," said BRM Aero. That may be so, but I'll bet we see more interest in the B8 high wing or — for the best-heeled customers — the turbine Bristell. BRM Aero, based in the Czech Republic, was established in 2009. With seven models available today, BRM Aero produces more than 100 aircraft every year. "Bristell has produced more than 670 LSA aircraft worldwide," said the company.

With a Little Help from My Friends

I elected not to go to what would have been my 27th visit to Aero because just two months ago, when I needed to make air reservations, Covid panic still gripped Europe. Officially in mid-February, the show could not even be held. It looked too questionable for me to go forward with costly tickets amid global uncertainty; I was unwilling to chance being quarantined for two weeks at my own expense. Challenges of obtaining the right Covid documents also proved difficult. Fortunately for the beleaguered Aero organizers, things opened up but now I'm missing one of my favorite airshows of the year. So, a big thanks to John Rathmell of Bristell USA! It's great to have friends onsite and you benefit as I can offer timely news from Aero. Stay tuned… more to come. This promotional video from BRM shows the handsome lines of their new B8 high wing model debuted at Aero 2022. Note the forward sweep of the wings that should improve upward visibility from the cockpit. https://youtu.be/11VaQjb3AHA

How about this? Among the loudest “buzz” at Aero Friedrichshafen 2022 was the introduction of turbine engines on Light-Sport Aircraft. At least three well-known LSA producers are experimenting with turbines. OK, I know turbines are not allowed on present-day LSA. Could that be changing as Mosaic slowly works its way through the FAA? We won’t know until FAA releases their NPRM at this year’s Oshkosh (I predict). However, some language provided by the agency to guide ASTM standards writers has suggested that the ban on turbines might not last. A irony to this possibility is that turbines were the specific reason why electric wasn’t permitted. Uh… what?! Yep, in the effort to prevent turbines, FAA rule writers specified reciprocating engines only. That kept out turbines, alright, but it also scratched electric propulsion. Back in the early 2000s, government authorities weren’t pushing electric vehicles so rule writers didn’t feel the political pressure they do now.

Go-Fast Mania Spreads to USA — BRM Aero’s Bristell “Speedster” with 915iS Fixed Pitch Prop

By Dan Johnson || 8 Comments

The need for speed is hard wired into humans, it seems. Even those of us who enjoy flying slow also love the idea of eating up the miles in some fast cruiser. A flight that turns a three-hour driving ordeal into a 25-minute aerial jaunt becomes a bragging right for any pilot. Other than the pure thrill of logging a high groundspeed, going fast is only useful when you're going somewhere. If perhaps your goal is aerial sightseeing then slow (and probably low) is the way to go. If you have to go fast, remember that old saying from auto racing: "Speed cost money; how fast do you want to go?" This equally applies to aviation. FAA actually drew a speed line back in the early 2000s when the SP/LSA rule was being written (just as now with the LSA 2023 rule in the works). No, I don't refer to the 120-knot speed limit we'll discuss below. I refer to a slower speed, the one implied in the minimum 20 hours required for a Sport Pilot certificate. Rule writers separated Light-Sport Aircraft as sub-87 knot and faster. At the time the rule was released, this made sense. America was still flying lots of what we now loosely call "ultralights." These aircraft were simply built, half the empty weight of most LSA today, and flew slower, usually under 100 mph …87 knots. Then LSA got glass cockpits, leather interiors, high performance engines, autopilots, and more. Prices went up accordingly and today we have a bifurcated market — just like FAA once envisioned, with simpler sub-87 knot airplanes and faster but more costly models. For plenty of pilots, 100 mph is fine for most of their flying including regional travel. Those who yearn for speed or want to travel interstate or cross country want the fastest machine they can afford. The aircraft I've written about recently — Blackwing 600RG, JMB VL3, Porto Risen — join other models from capable builders. Most of these are presently built in Europe as local regulations allow faster speeds and the hardware that goes with it. One example is Bristell from BRM Aero. BRM Aero was early to begin work with Rotax's new 915 engine. Milan Bristela, son Martin, and their team started the installation and early flight evaluations long before the engine was released to the market. In late March 2020, before coronavirus had completely invaded our lives, I went aloft to photograph Bristell's Speedster powered by the Rotax 915iS that is becoming the engine of choice for developers of the fastest LSA-like airplanes. Imported by Bristell Aircraft operated by longtime aviation businessman, Lou Mancuso, whom many student pilots know as "The Landing Doctor" (website). He is quite the knowledgeable pilot. When some said, "Hey, a LSA can't fly faster than 120 knots," Lou has a reasoned reply, as he usually does. "Vne, Velocity Never Exceed, is an indicated air speed," Lou started in a reply to a Facebook audience. "For example, When the 915iS powered Bristell Speedster is flying at 12,500 feet with a true airspeed of 170 miles per hour or 147 knots, the indicated airspeed is only 118 knots. The Bristell has a 157 knots Vne." A good description of the velocity terms can be found here. "By the way," Lou continued, "the Bristell 915iS Speedster is an LSA as it has fixed gear, a ground adjustable prop, and weighs only 852 pounds, well within the LSA max empty weight limit of 900 pounds." Some people noted the IFR-capable avionics in the Bristell 915 panel and Lou replied, "It can also be flown IFR in IMC if equipped with some certified avionics and [is converted to] an ELSA." He cautioned, "It does not have static wicks so to stay safe it needs to be light IMC."

Lou Mancuso shoots the photographer after the low-and-tight formation flying ended.

Looking ahead toward LSA 2023, Lou commented, "In a couple of years we should be able to use a constant speed prop and gain additional performance." On the day we shot photos and video of the Bristell Speedster, Lou said this particular aircraft has achieved 170 miles per hour flight true airspeed at 12,500 feet using a Duc 4-blade ground adjustable prop. Learn more about Bristell from an owners perspective in this video. And then… Enjoy this short (3:17) video and see Bristell on the ground and in-flight near DeLand, Florida. (Landing fields were nearby but just out of sight during the shoot. A safety briefing preceded the flight.)
https://youtu.be/-BZ69tYVGjY

The need for speed is hard wired into humans, it seems. Even those of us who enjoy flying slow also love the idea of eating up the miles in some fast cruiser. A flight that turns a three-hour driving ordeal into a 25-minute aerial jaunt becomes a bragging right for any pilot. Other than the pure thrill of logging a high groundspeed, going fast is only useful when you’re going somewhere. If perhaps your goal is aerial sightseeing then slow (and probably low) is the way to go. If you have to go fast, remember that old saying from auto racing: “Speed cost money; how fast do you want to go?” This equally applies to aviation. FAA actually drew a speed line back in the early 2000s when the SP/LSA rule was being written (just as now with the LSA 2023 rule in the works). No, I don’t refer to the 120-knot speed limit we’ll discuss below.

Aero Friedrichshafen Day 3: ELECTRIC, Hybrid on Tecnam and Comco – Battery on Horten and Bristell

By Dan Johnson || 3 Comments

More from Aero as Day 3 closes. Because of the number on display — and because several readers asked — this post will focus on electric propulsion in two distinct forms. Whatever you think about electric as a means of lifting aircraft aloft, escaping its approach appears impossible. Experimentation is happening in all quarters. The following review is far from exhaustive; many other examples could be found at Aero Friedrichshafen 2019. Most agree that batteries are the weak link in the chain and despite repeated promises of annual increases in energy density of 5-8%, it hasn't happened over ten years I've followed this fairly closely. That does not preclude certain effective uses, for example, local area primary flight training or aerobatic flying. Yet flying cross country on batteries remains somewhere in the future. Nonetheless, projects abound and solutions may be upon us. Here's what I saw today. Hybrid Power from Tecnam, Rotax, and Siemens — I had no choice but to drop big names because these three powerhouses are joining forces on a hybrid system. This method, while requiring more hardware, offers cross country potential. A website describing this effort is based on its simple, if somewhat confusing abbreviation: H3PS. Beside taking the lead in this investigation, funded by the "European Union Horizon 2020 research and innovation programme," Tecnam will provide a four seat P2010 aircraft, substituting the certified 180-horsepower Lycoming with a combination of 141-horsepower Rotax 915iS mated to a Siemens electric motor driving a common shaft. This innovative, if somewhat more complicated approach, is intended for a specific mission. The pilot will take off with the electric motor doing what it does so well, providing a powerful torque to help lift the plane into the air. At cruise, the Rotax 915 will do the duty. Another innovation is that no generator is involved. H3PS officials said, "A high power generator is not needed; the e-motor itself works as a generator when requested" to recharge the batteries. "Batteries are not capable to ensure a long range/endurance flight. A hybrid-electric system is the only way to achieve short/mid terms results," the consortium noted. Comco Ikarus Electric Hybrid — The largest seller of light aircraft in Germany is Comco Ikarus of C42 fame. This powerhouse of light aviation is now working with Toni Roth, a veteran supplier of electric power systems for very light aircraft. The big difference in this development compared to the H3PS project is that Toni flew the Comco Ikarus C-42 CS Elektro from his base near the factory to Aero. This hybrid is operating now. Technical information about the system was sparse on Toni's website, however, a German-language video (below) shows the aircraft operated essentially the same as its fossil fuel-powered counterparts. When I spoke with Toni at the show. I recalled this man has has long experience with light trikes and hang glider propulsion systems based on electric power. He has gained valuable experience with these efforts and the results appear on his Comco C42C. As an example of his state of development, the installation featured a cooling system but also a source of passenger comfort. A collar around the electric motor (white "doughnut" surrounding the motor) removes heat from the motor and channels it to the cabin. In the aft compartment, we saw a tidy installation of electric motor, generator, and a petrol fuel tank holding about 15 gallons. Horten Wing Battery Capacity — Horten Wing's Chief Engineer Hans Heinen called it "paradoxical" regarding weight in the wings not affecting loading as you'd think about added mass (the same is true of wing tip avgas fuel tanks). Wing-borne weight simply is not like pounds added to the cabin of a conventional aircraft. You may have already jumped to the point about those wings being exactly where the Horton aircraft can carry racks of batteries, perhaps enough to go some distance. The downside of batteries is their capital cost and a known limit to the number of cycles or recharges. The upsides are several: very low fuel cost, lower noise and vibration, high efficiency, far less maintenance, green appeal, and more. Engineer Hans and CEO Bernhard Mattlener observed that an original plan was for the Horton HX-2 to be electric powered. While early development continues, a gasoline engine is presently doing the work but the design lends itself to electrification. Given the state of battery energy density, having the aircraft be very low drag greatly aids the eventual goal. Bristell Energic H55 — One of the most successful startups of the last decade is BRM Aero, designer and producer of the sophisticated and smooth Bristell, available in tricycle gear, taildragger, and retractable. Their U.S. distributor Bristell USA had a strong year in 2018 and is planning for an increase in 2019. No question that this a sleek design, highly refined over its years in the game. The company is now taking their smooth aircraft and powering it with an electric motor. They call the project B23 H55 Energic. The motor can deliver 90 kW (122 horsepower) for takeoff at 900 fpm and 65 kW (88 horsepower) for continuous cruise power at 125 mph. Onboard batteries can deliver one hour of endurance with a 20-minute reserve. Fully recharging will take only about 30 minutes. BRM estimates the cost of operation at $7/hour, less than the cost of one gallon of fuel at current European prices for avgas. To repeat, this is far from a complete list of electric projects. Indeed, all of Hall A-7 at Aero Friedrichshafen was electric, with the giant Siemens company hosting a particularly large display. With multi-billion-euro companies like this involved — along with other giants of aviation and technology — it is clear that electric propulsion is on its way. How soon? What range is possible? What is the full cost …and saving? These and more questions remain to be answered but the technology is getting closer with every Aero. Look for more reporting on this at next Aero Friedrichshafen and in the months between. Here's a flying video of the the Comco Ikarus C-42 CS Elektro: https://youtu.be/LWaQpq5ZHlo

More from Aero as Day 3 closes. Because of the number on display — and because several readers asked — this post will focus on electric propulsion in two distinct forms. Whatever you think about electric as a means of lifting aircraft aloft, escaping its approach appears impossible. Experimentation is happening in all quarters. The following review is far from exhaustive; many other examples could be found at Aero Friedrichshafen 2019. Most agree that batteries are the weak link in the chain and despite repeated promises of annual increases in energy density of 5-8%, it hasn’t happened over ten years I’ve followed this fairly closely. That does not preclude certain effective uses, for example, local area primary flight training or aerobatic flying. Yet flying cross country on batteries remains somewhere in the future. Nonetheless, projects abound and solutions may be upon us. Here’s what I saw today. Hybrid Power from Tecnam, Rotax, and Siemens — I had no choice but to drop big names because these three powerhouses are joining forces on a hybrid system.

BRM Aero, Maker of Bristell Light-Sport Aircraft Models, Rolls Out 300th Unit

By Dan Johnson || Leave a Comment

I believe you should applaud Milan Bristela. Now a veteran of the Light-Sport Aircraft sector, he has steadily built a successful aircraft manufacturing enterprise — BRM Aero — that recently rolled out Bristell #300. With its first delivery to a customer in 2011, this represents an average pace of 50 aircraft per year, a wonderful business size for a LSA manufacturer. Every company starts smaller and grows, so assuming a spooling up of their production engine, BRM is now completing between one and two aircraft per week. Good job, Milan and team! BRM Aero started in 2009 with two employees. Over the course of several years the team has grown to 50 employees, they report. When growth demanded, they moved into larger quarters but they've also maintained a family feel with father Milan and son Martin running the enterprise as partners. The full name of their very handsome aircraft is Bristell NG 5 LSA. The "5" is a hint of this being the fifth generation since the first aircraft I know Milan to have worked on — SportCruiser, also for a time known as PiperSport. For that legacy company's rather brief entry into the world of LSA, this was the aircraft they chose …more correctly, an earlier, not as refined version of the Bristell. Back in 2003, when I was still involved with BRS Parachutes, I traveled to the Czech Republic. My contact was American Chip Erwin, then head of Czech Aircraft Works and now the man behind Aeromarine LSA and its super-affordable Merlin PSA single seater. As the new millennia arrived, Milan was employed by Czech Aircraft Works and he graciously took a day off to travel around the country with me as we visited parachute developers. I had no idea then that in just six more years Milan would become head of his own company making one of the LSA sector's most attractive designs. However, I easily perceived his skills, experience, and drive so I am not surprised by BRM Aero's recent achievement, reaching number 300 of his own designs delivered to customers. The company began selling the first version of Bristell Classic in 2011, a fixed-gear aircraft. In 2012 Milan developed a Bristell RG retractable gear aircraft and in the following year Bristell TDO, their taildragger option (photo) that lends a very sporty look. BRM Aero acquired their own production facilities only five years after starting the business. Since moving, production capacity more than doubled over the next two years. Today's Bristell Ultralight (the European regulatory description) and BRM Aero's LSA variation is offered in these three configurations that obviously pleases many pilots. A tricycle gear fixed undercarriage configuration is the right choice of aeroplane for use in flight training at flight schools, glider towing and for most recreational flying. Thanks to the solid performance, combined comfort involving thoughtful ergonomic design with and the largest cockpit in its category, and modern instrumentation, any of the Bristell models is an excellent choice for cross-country flights. A Bristell HD version offers heavy-duty wing spars, which make cross-country flights safer in stronger weather conditions. In the USA, Bristell now enjoys a highly experienced and dedicated team at Bristell USA, lead by longtime industry expert, Lou Mancuso along with his team of dedicated and experienced professionals. BRM Aero also has representation in several other countries. Take a short video tour of the BRM Aero factory (watch for the airplane elevator)… https://youtu.be/oDQC1pNwk7k

I believe you should applaud Milan Bristela. Now a veteran of the Light-Sport Aircraft sector, he has steadily built a successful aircraft manufacturing enterprise — BRM Aero — that recently rolled out Bristell #300. With its first delivery to a customer in 2011, this represents an average pace of 50 aircraft per year, a wonderful business size for a LSA manufacturer. Every company starts smaller and grows, so assuming a spooling up of their production engine, BRM is now completing between one and two aircraft per week. Good job, Milan and team! BRM Aero started in 2009 with two employees. Over the course of several years the team has grown to 50 employees, they report. When growth demanded, they moved into larger quarters but they’ve also maintained a family feel with father Milan and son Martin running the enterprise as partners. The full name of their very handsome aircraft is Bristell NG 5 LSA.

BRM Aero — Bristell IFR (0117)

By Dan Johnson || 3 Comments

https://www.youtube.com/watch?v=YRwLJwcivlo#action=share

"You cannot fly IFR in a Light-Sport Aircraft!" Is that what you think? You might be wrong. In this video Bristell USA's John Rathmell and I discuss this situation. Indeed, a path does exist for IFR operation in a Bristell and we will provide some details. (More can be found elsewhere on this website in an article published March 19, 2017.) Beside discussing IFR capabilities, join us for a flight in the wonderful Bristell, an aircraft I loved from my first flight in it.

“You cannot fly IFR in a Light-Sport Aircraft!” Is that what you think? You might be wrong. In this video Bristell USA’s John Rathmell and I discuss this situation. Indeed, a path does exist for IFR operation in a Bristell and we will provide some details. (More can be found elsewhere on this website in an article published March 19, 2017.) Beside discussing IFR capabilities, join us for a flight in the wonderful Bristell, an aircraft I loved from my first flight in it.

Instrument Flying in Light-Sport Aircraft

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"It cannot be done," is the quick dismissal from many in aviation, referring to instrument flying in a LSA. In 2017, I venture to say everyone in aviation (worldwide) knows about Light-Sport Aircraft and the Sport Pilot certificate, but a superficial knowledge can be a bad thing. The details unveil more.

Think about IFR in an LSA this way: Can you fly IFR in a homebuilt aircraft? Can you do so in a Cessna 172? Does it matter that these two distinct types have not gone through a thorough IFR evaluation by FAA? If you know those answers then why should such flying be prevented in LSA?

It's true, the industry committee called ASTM F.37 issued advice on this subject to LSA producers. F.37 is the group that has labored for a dozen years to provide FAA with industry consensus standards allowing FAA to "accept" (not "certify") SLSA. The group has been working on a IFR standard for some time without arriving at consensus. Partly because the work is not done the committee urged manufacturers not to openly sell IFR capability until the standard was in place and accepted by FAA. (The agency accepts standards and aircraft under different processes.)

F.37's advice is directly related to a present lack of such a standard and possible resistance from legacy aircraft producers. However, neither the committee's advice nor the regulation creating SP/LSA prevents you from filing IFR. Instead yes-or-no relates to a manufacturer's preference plus written FAA-issued operating limitations.

So, as some say, it cannot be done, right? Wrong.

Bristell USA, importers of the superlative LSA of the same name built in the Czech Republic by BRM Aero, has a different approach. They use the ELSA opportunity.

An Experimental LSA starts out as a bolt-for-bolt copy of the SLSA version. Once issued its airworthiness certificate the owner can elect changes. He or she may not use an ELSA for compensated flight instruction or rental, but in other ways, they are significantly the same airplane. Am ELSA owner can change panel gear and other components (even including the engine) and need not seek permission for each change from the manufacturer.

Rather than repeat facts already reported here, I refer you to these articles: "A Raging Debate... IFR, IMC, VMC, and LSA" — "IFR and LSA: Much Ado About... What?" — "IFR 'Certification' of Avionics" — and, for those who want to examine FAA's exact words, go to "FAR Part 91.205 (required equipment for IFR)".

At Sebring 2017, I flew with Bristell USA's John Rathmell. John is not only a highly experienced pilot, he is knowledgeable about Bristell's IFR option. In our video shown below, I asked John to cover some of this detail for you and he was most accommodating.

Now, I understand plenty of readers of this website or viewers of the many videos produced by Videoman Dave and myself perhaps do not care a whit about flying IFR. If you fly strictly for fun in nice weather, good for you! Have at it and enjoy! Yet, if you like the versatility of IFR, it is possible.

To fly under IFR rules, the pilot must have an IFR rating on his or her Private or better pilot certificate, that person must be current in those skills, and the airplane must be qualified by the means referenced above and maintenance must be up-to-date. You cannot — and more importantly should not — go fly into clouds simply because you have wonderful equipment on board from companies like Dynon, Garmin, or MGL.

In summary, if you are an instrument pilot, and if you are current, and if you have a medical, and if you purchase an aircraft like the Bristell and register it as an ELSA, no regulation prevents you from filing and flying IFR including into IMC. Only you can judge if that is a smart activity for you, and I hope you'll do so wisely.

Hear more about IFR in a Bristell and join John and I for a flight in this gorgeous, well flying Light-Sport Aircraft in the following video:

“It cannot be done,” is the quick dismissal from many in aviation, referring to instrument flying in a LSA. In 2017, I venture to say everyone in aviation (worldwide) knows about Light-Sport Aircraft and the Sport Pilot certificate, but a superficial knowledge can be a bad thing. The details unveil more. Think about IFR in an LSA this way: Can you fly IFR in a homebuilt aircraft? Can you do so in a Cessna 172? Does it matter that these two distinct types have not gone through a thorough IFR evaluation by FAA? If you know those answers then why should such flying be prevented in LSA? It’s true, the industry committee called ASTM F.37 issued advice on this subject to LSA producers. F.37 is the group that has labored for a dozen years to provide FAA with industry consensus standards allowing FAA to “accept” (not “certify”) SLSA. The group has been working on a IFR standard for some time without arriving at consensus.

What Are Pilots’ “Most Important Issues?”

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Update 12/6/16 — According to AOPA Online, "The Federal Aviation Administration has reviewed the AOPA Air Safety Institute's aeromedical online course and confirmed that it meets the third class medical reform requirements that Congress created last summer. Pilots would need to complete the course, which AOPA will offer for free, every two years in addition to seeing their personal physician every four years to operate under the law.

These steps are NOT required for anyone flying a LSA or Sport Pilot-eligible kit aircraft.—DJ

What issues are "most important" to general aviation pilots for 2017? Are "general aviation" pilots different than those of you who read ByDanJohnson.com? The second question can only be answered by each of you, independently.

My guess is that while you might consider yourself a GA pilot, you might also — or distinctively — consider yourself a "recreational" or "sport" pilot. Whatever label you prefer, I found the following chart of interest. The question was posed in an earlier edition of Aviation eBrief and after some compilation they released the results. I don't know the current count of eBrief readers but it was once something like 65,000. Neither do I know, nor do they state, how many responses were used to compile these stats. My guess is that it was a large enough sample to be valid.

Here's the Shock Cub (Outback Shock in America) offered by SportairUSA . Its price is far below the well-selling CarbonCub and a fraction of any new GA model.

The survey asked about "third class medical reform" even though this has already been done... well, done in the sense that the plans are now laid but not yet fully implemented.

AOPA reported, "Medical reforms have been passed by the House and Senate, and signed into law." This action occurred on July 15th, 2016, even before last summer's Oshkosh. The survey was done since that time.

So, still the biggest single issue is "Third class medical reform?" Hmm, seems odd to me but I found it on the Internet so it must be true.

The number two issue — hot on the heels of the number one issue — was the "Cost of flying." It was not defined what cost this meant. Perhaps it was the overall cost. Or cost of operation. Or both. Likely, this was somewhat in the eye of the beholder.

Conclude what you will but I found it fascinating that the medical and the cost of flying comprised two-thirds of the pilots responding. The values sum to 100% so you were permitted one answer.

The sleek and highly refined BRM Aero Bristell is a handsome, superb-flying choice, a model in perhaps its fifth generation of evolution.

BOTH issues have been squarely addressed by Light-Sport Aircraft for more than a dozen years, yet these remain the leading issues for GA pilots? Have they not looked at LSA? Do they not consider LSA "real" enough airplanes? I ask these questions without knowing the answers, but it seems to me some pilots are overlooking capabilities and values of LSA and light kit aircraft

Sure, I know some LSA are priced beyond what many pilots can afford. Yet lower cost options abound, with prices well below $100,000 and a few selections closer to $50,000 and even that is for fully-built, ready-to-fly aircraft. What about kits, some of which can get airborne for $30,000. If you accept alternatives like trikes, powered parachutes, or gyros, the "cost of flying" can be held quite low. At even lower cost are ultralights, some below $20,000, less than the average price of a new car.

I have to wonder what these two-thirds of respondents are saying. Keep your aircraft choice under 1,320 pounds and you address both top issues. Do you get it? I don't.

If you don't receive Aviation eBrief and if you want it, you can sign up here. It is free. All of it may be of interest but it tends to focus on general aviation (i.e., certified aircraft) and only occasionally delves into recreational aviation or Light-Sport Aircraft.

Update 12/6/16 — According to AOPA Online, “The Federal Aviation Administration has reviewed the AOPA Air Safety Institute’s aeromedical online course and confirmed that it meets the third class medical reform requirements that Congress created last summer. Pilots would need to complete the course, which AOPA will offer for free, every two years in addition to seeing their personal physician every four years to operate under the law. These steps are NOT required for anyone flying a LSA or Sport Pilot-eligible kit aircraft.—DJ What issues are “most important” to general aviation pilots for 2017? Are “general aviation” pilots different than those of you who read ByDanJohnson.com? The second question can only be answered by each of you, independently. My guess is that while you might consider yourself a GA pilot, you might also — or distinctively — consider yourself a “recreational” or “sport” pilot. Whatever label you prefer, I found the following chart of interest.

Bristell (USA) — Bristell Shares (fractional ownership) 2015

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Light-Sport Aircraft are awesome. Many pilots want one but not all can afford one. Now Lou Mancuso of Bristell USA has a wonderful program for partner ownership, sometimes called fractional ownership. Honestly, it sounds so good it seems almost too good to be true ... but it's for real. Presently available in three locations with more to follow, pilots living on the east coast can join the fun. Hear Lou describe his fascinating plan in this interview.

Light-Sport Aircraft are awesome. Many pilots want one but not all can afford one. Now Lou Mancuso of Bristell USA has a wonderful program for partner ownership, sometimes called fractional ownership. Honestly, it sounds so good it seems almost too good to be true … but it’s for real. Presently available in three locations with more to follow, pilots living on the east coast can join the fun. Hear Lou describe his fascinating plan in this interview.

Bristell & Fractional Ownership (2013)

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Inside the Bristell Light-Sport Aircraft tent at Sebring 2013, we speak with officials from the Aviation Access Project. Their program? Fractional Ownership. Basically, this is a partnership but with professional management. Why should you be interested? Easy! It makes owning a LSA far less expensive and you do not need to go find a group of partners or administrate the agreements about using and maintaining the airplane.

Inside the Bristell Light-Sport Aircraft tent at Sebring 2013, we speak with officials from the Aviation Access Project. Their program? Fractional Ownership. Basically, this is a partnership but with professional management. Why should you be interested? Easy! It makes owning a LSA far less expensive and you do not need to go find a group of partners or administrate the agreements about using and maintaining the airplane.

BRM Aero — Bristell Taildragger (2013)

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Milan Bristela is the man behind BRS Aero and his the company is recognized in America thanks to his new generation Bristell aircraft. However, at Aero 2013 we saw a new version, a taildragger model. In our video we speak with the designer and ask him about his family-run company and the newest model he is bringing to the market.

Milan Bristela is the man behind BRS Aero and his the company is recognized in America thanks to his new generation Bristell aircraft. However, at Aero 2013 we saw a new version, a taildragger model. In our video we speak with the designer and ask him about his family-run company and the newest model he is bringing to the market.

BRM Aero — Bristell

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Bristell is a new Light-Sport Aircraft name and a handsome bird it is. Our video will take you through some of the many carefully considered details but it's worthwhile to know that this is a fifth-generation design. Creator Milan Bristela was deeply involved with the SportCruiser/PiperSport and after leaving that company worked on other similar designs. Come have a look and watch for a mini pilot report on this website.

Bristell is a new Light-Sport Aircraft name and a handsome bird it is. Our video will take you through some of the many carefully considered details but it’s worthwhile to know that this is a fifth-generation design. Creator Milan Bristela was deeply involved with the SportCruiser/PiperSport and after leaving that company worked on other similar designs. Come have a look and watch for a mini pilot report on this website.

Early Preview of Aero Freidrichshafen 2016

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The great show of Europe called Aero Friedrichshafen is about to begin. It starts officially tomorrow and runs through Saturday (April 20-23, 2016). I've lost count, but believe this is my 20th year of attending, far more than any other European show. As he worked to help exhibitors and manage the million details of his event, boss Roland Bosch said the event started in 1977, meaning next year would be its 40th, but... Aero alternated years from 1977 through 1991 (as do many European airshows). With the 1993 event it went annual, meaning this is the 31st Aero. On Monday, the vast 11 halls of the Messe (the facility name) were largely empty but slowly becoming populated with airplanes. In all of the gymnasium-sized halls with their elegant curved wood roofs, workers assembled displays. In Halls B1, B2, and B3 — where the light aircraft I follow are concentrated — displays are more elaborate than anything we typically see at U.S. shows. However, in the A-side halls, displays are magnificent, much like what one sees at the National Business Aircraft Association events (see Continental booth photo below.) I enjoy observing the set-up effort. I've gone to many airshows and I am always amazed at this: on the evening before the show opens, chaos appears to reign. I can envision no chance it will all be ready in time. Yet, hours later as the entrance gate opens, booth spaces (called "stands" in Euro-English) seem completely finished, serenely awaiting the rush of first attendees. It's a marvelous transformation I've witnessed again and again. As they set up their spaces, aircraft can be seen before they are dolled up for public consumption. I caught the retractable version of the BRM Aero Bristell. We may not see this airplane in the USA as the Light-Sport regulations don't permit retractable land planes (though, obviously, amphibious LSA seaplanes use what was once called "repositionable gear." I'm guessing this Bristell is quite a speedster that likely exceeds LSA's 120-knot speed limit in America. Pipistrel, as you will read in my market share post to follow, continues to move up the U.S. LSA market ranking and this company refuses to sit still. Today, an announcement boasted that their Virus SW 121 has achieved full EASA type certification. A limited number of other LSA producers have earned a Restricted Type Certificate (RTC) for their aircraft; Pipistrel noted theirs is not that but unrestricted approval by the European Union's equivalent to the FAA. While Pipistrel charges (pun intentional) off in all directions, they chose to feature their Alpha Electro prominently in their booth space or stand. The company has already delivered a few of these pure-electric-powered Light-Sport-like aircraft to flight schools that use them for pattern flight training. A quick swap of batteries to keep one set charging can theoretically allow for very economical, and quiet, operations. An American company is doing likewise with their Sun Flyer project but has some ways to go to catch up with Pipistrel. Over in the A halls, specifically in A-3, we see engine producers like Rotax — right up front in the highest traffic area — and Continental Motors, now also of Titan fame (the much-appreciated sponsor of our new video in the header above). In the A halls, visitors will find a dizzying array of flying products but also the biggest airplanes at the show. Along with their larger size, these companies mount impressive displays, like the two story-exhibit workers were assembling as I poked around early in the process. Along with their GA engines and their diesel entry, Continental displayed their Titan engine that has found favor on so many LSA in America. Company marketing guru, Emmanuel Davidson, said Continental will have some major announcements on opening day and I'll be present to hear items of interest to readers of ByDanJohnson.com. When I first started attending Aero, it was not in these giant halls. The new Messe was built after Aero began. In the first year I attended, the largest aircraft on display anywhere was a Cessna 206. Today, jets and big business aircraft are very much a part of the overall event, though I spend most of my time with the smaller aircraft that are my focus. The little guys cannot all afford to be present every year so this even-numbered year will not see the sailplane displays. Some LSA producers also don't come annually (for example, Tecnam will not be present) to preserve funds for other marketing expenses. Positively electrical and a glimpse of the future is how you might describe exhibits in the e-flight-expo. The Slovenian company Pipistrel, with a facility in very nearby Italy — where it finishes Light-Sport Aircraft intended for export to the U.S. (a necessity due to government requirements) — is one active outfit. In the e-flight-expo area, in the large entry foyer on the west end of the giant complex, Pipistrel was preparing a mock-up of their supersleek four seater called Panthera with a hybrid electric propulsion system. The e-flight-expo, significantly arranged by my publisher friend, Willi Tacke of World Directory of Leisure Aviation (WIDOLA) fame, was setting up to show off the technology achievements by enormous corporations like Siemens (supplying the motor on the Panthera mentioned above) and tiny companies, those enterprises that often lead the race in new innovative directions. I plan to spend some time in the entry foyer looking over the achievements of these companies. We don't know that electric propulsion, or hybrids, will truly arrive on the aviation scene anytime soon, but plenty of folks are rooting for such, including myself. One thing you will not see, as the show opens on Wednesday, will be the giant semi-tractor trailers that hauled in the merchandise. In the nearby view you see the enormous dual, tandem-wheeled trailer holding Roko airplanes (a company once associated with the aircraft now produced by BRM Aero, builder of the Bristell series). American companies have more modest funding, normally using trailers or flying their aircraft to events. Not all Europeans are so well-heeled either, but some have major hauling vehicles. The custom-built rig used by TL Ultralights was steadily being unloaded of aircraft and display equipment as I snooped around on Monday, two days before opening. When Aero open on Wednesday the 20th, I will continue my investigation of all things marvelous in light aircraft. I hope to capture some video material for later editing by Videoman Dave and I hope to post daily stories about cool aircraft and flying gear ideas I find. Stay tuned. This is going to be as interesting as ever, I predict.

The great show of Europe called Aero Friedrichshafen is about to begin. It starts officially tomorrow and runs through Saturday (April 20-23, 2016). I’ve lost count, but believe this is my 20th year of attending, far more than any other European show. As he worked to help exhibitors and manage the million details of his event, boss Roland Bosch said the event started in 1977, meaning next year would be its 40th, but… Aero alternated years from 1977 through 1991 (as do many European airshows). With the 1993 event it went annual, meaning this is the 31st Aero. On Monday, the vast 11 halls of the Messe (the facility name) were largely empty but slowly becoming populated with airplanes. In all of the gymnasium-sized halls with their elegant curved wood roofs, workers assembled displays. In Halls B1, B2, and B3 — where the light aircraft I follow are concentrated — displays are more elaborate than anything we typically see at U.S.

BRM Aero’s Bristell Gains New U.S. Distributor

By Dan Johnson || 4 Comments

BRM Aero's TDO (Taildragger Option) is flying in Europe.

The Czech company offers a kit version as well; U.S. qualification has not yet been determined.

BRM Aero's Bristell got off to a good start in the USA two years ago. Unfortunately, after an initial burst of positive reviews and good response from pilots, the distributor at the time stumbled. A failed association with the now-defunct Aviation Access Project undermined the efforts but that association had nothing to do with the Czech aircraft producer. So, after a year or so of discussions and evaluation, BRM Aero found a new, high-quality representative. In early December 2014, Bristell Aircraft, a New York corporation, officially accepted the appointment to represent the aircraft of BRM Aero. "Bristell Aircraft is an American company whose roots go deep into the highly-structured world of FAA-certified aircraft," said Lou Mancuso, director of Bristell Aircraft. Over the last year, Lou has worked directly with BRM Aero "to develop, customize, and standardize aircraft specifically for the North American market." Lou and his team bring 68 years of aviation sales, service and training success and appear well suited to the endeavor. "We are excited to introduce American aviators to this exceptional aircraft," said Lou. "In our flight schools we have owned and operated several brands of LSA. Without doubt the Bristell is the very best." Milan Bristela, the aircraft's designer said, "We are delighted to have the breadth of expertise and depth of resources that Lou's team brings to Bristell and North America." See this video interview with Milan shot at Aero 2013. Conceived from the ground up for American customers, designer Milan Bristela's creation has the widest cockpit available in the fleet of more than 130 Light-Sport Aircraft. At slightly more than 51 inches wide the cabin is broader than a Cirrus SR22 that sells for more than five times as much. "Milan focused on making the aircraft extremely comfortable, easy to fly and with enviable performance and stability," noted Mancuso. With a substantial 600-pound useful load, two people can easily take off with full fuel and still have room for luggage, the importer said. Equipped with a fuel-sipping Rotax 912iS, the Bristell easily covers 600 nautical miles between fuel stops. "This aircraft is the culmination of Bristela's decades of aircraft design experience," added Mancuso. "It's sleek lines and superb fit and finish are an outward manifestation of the thought and care that have gone into its creation. In Bristela's words, this aircraft is what his heart created. Hence his company slogan, 'Wings with heart'." "American aviators demand a high level of quality, reliability, and support," expressed Mancuso. "Simply importing and reselling an aircraft was not an option for us." Working with BRM Aero, Bristell Aircraft selected upgraded interiors, equipped models with standardized systems and configurations like toe brakes and have standard tire sizes that are available at most FBOs. Bristell Aircraft said it maintains a comprehensive inventory of aircraft-specific parts at two east cost locations. "We can ensure that Bristell customers enjoy ease-of-maintenance and maximum long-term serviceability," said Mancuso. The result of the collaboration of the Czech manufacturer and the New York aviation enterprise is "a premier line of Light Sport Aircraft tailored for the American aviator with the highest level of quality, fit and finish available, and backed by the longest warranty in its class," added Mancuso. Bristell offers a two year/400 hour warranty. Bristell is available as a Light-Sport in either tricycle gear or taildragger configuration, A retractable model is offered in Europe. The European producer also offers a kit version and Mancuso's Bristell Aircraft may elect to represent this choice as well. Any way it is configured, Bristell is a lovely, efficient, well-flying airplane. You can read my short review in this article or watch this video after that flight. Bristell is one of what might be called a boutique manufacturer. A small, core group associated with designer Milan Bristela performs the manufacturing of his handsome airplane available in multiple configurations. Now you order a Bristell model from a reliable and long-established U.S. enterprise. Those who examine the Bristell closely will start to appreciate how interesting a fifth generation LSA design can be.

BRM Aero‘s Bristell got off to a good start in the USA two years ago. Unfortunately, after an initial burst of positive reviews and good response from pilots, the distributor at the time stumbled. A failed association with the now-defunct Aviation Access Project undermined the efforts but that association had nothing to do with the Czech aircraft producer. So, after a year or so of discussions and evaluation, BRM Aero found a new, high-quality representative. In early December 2014, Bristell Aircraft, a New York corporation, officially accepted the appointment to represent the aircraft of BRM Aero. “Bristell Aircraft is an American company whose roots go deep into the highly-structured world of FAA-certified aircraft,” said Lou Mancuso, director of Bristell Aircraft. Over the last year, Lou has worked directly with BRM Aero “to develop, customize, and standardize aircraft specifically for the North American market.” Lou and his team bring 68 years of aviation sales, service and training success and appear well suited to the endeavor.

LSA Taildraggers Broaden the Sector’s Appeal

By Dan Johnson || 1 Comment

The Airplane Factory pilot launches the new Sling Taildragger in South Africa.

BRM Aero has reconfigured its shapely Bristell into a taildragger called TDO (for Taildragger Option).

Taildraggers may be among the least understood and most feared aircraft available in the LSA space ... or for that matter throughout general aviation. While we have many good choices that I'll list below, I have nonetheless heard from many readers or airshow visitors that they are uncertain about their operation of an aircraft that has no nosewheel. If you have no taildragger skills, you'll also find it a challenge to get proper flight instruction in a "standard" aircraft. For those seeking new skills in flying, however, taildraggers may provide high satisfaction. Most who have crossed the barrier to taildragging subsequently look very fondly at such aircraft, seeing a sleeker yet gutsier, more rugged appearance. Of course, nosewheels dominate general aviation as they can be easier to land, especially in crosswinds, but once you learn the lesson of "happy feet" — or keeping your feet active on the rudder pedals throughout approach and touchdown — you may always yearn for more taildragger time. Photos accompanying this article illustrate two established nosewheel designs now offered in taildragger configuration. Both are new to the market but they join quite a flock. Consider these other taildragging Light-Sport Aircraft: Tecnam's Taildragger • the long popular Kitfox • Rans' S-6, S-7, and S-20 • Renegade's taildragging Falcon • Just Aircraft's SuperSTOL and Highlander • Aerotrek's A220 • FK Lightplanes' aerobatic Comet • Phoenix Air's motorglider • and Pipistrel's Sinus motorglider ... and these are just the landplanes. Plus, I've left out a few models that appear to have gone quiet in the marketplace. LSA seaplanes can also be taildraggers (as well as pusher designs). Icon's highly visible A5 is a nosedragger as are Super Petrel, SeaMax, Mermaid, and Freedom that feature retractable nosewheels, yet taildragger LSA seaplanes include Progressive Aerodyne's Searey and Lisa's Akoya. The splashy new MVP and Wave seaplanes still in development plan to offer what might be called "hybrid" landing gear configurations (more on them in the future). Of course, the Cubalikes are taildraggers in keeping with their vintage looks; likewise for the Savage series. Work aircraft like the Dragonfly hang glider towplane are also well served by being taildraggers. The Airplane Factory USA's always upbeat team led by Matt Liknaitzky reported, "After a wonderful trip to the Copperstate Fly-In [we] sold [our] first U.S. based Sling Taildragger or Sling TD. This tailwheel version of the Sling 2 is the latest model designed by Mike Blyth and The Airplane Factory team." Matt added that the South African factory has received the order and has already begun the production process. "This beauty should arrive in the U.S. in about 6 months and we can't wait to have her join the Sling family," said Matt. He also noted that beyond the inaugural taildragger, two ready-to-fly four seat Sling 4s will arrive in the U.S. by the start of 2015 and will be available to demo. Ready-to-fly Sling Light-Sport Aircraft will be arriving every two months, with a few orders already placed. Four kit builders have joined the Sling builders brigade. The Airplane Factory maintains a vigorous pace of development and manufacturing and enjoys good U.S. presence thanks to TAF USA's operation at the Torrence, California airport run by expat South African Matt Litnaitzky who has since gained permanent U.S. status. Last but by no means least is the BRM Aero TDO or Taildragger Option Bristell. This handsome airplane was much admired in trigear form after its arrival in the USA. Some see it as a new generation version of the SportCruiser, which is hardly a surprise as the company owner and chief designer is Milan Bristela who had a great involvement in the original development of the popular airplane sold today by U.S. Sport Aircraft back when it was manufactured by Czech Aircraft Works (renamed Czech Sport Aircraft following an ownership change). Milan has developed BRM Aero into something of a boutique aircraft manufacturer custom building airplanes for customers in a very intimate fashion. Like The Airplane Factory, Milan stays very busy with new ideas and the TDO is another handsome airplane being added to the LSA fleet. You may not think taildraggers are for you as they do require some additional training (for insurance if no other reason) but nearly everyone admits these are good looking aircraft that draw appreciative looks in the air or on the ramp. Welcome to both Sling Taildragger and BRM's Bristell TDO! Although not in a taildragger Sling, you might enjoy this short video of a couple aviatrixes flying the Pacific Ocean shoreline from Sling's base in Torrence to Camarillo, California.

Taildraggers may be among the least understood and most feared aircraft available in the LSA space … or for that matter throughout general aviation. While we have many good choices that I’ll list below, I have nonetheless heard from many readers or airshow visitors that they are uncertain about their operation of an aircraft that has no nosewheel. If you have no taildragger skills, you’ll also find it a challenge to get proper flight instruction in a “standard” aircraft. For those seeking new skills in flying, however, taildraggers may provide high satisfaction. Most who have crossed the barrier to taildragging subsequently look very fondly at such aircraft, seeing a sleeker yet gutsier, more rugged appearance. Of course, nosewheels dominate general aviation as they can be easier to land, especially in crosswinds, but once you learn the lesson of “happy feet” — or keeping your feet active on the rudder pedals throughout approach and touchdown — you may always yearn for more taildragger time.

Summer’s Coming; Cool It, Fellow Pilots!

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Hear more details in our video on the FlyCool air conditioning in CTLS.

Across the northern U.S. states and across much of Europe it was a lousy, cold, snowy winter. It seemed everyone I spoke to at Aero in Friedrichshafen, Germany complained about the crappy winter and their laments mirrored those from America's northlands. However, the weather appears to be going directly from winter to summer. It was warm in Slovenia when we visited Pipistrel and it's now getting hot across much of the USA. That's great, perhaps, as it foretells an active flying season. However, as the weather warms, it can get mighty hot in the cockpit and not only because you're on short final on a gusty day in a responsive LSA. US Aviation previewed their integration of the AMT FlyCool air conditioning system in the Flight Design CTLS at Sun 'n Fun 2013. The Dallas-area, Texas company partnered with FlyCool to develop an installation for the Flight Design CTLS. US Aviation rep, Scott Severen said, "We are seeing a 20 degree drop in less than 10 minutes on a 100 degree day" The FlyCool system is a 9,500 BTU per hour, all-electric system that fits in the right side baggage area of the CTLS (photo). US Aviation will perform installations at their sprawling Denton, Texas facility. Scott also noted that they plan to offer an option to pre-cool the CTLS during pre-flight by plugging the unit in to standard 110 volt current in the hangar." The hardware swallows up half of CTLS' baggage area, but small shelves behind each seat will suffice for short trips. The cost is less than $15,000 and takes about a week, he said. "Visitors at the show who experienced the system working were quite impressed by the volume of cool air moving through the cockpit vents between the seats," observed Severen. Flycool is an innovative, lightweight, very low-power-draw air conditioning system developed by Air Management Technology of Denver, Colorado. US Aviation is a major flight school and maintenance facility in central Texas that is super LSA-friendly. US Aviation has been a Rotax Service Center for many years employing six Rotax-trained, full-time A&P mechanics. In regular efforts by Severen over the past two years, the company has become an authorized repair representative for many of the top LSA brands. Adding to their other well-known companies, US Aviation recently announced taking this duty for Bristell USA. "Bristell audited the US Aviation facility and found the capability requirements and the proper tools and equipment necessary to perform authorized service including insurance and warranty service, along with avionics and BRS service," reported Barry Pruitt, President of Bristell USA. "They understand Light-Sport Aircraft. We are proud to partner with US Aviation in creating outstanding support for our customers in the central USA." We've posted ten more LSA videos: Super Petrel LS • Bush Cat • CubCrafters on Mead Floats • Belite amphib floats • Mosquito ultralight helicopter • Fisher kits review • Golden Avio F30 • Groppo Trail & Savannah • Aerotrek durability • and, the ready-to-fly Kolb Part 103 Firefly. We have many more still to come ... all for free. Happy viewing!

Across the northern U.S. states and across much of Europe it was a lousy, cold, snowy winter. It seemed everyone I spoke to at Aero in Friedrichshafen, Germany complained about the crappy winter and their laments mirrored those from America’s northlands. However, the weather appears to be going directly from winter to summer. It was warm in Slovenia when we visited Pipistrel and it’s now getting hot across much of the USA. That’s great, perhaps, as it foretells an active flying season. However, as the weather warms, it can get mighty hot in the cockpit and not only because you’re on short final on a gusty day in a responsive LSA. US Aviation previewed their integration of the AMT FlyCool air conditioning system in the Flight Design CTLS at Sun ‘n Fun 2013. The Dallas-area, Texas company partnered with FlyCool to develop an installation for the Flight Design CTLS.

Aero Friedrichshafen Video Bonanza

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A solar-panel-equipped Pegasus hangs above a display of several electric aircraft.

Conducting a rare interview with Paolo Pascale, the managing director of LSA giant, Tecnam, in front of their new Astore. See our video.

Lightsport and Ultralight Flyer had to arrive early in the morning to get this shot of the Fk 51 Mustang without a crowd around it.

Conducting an interview on the D-Motor that is preparing to go through ASTM standards approval. Some photos courtesy Lightsport and Ultralight Flyer

We were busy at Aero Friedrichshafen 2013, knocking out more than 30 videos for your viewing information and entertainment. That's more than seven videos per day and a sum of more than five hours total running time (more than three Hollywood movies in minutes of viewing time). With these and all the videos shot at Sun 'n Fun the week before Aero started, we expect to offer more than 300 videos on our LSA Video page. I'd like for you to understand how much effort that represents. I'd also like to thank BRS Parachutes, ICP North America, and Renegade Light Sport Aircraft for providing financial assistance to Lightsport and Ultralight Flyer. Without their support, these videos would not likely have been made. Today, I uploaded more than a dozen new videos to ByDanJohnson.com. We have many more coming. The newest ones include • Introduction to Aero and what you'll see • Tecnam's aerobatic Snap • FlyEco's Diesel engine • FK 51 replica Mustang • Yuneec's electric-powered eSpyder • lightweight electric aircraft • Zlin's customizable Bobber • ICP's Savannah taildragger and new engine • BOT SpeedCruiser with D-Motor • BRM Aero's Bristell taildragger • Phoenix Air's electric-powered ePhoenix • Nando Groppo tri-gear and, • one from AirVenture 2012 on the Zenith CH-650. You might better understand the work it takes to make a video by relating to major motion picture films from Hollywood or other movie making centers. You've probably seen "Making of ..." videos where the concepts, equipment, and tasks are explained in detail. Of course, Hollywood spends millions of dollars and often hundreds of man-hours for scenes that sometimes last just a few seconds. Naturally, my effort with Lightsport and Ultralight Flyer, which uploads to YouTube channel "UltralightNews" isn't the same as a big-budget Hollywood production. Nonetheless each video is no small effort and I'd like to give you just a glimpse. First you have to travel to where the action is, be it Sun 'n Fun in central Florida or a week later in southern Germany. Then you carry equipment and supplies for literally miles (or kilometers) at these big events to get to where airplane projects are being shown. Before shooting starts, you work with representatives that know their products and run through a routine to be used in video taping that is similar to live-studio productions ... that is, we coach the people being interviewed as to what they can expect and how to follow our lead. To save time and make the final production effort simpler, we try to keep editing to a minimum. These are not staged or scripted events and we work hard to avoid retakes. All interviews are essentially live action and we are grateful for those whose native language is not English as they participated. Honestly, though, all the above is the easy part. Once the video is captured much more is required. "Static" shots — those scenes you see while the interview continues on an audio track — are often shot early in the morning before crowds gather around new aircraft. Company video is secured to add action. After logging all the footage editing starts. This is at least a full day task for every one of the 10-minute videos you see here and on YouTube. Now that we have about 300 videos "in the can," we offer a library with the viewing-minutes equivalent of more than 33 full-length Hollywood movies. Believe me, we don't have Hollywood's multi-million dollar budgets nor do you pay anything to watch the videos. Thanks to all our subjects for their creative work designing airplanes and products and to Lightsport and Ultralight Flyer for the substantial post-production effort.

We were busy at Aero Friedrichshafen 2013, knocking out more than 30 videos for your viewing information and entertainment. That’s more than seven videos per day and a sum of more than five hours total running time (more than three Hollywood movies in minutes of viewing time). With these and all the videos shot at Sun ‘n Fun the week before Aero started, we expect to offer more than 300 videos on our LSA Video page. I’d like for you to understand how much effort that represents. I’d also like to thank BRS Parachutes, ICP North America, and Renegade Light Sport Aircraft for providing financial assistance to Lightsport and Ultralight Flyer. Without their support, these videos would not likely have been made. Today, I uploaded more than a dozen new videos to ByDanJohnson.com. We have many more coming. The newest ones include • Introduction to Aero and what you’ll see • Tecnam’s aerobatic Snap • FlyEco’s Diesel engine • FK 51 replica Mustang • Yuneec’s electric-powered eSpyder • lightweight electric aircraft • Zlin’s customizable Bobber • ICP’s Savannah taildragger and new engine • BOT SpeedCruiser with D-Motor • BRM Aero’s Bristell taildragger • Phoenix Air’s electric-powered ePhoenix • Nando Groppo tri-gear and, • one from AirVenture 2012 on the Zenith CH-650.

Pre-Sebring 2013 LSA News Wrap

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Aerobatic champion Patty Wagstaff will perform at Sebring. Rumors suggest she's looking at LSA for a new airshow routine.

Dynon's SkyView now shows ADS-B weather and traffic.

Bristell is partnering with Aviation Access Project to offer fractional ownership.

World Aircraft will show their new, modestly-priced Vision LT at Sebring.

B.O.T.'s SC 07 Super Cruiser may be the newest SLSA (#131).

Reportedly for the first time, an FK12 Comet fired up its new Lycoming AE IO 233 powerplant.

Pipistrel's Alpha Trainer is now approved for night flight in Poland.

Bahamas anyone? Fun island hopping awaits, with sponsorship by Aviators Hot Line.

Borrow a Sennheiser S-1 Digital at Sebring. Your ears may never be the same.

Patty Wagstaff and LSA? This week brings the start of the Sebring U.S. Sport Aviation Expo and excitement is high. Following are some news items to those who follow this event and the light, recreational aircraft space. On Friday, January 18th,  Sebring EAA Chapter 1240 is sponsoring a dinner featuring aerobatic expert Patty Wagstaff who will perform at the event ... with such an airshow being a first for Sebring. Proceeds will support youth aviation education programs. •• The Sebring EAA chapter has engineered a rare partnership between the chapter, the airport, and the local school board to provide educational activities for kids. This sufficiently impressed aviation philanthropist James Ray that he ended writing a check for the entire structure, a new 60 x 70-foot building at the Sebring Airport with classrooms and facilities including a large hangar space where high school children are involved in restoring two aircraft. Led by aerospace teacher John Rousch, the chapter also provides flight training scholarships. The fund-raising dinner will be hosted in the main hangar of Lockwood Aviation Supply. First CTLSi with ADS-B Aviators love abbreviations and one that invaded light aviation recently is ADS-B. FAA's Automatic Dependent Surveillance-Broadcast service brings two major benefits for aircraft that install new equipment: free weather and surrounding air traffic. LSA market leader Flight Design recently completed the first installation of this in one of its brand-new CTLSi models. New dealer Florida Light-Sport Aviation, based at the Spruce Creek Fly-in near Daytona Beach, has the first of what is sure to be many such installations. •• ADS-B equipment for the installation is built by Dynon Avionics, a Flight Design supply partner that also builds the SkyView digital avionics suite used in the CTLSi models. A separate hardware module was added behind the 10-inch screen and connected to an antenna on the belly of the aircraft. An ADS-B equipped aircraft uses an ordinary GPS receiver to determine a precise position from GPS satellites and then combines that position with other aircraft information such as speed, heading, and altitude. This information is broadcast to other ADS-B capable aircraft and to ADS-B ground, or satellite communications transceivers which then relay the aircraft's position and additional information to Air Traffic Control centers in real time. It is seen as the "next generation" of air traffic control and gives this information directly to pilots and controllers. Dynon Avionics said, "The new SV-ADSB-470 unit offers subscription-free weather displayed on SkyView. Airport weather data can be displayed for nearest airports or for a specific airport identifier." Dynon added, "ADS-B receives traffic information with precise location, altitude, speed, and direction from broadcast from other ADS-B equipped aircraft along with data broadcast from ADS-B ground stations, presuming the aircraft is equipped with the correct transponder." Additionally TFRs can be shown even though these are temporarily restricted areas. LSA Fractional Ownership? Aircraft partnerships are generating growing interest. Another variation on this theme is fractional ownership. In a laudatory effort to grow the sport pilot population, Aviation Access Project CEO Rick Matthews said, "Our fractional ownership and management model allows more current pilots and those who have a passion for aviation the opportunity to own a brand new highly capable Bristell for about the cost of a used car. With a monthly maintenance fee of less than half of the average new car payment, we think we can offer the pubic an unparalleled opportunity to enter or re-enter the world of aviation for a fraction of the cost they expected." AAP has selected the Bristell as an early partner but is talking to other companies as well. •• AAP isn't the only outfit pursing this idea in light aviation. Eric Giles of World Aircraft wrote, "We will be introducing our new Vision LT RTF at Sebring.  Fewer bells and whistles but just as capable. Price is $84,995." As World Aircraft Company introduces the Vision LT, they also announced a new relationship with fractional ownership company, Aviown. "They will be getting a specially prepared Spirit LT as well as offering our decked-out Spirit," said Giles. Eric also reported, "I am confirming that all manufacturing will now take place at our Paris, Tennessee facility. We have moved the Columbia operation from its factory location to an airport where we can do prototype testing. Designer Max Tedesco will concentrate on what he does best ... design." B.O.T. approved We're still waiting to see the airworthiness certificate, but understand the newest SLSA (#131) has been approved. Welcome to the B.O.T. SC 07 Super Cruiser, first seen by Americans at the AirVenture 2013 LSA Mall. SC07's fuselage is made almost entirely of carbon fiber with only a small part of the rudder made of fiberglass. The wings internal construction is made completely in carbon fibre and the skin is made in glass/foam sandwich. SC07 wings are detachable and can be removed or installed in 30 minutes by two persons. Due to the width of the cabin and high headroom, even tall pilots will feel comfortable in the SC07, which does look smaller from the outside. Seat height can be easily adapted to fit smaller persons. B.O.T. said landings are easy thanks to effective flaps that a quick decent and landing precision. Cantilevered wings make side viewing unobstructed. B.O.T. SC07 specs: Powered by the 100-hp Rotax 912 with 23 gallons of fuel on board giving a reported 650 nm range; 48-inch-wide cabin; 1,040 gross weight (European specification); 26-foot span cantilevered wings; reported 115-knot cruise with a 35-knot stall at best flaps; 390 foot takeoff roll and 520 foot landing roll. •• Renegade LSA in Missouri has been busy. While gaining approval for SC07, they also completed the long-awaited installation of a Lycoming O-233 on the FK Lightplanes FK12 Comet biplane. "This (photo) is first start of any Lycoming AE IO 233 aircraft engine in the world," claimed Renegade boss Doc' Bailey. "It started right up on December 22, 2012." Pipistrel's Alpha Night Certification Pipistrel keeps running with their well-received Atlas LSA trainer. Pipistrel reports officially flying the first European light aircraft certified for night flight in Poland. Pipistrel's CEO Ivo Boscarol said, "We are proud that our Alpha Trainer is the first light aircraft certified to fly in Poland under night-VFR conditions." He added that this gives Alpha Trainer (video) owners the possibility to continue flying during winter time's shorter days. Alpha Trainer is a low-priced composite aircraft powered by the 80-hp Rotax 912 engine. Pipistrel said it burns only 2.5 U.S. gallons per hour on a typical flight. Alpha Trainer ships in one "full-equipment" configuration, which includes radio, transponder, GPS, ballistic parachute, specially developed analog/digital instruments, extra strong landing gear, and external lights. The most popular LSA version is produced in Italy. Bahamas Fly-Out #3 As the Sebring Expo 2013 ends, once again a flock of LSA will leave in a show-closing ceremony enroute for two islands in the Bahamas. Stopping first at Grand Bahamas for two days, participants will then fly to Bimini for two days before returning to the USA entering at Fort Lauderdale. Interested to go? You can, but you need to act quickly. Check this website or register here. Borrow the Best Ever wanted to try out one the true high-end headsets to see how your ears will love you for it? Ever wished you could try such a headset in a "real" environment, not just in their booth space at one of the big airshows? Well, lucky you, fellow pilot. I've been wanting the same thing and our good sponsor Sennheiser is prepared to do precisely that for any pilot that attends Sebring 2013 and goes to the Sennheiser booth (H102). First, go book a demo flight in the LSA of your choice. Then trot right over to Sennheiser and make the request. Assuming schedules coordinate, you're good to go. I think it's a wonderful idea and I've put my name on the list. Sennheiser's S-1 Digital is one of the top headsets and I see only one problem from their plan: You might love it so much you have to buy one ... or two. Oh, darn! As I close out this pre-Sebring LSA news wrap, I have additional info on those Chinese light aircraft shown in our earlier article. I invite you to click the link and see the fuller photo captions now appearing by those aircraft. Thanks for the info to a friend at Jane's All the World's Aircraft — he appreciates what he gets from ByDanJohnson.com and offered the update in return. Thanks, Paul Jackson!

Patty Wagstaff and LSA? This week brings the start of the Sebring U.S. Sport Aviation Expo and excitement is high. Following are some news items to those who follow this event and the light, recreational aircraft space. On Friday, January 18th,  Sebring EAA Chapter 1240 is sponsoring a dinner featuring aerobatic expert Patty Wagstaff who will perform at the event … with such an airshow being a first for Sebring. Proceeds will support youth aviation education programs. •• The Sebring EAA chapter has engineered a rare partnership between the chapter, the airport, and the local school board to provide educational activities for kids. This sufficiently impressed aviation philanthropist James Ray that he ended writing a check for the entire structure, a new 60 x 70-foot building at the Sebring Airport with classrooms and facilities including a large hangar space where high school children are involved in restoring two aircraft.

First Half 2012 LSA Registration Update

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BRM Aero's Bristell appears to be an up-and-comer.

Jim Lee has quietly been logging a slew of orders for his smooth motorglider.

Aerotrek continues to be a solid selling aircraft, and offers one of the lower price points among LSA.

We've been getting requests for market share information and I am happy to provide an update, thanks to my European associate Jan Fridrich who does the hard work of sifting through FAA's database. I remind you that his efforts are not merely tallying whatever FAA publishes. In fairness, Jan has to evaluate many pieces of information and judge accuracy of the entries. This isn't because FAA's registrars are bumbling fools that cannot enter data accurately. The challenges come from sheer number of brands (90) and models (127) over a mere seven years... unprecedented in aviation history. To that add the variations of Experimental Amateur Built (EAB), Special Light-Sport Aircraft (SLSA), Experimental Light-Sport Aircraft kits (ELSA) and converted two-place ultralights to LSA status. Then factor in that some standard category or homebuilt aircraft meet the LSA parameters of weight and speed and such so some people consider them "LSA," when in fact they mean they can be flown by some possessing a Sport Pilot certificate. My onetime EAA associate Ron Wagner coined the phrase "Sport Pilot eligible" to describe these aircraft. So now we come to the first half of 2012. Cessna appears the clear and away winner of the registration sweepstakes with an impressive 71 registered aircraft logged in six months (11.8/month). Jan reports a good number of these are registered in Cessna's corporate name so they do not equate to deliveries though they are newly hatched LSA. In all of 2011 Cessna registered 11.2/month so Shenyang Aircraft in China is finding a steady pace of production. Following well behind but still leading the rest of the pack is CubCrafters with 28 more registrations in the first half (4.7/month), a faster pace than their 2011 performance of 36 (3.0/month), indeed greater than 50% more production than last year when they also came in second after Cessna. American Legend managed to slightly up their 2011 pace to register seven new LSA in the first six months of 2012, trailed by Flight Design with six, followed by a tie between Jabiru U.S. and SportCruiser at five each. One surprise is Phoenix, the sleek motorglider builder, whose U.S. importer registered four in 2012 but reports having sold 20. "We cannot keep up with orders from customers," Jim Lee reports, "even though the production rate has increased." Bristell registered three and was followed by a chain of companies registering two apiece: Arion and their Lightning, Renegade and their Falcon, World Aircraft and their Spirit, and Canadian Light Aircraft and their Bush Caddy. Quite a few more companies at least got on the log and I think it's fair to say the first half of 2012 represents an improvement over 2011. That's great and we'll hope for more progress in the Light-Sport Aircraft sector. Update 9/5/12 — Shortly after we released the nearby chart, we heard from Aerotrek that we had undercounted their registrations. Besides our regrets — we do strive for accuracy — we repeat the comment that FAA's database can be a confusing place. Aerotrek's Rob Rollison sent detailed information to support his registration of six new LSA (the earlier report was for two) in the first half of 2012. He reported three each of the A240 tricycle gear models and A220 taildragger models were registered. Aerotrek continues to enjoy positive developments. In defending his registrations, Rob wrote, "Every plane I receive from [manufacturer] Aeropro is already sold — we are sold-out eight months in advance at the present time (and it's been this way for over a year)." Contratulations to Aerotrek and Aeropro. We looked into the data more deeply and corrected the chart. DISCLAIMER: As always we remind readers that the information presented in the text above and in the nearby graph is derived from registrations as logged by FAA Registration Branch. Figures are not sales or deliveries though over time, these values will tend to be very close. Also, the registration database used for this report may no longer include aircraft that were removed from the registry, slightly altering the numbers. Such removals can occur when an aircraft is shipped out of the USA, is destroyed by an accident, or is taken from Special LSA category to another category like Experimental LSA. Every effort has been made to report the most accurate information available.

We’ve been getting requests for market share information and I am happy to provide an update, thanks to my European associate Jan Fridrich who does the hard work of sifting through FAA’s database. I remind you that his efforts are not merely tallying whatever FAA publishes. In fairness, Jan has to evaluate many pieces of information and judge accuracy of the entries. This isn’t because FAA’s registrars are bumbling fools that cannot enter data accurately. The challenges come from sheer number of brands (90) and models (127) over a mere seven years… unprecedented in aviation history. To that add the variations of Experimental Amateur Built (EAB), Special Light-Sport Aircraft (SLSA), Experimental Light-Sport Aircraft kits (ELSA) and converted two-place ultralights to LSA status. Then factor in that some standard category or homebuilt aircraft meet the LSA parameters of weight and speed and such so some people consider them “LSA,” when in fact they mean they can be flown by some possessing a Sport Pilot certificate.

Flying the Airplanes of Sebring 2012 — Bristell

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photo by Michal Pavlasek courtesy Liberty Sport Aviation

BRM Aero's new Bristell at Sebring 2012.

Smoothly achieved Bristell flies beautifully.

Not only wide (51.2 inches) Bristell's cockpit offer these occupants plenty of headroom. photo courtesy Liberty Sport Aviation

Since Sebring in January, the airshow season has rushed by at warp speed and now we return to more aircraft flown at the event that kicks off the aviation year. We'll add more from Sun 'n Fun soon plus we're loading more than 30 new videos. In this post, we have a quick look at the all-new Bristell, first unveiled to the American pilot community at the AOPA Summit last fall in Hartford Connecticut. *** If you feel a sense of deja vu when looking at Bristell, that's understandable. It has some common design heritage with the SportCruiser or PiperSport because the man behind the BRM Aero Bristell — Milan Bristela — was once affiliated with Czech Aircraft Works which originated the design. That's when Milan and I first met. He left the former company before it was taken over by Czech Sport Aircraft, designed another aircraft with a different partner, and finally chose a path all his own. Milan calls this a fifth generation design owing to his earlier work. Evidently those iterations paid off because at Sebring 2012, several media reporters went over the Bristell carefully and every one I spoke to was quite impressed (not always easy with reporters used to looking over everyone's latest and greatest projects). *** What really struck me were the many detail considerations, perhaps a function of long work on a design concept. Our video goes over many of these plus the very comfortable — and roomy (see photo) — cockpit. *** I offer some specifications to help tell the story. Engine is the ubiquitous 100-hp Rotax 912; Span is just under 30 feet; Empty weight 729 pounds; Payload with full fuel (32 gallons) is 400 pounds; Range 700 nm based on more than six hours endurance burning 5.5 gph in high cruise; Cabin width is a whopping 51.2 inches, almost a foot wider than a Cessna 172; Baggage capacity is significant carrying 121 pounds in two wing lockers and space aft of the seat. Of course, the latter depends on other loading but is nonetheless appealing to those who want to travel in the Bristell. The U.S. importer says Bristell will get you from Philadelphia (not far from their current location) to Chicago with a single fuel stop. Stall is a low 32 knots or 39 clean and what's called "max structural cruise" is listed at 116 knots or 133 mph. Never exceed speed is 145 knots. The Czech company is also working on a retractable model though that will not qualify under American LSA regulations. *** In flight, Bristell was a thing of beauty with wonderful handling and a seemingly unimpeachable stability profile. I didn't find any warts and I spoke to three other flight reviewers who were equally enthusiastic. Perhaps you ought to take a flight at an airshow near you. Because importer Bristell USA is new to the game (though well established in the LSA business), dealerships have not sprung up across the USA... yet. Even in an economic downturn that is taking its toll, Bristell seemed a breath of fresh air. Click to gain more info.

Since Sebring in January, the airshow season has rushed by at warp speed and now we return to more aircraft flown at the event that kicks off the aviation year. We’ll add more from Sun ‘n Fun soon plus we’re loading more than 30 new videos. In this post, we have a quick look at the all-new Bristell, first unveiled to the American pilot community at the AOPA Summit last fall in Hartford Connecticut. *** If you feel a sense of deja vu when looking at Bristell, that’s understandable. It has some common design heritage with the SportCruiser or PiperSport because the man behind the BRM Aero Bristell — Milan Bristela — was once affiliated with Czech Aircraft Works which originated the design. That’s when Milan and I first met. He left the former company before it was taken over by Czech Sport Aircraft, designed another aircraft with a different partner, and finally chose a path all his own.

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