Today’s Top Pick is a 2023 BRM Aero Bristell LSA.

When the FAA established the light sport aircraft category in 2004, its rules appeared to emphasize limitations. Light sport airplanes would be lighter, smaller, and less powerful than traditional light aircraft and would have relatively modest performance and range. The BRM Aero Bristell was among a group of sleek two-seaters that reached cruising speeds comparable to those of bigger airplanes, and often even faster.

Because of its speed and styling, pilots have compared the BRM Aero Bristell with the fast-flying Cirrus SR 22. When judged on speed and efficiency this LSA is a worthy rival to traditional fast four-seat retractables such as the Beechcraft Bonanza, and modern composite machines like the Cirrus.

If we had to pick one thing about the BRM Aero Bristell that sets it apart from other light sport models it would be its capability as a traveling airplane. For a long time light sport airplanes were defined by their limited range that made them impractical for long-distance travel. The Bristell is a departure, with turbocharged power that allows it to climb high quickly and cover vast distances. 

This 2023 BRM Aero Bristell has five hours on the airframe and its turbocharged, 140 hp Rotax 915iS engine. The panel features dual Garmin G3X Touch 10-inch screens, GNX 375 GPS, GTR 20R remote-mounted com radio and Garmin autopilot.

Pilots interested in high-performance climb rates and cruising speeds in a compact light sport package should consider this 2023 Aero Bristell, which is available for $410,574 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use their airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

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• The Aviation Consumer: Bristell NG5 – Another LSA Speedster

The post This 2023 BRM Aero Bristell Is a Speedy Light Sport ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

One sure way to know if a show works is to observe vendor participation over a number of years. As this is my 14th year attending the Midwest LSA Expo, I can tell you that 2023 represents a strong turnout. Companies come back year after year because it works to connect them with interested customers. Both sides end up smiling.

Here is a glimpse of what you can see if you can attend on Friday and Saturday. For those who cannot come, this will provide some taste of what happens in Mount Vernon, Illinois, in early September. Hopefully, you can make it in 2024.

Every vendor highlighted here brought two, three, or even four aircraft to show. That’s very rare, even at EAA AirVenture or Sun ‘n Fun.

What this illustrates is that the Midwest LSA Expo (about an hour’s drive east of St. Louis) has become a standard-bearer in the aviation calendar. Indeed, this is Midwest LSA’s 15th event, tying it with the longest-running prior such show, the Sebring Sport Aviation Expo. After catalyzing these LSA-focused shows, Sebring concluded its 15-year run in 2019.

Who’s Here?

AeroTrek returned after a few years’ absence and it came in force. As of opening day, three aircraft had arrived and two more are expected. In addition, the company showed off its new open trailer ,which looks enormously easier to load and secure so long as you’re not trying to drive all the way across the country. For transportation in a local or regional area, this looks like a great choice with significantly lower costs.

Rob Rollison, the longtime importer of this successful brand of modestly-priced LSA, has long maintained a steady rate of business because his supplier in Europe has maintained an prudent approach to business. This has helped the manufacturer remain very stable but it also means delivery times now reach about one year. Rollison indicated most customers are willing to wait. It was good to see him back in Mt. Vernon with his handsome airplanes and new trailer.

Texas Aircraft appeared at Midwest LSA some years back when its Colt LSA was a new entry in the game. Now the company reports it just delivered the first batch of airplanes to a nearby flight school and it is excited about the future of the FAA’s Modernization of Special Airworthiness Certification regulation rulemaking (MOSAIC) with its new four-seat Stallion model already flying in Brazil.

• READ MORE: A MOSAIC Study Guide

In some ways, the Texas company, which is directly associated with the Brazilian organization, is ahead of the game because Brazil’s ANAC has already created a very MOSAIC-like regulation with minor differences. Approving that aircraft in its home country should make for a much easier entry to the U.S. market and this Hondo, Texas organization is ready to roll.

Bristell representative Piston Aviation reports running an active flight school operation. I plan to discuss this further with the company to see how its flight school operates with the LSA of today. In the MOSAIC preamble, the FAA said extra weight was needed to make LSA into viable flight school aircraft, but I think it’s missing that these aircraft are already working well in that environment, assuming good flight school management and properly-qualified instructors. (To be forthright, Piston also operates Piper Cherokees.)

Joe Ord’s company operates at Creve Coeur airport (1H0), Maryland Heights, Missouri, in the St. Louis area. It offers a wide range of flight instruction and lists its prices right on its homepage. You can tell that this company has a sense of style and it had handsome, custom-painted aircraft on display. Again, you see the commitment people make to the Midwest LSA Expo if Piston Aviation will bring aircraft that could be in flight training to display for you at the show.

Vashon brought two of its Ranger LSAs to Midwest LSA perhaps five years ago, and the company has been back every year since—and it doesn’t come with just a single airplane. I hope you’re starting to get the message that these companies like this show and they don’t come here just to bond with their fellow vendors. They know they will meet people like you. Likewise, people who come to this event tend to be serious and ready to take their aviation interest to the next level.

While Vashon’s prices have risen slightly over the last couple years–along with virtually everything else you buy—they are still affordable to a wide range of pilots, and have particular appeal to some by virtue of the use of a Continental O-200 powerplant. Lots of pilots and mechanics are familiar with that engine and, combined with a new and spacious airframe, the company is finding customers. Clearly, it finds some of them right here in Mt. Vernon, Illinois.

TL Sport Aircraft had two of its four models on display at Mt. Vernon. After a couple of U.S. distributors didn’t work as well as expected, Trey Murdaugh’s company is bringing a more business-like approach. At Midwest LSA, he appropriately had on display a TL-3000 Sirius and an S-4 Sting. The latter (in an earlier model) was the #5 aircraft accepted by the FAA as a Special LSA out of 158 now on our SLSA list.

However, Murdaugh is also nicely positioned for MOSAIC with two other aircraft that did not travel to Mt. Vernon. One is the tandem-seating Stream, which I flew with him after Sun ‘n Fun 2022. That was a fine experience in a beautiful-flying aircraft. I look forward later this year to a flight in the company’s side-by-side MOSAIC-ready entry called Sparker that is the highest-performing of their line. Of course, prices follow capability, so the Sirius or Sting may be the more affordable buy, but this company has got choices for you.

Zenith arrived with two of its popular sport pilot-eligible kit aircraft, the Cruzer and Super Duty. Probably most readers are aware that Zenith is the leading kit builder in the light aircraft space (as only one Van’s model can presently qualify as an LSA). This should surprise no one as these aircraft are highly proven, and the manufacturing of Zenith kits has become quite sophisticated under the leadership of Sebastien Heintz.

• READ MORE: FAA’s MOSAIC Preview Has Major Implications for Helicopters, eVTOL

The Mexico, Missouri-based kit producer also hosts one of the largest events of its kind in the country, in fact, drawing even more people to it than the Midwest LSA Expo. Now in its 32nd year, “Homecoming” is a must-go for any Zenith enthusiast. I’ve never been able to make it because it occurs right after the Midwest LSA event but I hope many of you can and will attend. You can learn a lot at the event plus enjoy the camaraderie of others with similar interests.

Magni Gyro rep Greg Gremminger brought two gyroplanes, as he often has. Gremminger is one of those regulars that has made every Midwest LSA event, along with a handful of others. It helps that he’s based nearby, but this has proven to be a good event where he can give rampside talks about gyros to people who are interested. He’s done this for years, and every time I’ve seen quite a collection of people listening intently as he describes his rotary-winged aircraft and how they fly.

A couple years ago my wife and I each took a flight with Gremminger, and had a marvelous experience. I’m not qualified to fly gyroplanes solo, but I have learned from some experiences and I see the magic that so many enjoy. Gremminger was one of the original people to fight for 10 years asking the FAA to finally allow fully-built gyroplanes. He didn’t get a yes, but when Roy Beisswenger and I started our advocacy work, we took up the case again. Between Gremminger’s efforts and ours, I’m pleased that we will finally have factory-built gyros available for enthusiasts.

All this and more was available on opening day, despite weather challenges to the east, holding up the arrival of some aircraft. BushCat is expecting two aircraft, as is Jabiru. What I believe this list shows is that these companies are all willing to spend the money and take the time to bring multiple aircraft to the Midwest LSA Expo. One of the main reasons the show is popular and successful is the great ease of getting a demo flight in an airplane. Get on the schedule and when it’s your turn, it takes literally a few minutes to get airborne. Marvelous! Plus, entry to the show and parking are free.

The post Pilots, Aircraft Manufacturers Connect as Midwest LSA Expo Opens appeared first on FLYING Magazine.

A Cross-Country Machine

That ’s exactly the market space Bristell’s U.S. importers and sales representatives seek to serve. BRM Aero—which builds the Classic and its special light sport aircraft (SLSA) version—is based in the Czech Republic. Roughly 800 models have been delivered globally, with 100 in the U.S. flown by private owners and flying clubs. 

Bristell national sales manager John Rathmell thinks the model has found an excellent niche. Rathmell explained the SLSA: “It just fits in as an excellent all-around airplane for multiple reasons. Quality, performance, comfort, and cost efficiency—without the need for a medical.”

BRM Aero launched the SLSA 10 years ago in a customizable way, with a series of engine and avionics choices to select depending on where the airplane is based and the specifics of the mission. We flew two of the SLSA versions, both IFR-ready, with the higher-powered, turbocharged Rotax 915iS option.

With the wide cockpit—130 cm or 51.2 inches—and clear expanse of canopy, the SLSA feels from the outset more like a cross-country machine that has been designed with comfort in mind. For example, the thoughtfully placed vents (an option) and the ability to taxi with the canopy open give relief on hot days. Rathmell cautions, “If you want to load the plane up with a ballistic recovery system, long-range tanks, and IFR avionics, you must keep in mind the 1,320-pound LSA weight limit has not yet changed, so you can find yourself bumping up against the max weight during the build spec phase.”

On the Bristell website, design options just scratch the surface of what is possible. It also lends itself to browsing through the company’s other models, the B23 and B23 Turbo, and the upcoming high-wing B8. When MOSAIC passes, BRM is positioned to serve U.S. customers with faster, heavier aircraft that suit the cross-country market with even greater flexibility.

A. The Garmin G3X Touch provides the interface for most functions of the aircraft’s brainpower.

B. The throttle control sits next to the hand-actuated braking system.

C. The rudder pedals are adjustable while the seats are fixed in place, giving a comfortable yet sporty ride in the airplane.

D. The SLSA models flown for this report come with a Garmin autopilot and enhanced stability protection (ESP) to help keep the pilot upright in the event of an upset.

E. The angle of attack presentation is customizable by the pilot, and the entire glare shield’s red LED lighting flashes on brightly when an exceedance is imminent. You cannot miss it.

Power Up Front

The SLSA series comes from the factory with a choice of Rotax engines. The baseline 912 ULS delivers 100 hp on a normally aspirated powerplant with a reduction gearbox, and it creates a standard LSA that most folks understand and complies with ASTM standards as well as the FAA’s light sport guidelines in the U.S.

The basic empty weight of the SLSA model is 725 pounds, and is designed for a maximum takeoff weight of 1,320 pounds (roughly 600 kg), allowing for operations in the EU in the UL category as well.

However, the enticing 915iS in the SLSA prom-ises more power, speed (at altitude), and operational flexibility. The turbocharged engine offers up to 141 hp (135 hp at max continuous power and 5,500 rpm), allowing the LSA to slide into the outside lane. That extra capability up front translates into a wider performance margin—also benefiting from the SLSA’s 100-pound lighter empty weight than its competitors. The four-cylinder 915iS integrates a beefier reduction gearbox and supports the more advanced electrical system needed to power the SLSA’s avionics. The engine also prefers an MTV-34-1-A hydraulically adjustable three-blade constant-speed propeller. However, the regs require a ground-adjustable prop. We flew with both the DUC 4-blade and Sensenich 3-blade options, with the DUC giving a bit more speed in cruise.

Brains—And Safety Modes

On the flight deck, the Bristell LSA features a standard package tailored to suit customer needs within the personal transportation realm. The panel is designed around dual Garmin G3X Touch integrated flight displays. Options include the Garmin 750, dual remote radios, audio panel and intercom, and a G5 electronic flight instrument to provide additional backup. A GMC507 autopilot panel provides 3-axis functionality. With the magic boxes up front, the full enhanced stability protection (ESP), Safe Glide, XM weather and music, and angle of attack (AOA) info comes along, enabled by the Garmin avionics suite and a heated AOA probe.

The safety modes can be configured to present data on the display(s) in various ways, and ESP maybe turned off to facilitate the advanced maneuvering required for flight training—or, as in our case, a thorough demo flight profile to fully explore the performance envelope.

First Take

Rathmell wanted to introduce me to the model prior to our date down south for the photo mission, so he flew a customer airplane over from the company’s U.S. headquarters in Lancaster, Pennsylvania. N247BW came dressed a bit differently in a red, white, and blue American flag-inspired color scheme.

With the steerable nose wheel and a hand-actuated braking system, it didn’t take long for me to get the hang of taxiing and ground maneuvering. We also briefed the emergency use of the BRS ballistic recovery system, with its bright red aluminum handle located at my right knee.

It was a bumpy day in the traffic pattern, with winds gusting in the high 20s, generating rough air down low. We took three trips around—one demo landing, one with me on the controls and Rathmell coaching, and one on the long runway to demonstrate the 90-degree-crosswind prowess of the airplane, which is significant.

It was a great way to judge how the model handles moderate chop, like a much heavier airplane. With the tightly-coupled, center-mounted control stick low-slung in my lap, it was natural to brace against my inner legs to dampen erratic movement caused by the chop. And we vowed to fly more in better conditions.

The sporty interior can feature high-voltage styling , while the Rotax 915iS up front delivers the goods. [Credit: Leonardo Correa Luna]

Flying Style

The coastline south of Marco Island, Florida, shows few signs of the devastating Hurricane Ian that pummeled its way through the Fort Myers area to the north. A few mangroves reveal tumbled-over trunks and branches in bunches teetering right above the level of the gulf waters that inundate southwestern Florida.

We can see this clearly as we circle lower and lower—1,000 feet, then 800 feet above the water—to capture the backgrounds against which the highway-stripe-yellow and silver-gray mantle of the Bristell we’re flying will surely pop, accentuating its sleek and speed-parlaying lines. 

During the aerial photo mission, Rathmell flies off the AirCam, then hands the controls over to me so that I can see how the Bristell SLSA handles in close formation flight. This is where you find out how deftly you can manage the throttle in fine increments and how balanced the controls feel in slow flight—because we ask strange things of the ailerons, rudder, and elevator to stay on station and make the airplane do what the photographer asks.

The throttle is not big even in my relatively small hands, and fine movements are possible but perhaps not as easy as when using a throttle lever with a longer throw. Still, the solidness of the stick means it takes intention to induce roll and pitch—and that’s a good thing. After the sun hits the horizon, sinking into the west, we’re done taking photos—but we still have at least 45 minutes before full-on darkness arrives. So Rathmell and I break off and climb so that I can taste the “high work”: the maneuvers that form the baseline of my process in sampling an airplane.

First off, our climb starts with setting the power back up from station-keeping to max continuous (5,500 rpm) so that I can see a climb at best rate (84 kias)—we get an average of about 1,400 to 1,600 fpm from 1,500 feet to 3,500 feet msl. Once at altitude, I set airspeed below VA (97 kcas) to get my groove together for a couple of steep turns to the left and right.

Then it’s on to slow flight, and I relax the throttle back to bleed off airspeed while I hold a level attitude. We’re aiming first for 75 kias, the top of the white arc, so we can deploy flaps, incrementally to full. Doing so induces almost no pitching moment—a point Rathmell had demonstrated on one of our takeoffs on the earlier flight by showing what a non-event it was if you forget to bring the flaps up before you start a takeoff roll and dump them all at once right after takeoff. Those flaps—along with the stabilizer—are large and efficient. The airplane wallows around a bit at low speed—the AOA gets cross with us, and the glare shield’s red LED under-panel lighting flashes on. You can’t miss the fact you are deep into the low end of the scale. It takes a sharp pull back to get the airplane to break in the power-off stall, and it’s more of a mush at roughly 43 knots on the tape. With power on, there’s a wing drop to the left for us, at about 47 knots indicated.

I also put the sporty airplane through a few back and forths in lazy 8s to feel the Bristell’s control coupling and arc through low speed to high as we slice an 8 on its side through the horizon. The view from the left seat allows for a broad look around, with no struts. We level at 3,000 feet and set power at 4,400 rpm and 23.3 inches for the cruise back to KAPF, giving us 36 percent power. We’re loafing along at 103 knots indicated (109 ktas) as a result. We have been sipping fuel all along, but this shows us at 4.5 gph in eco mode—full power translates to 10.5 gph. The wing tanks hold a total of 16 gallons (21.6 gallons with extended-range tanks) per side for an endurance of 6.5 hours plus VFR reserves at best economy power. All of my initial landings came together easily within 900 feet of ground roll on the runway—and the nearly-night landing back at Naples was even shorter.

BRM Aero Bristell SLSA

• Price (fully equipped, as tested): $366,000

• Engine: Rotax 915iS, turbocharged

• TBO (or equivalent): 1,200 hours

• Horsepower: 141 hp, maximum continuous

• Propeller: Sensenich 3-blade composite

• Seats: 2

• Wingspan: 9.13 m, 29.53 ft.

• Length: 6.45 m, 19.68 ft.

• Height: 2.28 m, 6.56 ft.

• Cabin width: 130 cm, 51.2 in.

• Baggage Weight: 55 kg, 121.25 lbs.

• Basic Empty Weight (U.S. SLSA): 725 lb.

• Max Takeoff Weight (U.S. SLSA): 1,320 lb.

• Basic Useful Load: 595 lb.

• Fuel: 120 liters/ 32 gal., 28.5 gal.usable (standard tanks); 43.2 gal. total(extended range tanks)

• Max Rate of Climb: 1,500 fpm

• Max Operating Altitude: 23,000 ft.

• Stall Speed (flaps extended): 43 kias

• Max Cruise Speed:120 ktas, at sea level,max continuous power

• Max Endurance: 6.5 hours plus VFR reserves at best economy power

• Takeoff Distance, Sea Level (over a 50 ft. obs.): 331 m, 1,086 ft.

• Landing Distance, Sea Level (over a 50 ft. obs.): 391 m, 1,283 ft

Interior Details

The two-seat airplane has low-slung seats, placing you in drive mode, with adjustable rudder pedals. The comfort factor is real, not just reported, with a cockpit layout that puts everything in reach. The baggage compartment is accessible in its entirety from the seats, with a 15 kg (about 33 pounds) capacity. Two wing lockers hold an additional 20 kg (about 44 pounds) apiece but cannot be reached in flight unless you pull a wing-walking move (not recommended).

The interior selections run from utility to luxury leather options, with a sporty theme informing the ones in those models we tested for this report. Details include map pockets and a stash box in the central armrest. 

Every Bristell comes with a custom tool kit that Rathmell says is designed to facilitate happy cross-country flying, from minor maintenance adjustments to being able to tie down on unfamiliar ramps.

The Family Behind the Bristell

John Rathmell figures he now has as many hours in Bristell aircraft as anyone in the U.S. With more than 800 aircraft delivered worldwide, that distinction is sure to change in the coming years. The Czech company runs a boutique-style shop, crafting about 120 custom aircraft in total each year, with a couple dozen of those headed for the U.S. from its headquarters in Kuňovice. It’s a solid production run that ensures a personal touch on each airplane that’s built.

Family Founders

The name “Bristell” derives from Bristela, the surname shared by the father and son who established and run the company. Father Milan Bristela, founder and CEO, earned his degree in aircraft certification and production from the Antonín Zápotocký Military Academy in Brno, Czech Republic. He’s been in aviation since 1983.

The BRM models resemble another light sport airplane—the Sport Cruiser/PiperSport. Milan worked on that design with Czech Sport Air Works prior to its U.S. introduction. However, Piper’s LSA partnership never gained traction, and Milan knew he could improve on that design with his own evolution. Therefore, with son Martin, he founded BRM Aero S.R.O.in 2009 with the intention of creating LSA and ultralight category-leading aircraft for personal use and pleasure. Martin is a full partner and also the COO, with a background in racing automotive maintenance and the instrument/commercial pilot license he ‘s secured—and we expect he’ll take the reins as his dad spends more time in the design department.

BRM Aero has produced a retract model, not available in the U.S., the Bristell RG, and a “spur gear” airplane, the Bristell TDO. The OEM built its own state-of-the-art facility at the Letiště Kunovice airport (LKKU). Today, it employs more than 130 people, and it plans to increase production by 50 in the next two years.

International Growth

The Bristelas had long set their sights on reaching farther than the EU’s borders with their designs, so in 2012, they connected with their first U.S. importers and continued that with the establishment of the relationship with Lou Mancuso, of Sport Flying USA, with whom Rathmell has partnered, along with Rich Maisano and others. They represent a steady support structure for the U.S. market, stocking new engines and significant parts inventory. Each aircraft comes with an 18-month, 200-hour factory warranty and post-warranty service plan, which includes mods as well as required maintenance and repair work.

The fit and finish of the models we tested speaks to why pilots have raved about the Bristell SLSA ever since.

Better Training

One key area in ensuring both the customer’s satisfaction and their safety lies in good training. After we flew, Rathmell handed me a challenge coin marking my induction into the ranks of Bristell pilots. On the reverse, it’s stamped with the acronyms “DFGAP,” “GPA,” and “PLC.” These mnemonics stem from Mancuso’s “Landing Doctor” training program developed for light sport aircraft and refined for the Bristells. They stand for “defined go-around point,” ground proximity awareness,” and “personal limitations checklist.”

Mancuso and Rathmell intend for pilots to carry this tangible reminder in their pocket—and take those safety points to heart.

This article was originally published in the April 2023, Issue 936 of  FLYING.

Shop new and used Bristell SLSA’s on aircraftforsale.com

The post We Fly: BRM Aero Bristell SLSA appeared first on FLYING Magazine.

Powered by a turbocharged Rotax 915iS turning a DUC 4-blade or Sensenich 3-blade prop, the Bristell uses that 135 horsepower at max continuous to leap off the runway, as it did both in Editor in Chief Julie Boatman’s test flights and during the photo shoot for the feature in FLYING shot down at Naples Airport in Florida.

The post Watch the We Fly Bristell SLSA appeared first on FLYING Magazine.

In a reception hosted on April 19, H55’s André Borschberg, co-founder and executive chairman, joined BRM CEO Milan Brištela in updating on the joint project, based on the Bristell B23 CS-23 certificated two-seat, low-wing airplane.

The B23 Energic is closing in on its own European Union Aviation Safety Agency (EASA) CS-23 type certification, with a robust testing program out of H55’s home base at Sion Airport (LSGS) in Switzerland. The B23 Energic utilizes H55’s EPS 100 kW propulsion system, and should be capable of training missions standard for initial pilot certification, according to the company.

“With the change of requirements of EASA, we are proposed to adapt the design of this motor, and the certification is scheduled for next year—not far away, mid 2024” said Borschberg. “So I’m very happy…these technologies satisfy the requirements for certifications,” that pertain to testing the ability of the airframe/motor/battery pack to survive and contain an overheating or fire scenario.

The first application for the model is in flight training, according to Borschberg. In fact, a parallel project the company is working on is the electrification of the Piper Archer in concert with CAE and the OEM. “That’s also scheduled for 2025,” he confirmed, progressing with a version of Safran’s ENGINeUS 100 hybrid electric motor, also capable of 100 kW.

Origins of H55

Borschberg’s name may ring a bell for other reasons: He was co-founder and CEO of Solar Impulse, which completed its first round-the-world flight in 2016. H55 is the technological derivative of that project, with a mission to bring electric aircraft into certification and operations.

Its core product centers around the energy storage side of the equation, with its Electric Storage System (ESS). The ESS consists of battery packs, battery management systems, and interfaces with the EPS, or electric propulsion system in question. The ESS is lightweight and scalable to a customer’s requirements and designed to sustain voltage up to 1,250 volts.

The post H55 Electrifies the Sustainable Trail at AERO appeared first on FLYING Magazine.

On the cover we feature the speedy and smart BRM Aero Bristell B23 Turbo—captured in flight over the southwestern Florida coast.

Inside the pages, we review the latest in home flight sim gaming, plus a head to head Air Compare of the Mooney M-series and the Grumman Tiger, and a plan for you to fly more light sport aircraft in 2023. Plus we give you all of the columns and proficiency articles you’ve come to expect from our deep bench of expert contributors—so make sure you’ve subscribed. You’ll also get a chance to win in our Ultimate FLYING Giveaway!

The post Which <i>FLYING</i> Cover Catches Your Eye? appeared first on FLYING Magazine.

One advantage to flying an LSA is that they can be flown with a sport pilot certificate, with only a valid driver’s license needed as proof of medical competency. While flight training prices vary throughout the country, it is generally accepted that a sport pilot ticket can be earned for about half the cost of a private pilot certificate.

Let’s take a look at some of the LSAs that are available in the U.S. market today.

The Major Players

For efficient flying that comes with spectacular ramp appeal, Bristell’s Classic LSA is one of the best looking in this category. Owners can see great performance numbers and fuel mileage behind a variety of available Rotax engines, and with a heavy-duty wing spar suitable for flight training and comfortable seating for two, this model makes a great cross-country flyer. 

Tecnam’s Astore looks impressive on the ramp or in the air and is offered with an analog panel at the base price with optional avionics packages, including either a Dynon SV1000 or Garmin G3X panel. A Rotax 912 ULS engine allows the Astore to easily cruise at the 120 knots calibrated airspeed (kcas) LSA limit on about 4.5 gph fuel burn. 

Sling’s LSA is a proven design with numerous world circumnavigation flights completed by a range of pilots, and the model delivers “highly responsive” flight controls that “give it the distinct qualities of a fighter jet,” according to Sling. A range of 750 nm comes from the Rotax 912 ULS or 912 iS powerplant, and a refined interior and avionics from Garmin round out the Sling’s standard equipment list. 

Other best sellers are Flight Design’s F2 and CubCrafter’s Carbon Cub SS. A single 10-inch Dynon SkyView display anchors the glass panel of the F2 and “sport seats” assure a pleasant ride for short hops or long flights. An electric pitch trim system and a full array of Whelen LED exterior lighting has helped fill Flight Design’s order book. 

For serious backcountry fun, the Carbon Cub SS is hard to beat. With a takeoff distance of 60 feet in perfect conditions claimed by the factory and a leisurely 32-knot stall speed, this model will get its lucky owners into the smallest of off-airport strips when STOL performance is required. A Titan CC340 180 hp engine up front delivers where it counts.

Amphibian LSAs

Dominating the light sport amphibian market are two very popular models, the Icon A5 and SeaRey Elite SLSA. Both provide those seeking fun in the air and on the water with well-finished, capable airframes, and the latest in glass avionics. 

Icon’s A5 is perhaps the most dramatic design on the LSA market—with an interior that looks like it was lifted from an exotic automobile built by hand in an Italian hill town. The line between aircraft and automobile is blurred, and with folding wings making the A5 trailerable, this fun ride has become popular in recent years. 

While styled in a more traditional way, SeaRey’s Elite SLSA has been a consistent seller for years and offers lucky owners a well-built airframe and plenty of power to operate in high and hot environments. With a spirited 350-foot water takeoff run and 1,100 fpm rate of climb behind a turbocharged 115 hp Rotax 914 ULS engine, the Elite gets in and out of most any lake or waterway. 

A Few Global Surprises

One of the most important attributes of LSA manufacturers worldwide has always been their ability to innovate. And because this niche of aviation is extremely popular in the European Union where the types are flown as “ultralights,” there are dozens of makers producing beautiful LSAs that are made “across the pond” and imported into the U.S. market. 

Take the Viper SD4 from Czech-Republic maker Tomark Aero. From the slick lines of the all-metal airframe to a seriously well-developed interior, the SD4 could be the best-looking LSA you’ve probably never heard about until now. Another contender for that title is the JMB Aircraft VL3 series, currently certificated under the European Union Aviation Safety Agency (EASA) regs for ultralights. Certain versions can be operated in the U.S. under the S-LSA rules, or in the experimental/exhibition category. 

Another make/model that will make you say, “Why haven’t I ever heard of this airplane before?” is the Fusion 212 SLSA manufactured by Magnus Aircraft. This Hungarian-built SLSA is as good as it gets in LSA styling, but underneath that sleek skin, a big surprise is waiting. Due to a very strong airframe, the Fusion 212 became the first and only SLSA to be certified by the FAA for upset recovery training, intentional spins, and basic aerobatics (+6/-3 Gs). This adds a valuable layer of training functionality to this fuel-efficient SLSA, making the 212 attractive to flight schools.

Most Affordable LSAs

When the light sport category was created by the FAA in 2004, it was one of the most significant changes to regulations in the agency’s history. One aspect of the then-new “LSA” and “sport pilot” aircraft and pilot certification categories was that there would be a vast number of very affordable new airplanes coming into the marketplace. In reality, most LSAs today are loaded with glass panels and features buyers desire, which has driven base prices up. There are, however, a few models that still carry a base price under $90,000, so let’s take a look at two of them. 

One of the most attractive buys for a new SLSA is the Pipistrel Alpha Trainer, a well-equipped machine with a base price of $88,443. The Alpha Trainer is a great buy at that price, owing to its long list of standard features that include a Rotax 912 UL2 80 hp, four-stroke carbureted engine, Garmin GTR 200 radio with built-in intercom, Garmin GTX 335 transponder with ADS-B out, a Garmin Aera 660 GPS, and a standard ballistic parachute rescue system. 

Because the Alpha Trainer is meant to handle the daily abuse of hard landings thrown at it by new student pilots, the airframe is tough and durable. With its 13.2-gallon fuel tank, owners will see around 380 miles of range (with reserves) at normal cruise speeds of just under 110 knots. 

Also in the sub-$90,000 price range is the BushCat from SkyReach. The BushCat was designed to handle the rugged African bush country with a design made for easy assembly and repair in remote areas. For a very attractive $87,500 base price, the ready-to-fly BushCat SLSA offers a lot of features you might not expect in this price range, including full flight controls, a strong aluminum tubular frame, a 24-gallon “crack safe” fuel tank, and height-adjustable seats. Power for the BushCat comes from either the Rotax 912 UL 80 hp or Rotax 912 ULS 100 hp engine, and with its strong “bush country” pedigree, dropping in next to a pristine stream in Idaho or Montana to catch your dinner suits the BushCat well. 

Build It Yourself

For those pilots who are skilled in engineering—or at least eager to learn—and know their way around a shop full of tools, building an experimental/amateur-built (E/AB) kit airplane that can be flown with a sport pilot certificate might be the best way to reduce base price while receiving maximum performance. 

Kitfox Aircraft makes several versions of kits for sport pilots such as their Super Sport, Speedster, and STOL STi, which delivers a remarkable 175-foot landing roll. All three can be built for an average build time of about 1,000 hours, according to the factory. Zenith Aircraft also makes some well-proven kits that can be flown by sport pilots, including the CH650, CH701 STOL, and CH750 Cruzer. With a 100-foot takeoff and 125-foot landing, Zenith’s CH750 STOL is popular among builders with eyes on the backcountry. 

The RV-12iS E/AB kit from Van’s Aircraft delivers the builder/owner with a solid performer that is also produced from the factory as a fully built SLSA. Like the entire RV line from Vans, it is not uncommon to see an RV-12iS pilot sporting that famous “RV grin” because of the model’s nimble handling.

MOSAIC: A Question Mark

The FAA is now working on its Modernization of Special Airworthiness Certificates (MOSAIC) regulations rewrite, and while details remain to be fully spelled out, it is believed that the final rule will open up what makes/models of airplanes could be flown with a sport pilot certificate. If the current weight and speed limits are expanded, it could mean that larger, faster, and more capable four-seat airplanes—like a Cessna 152 or 172, or a Piper Cherokee—could be flown with a sport pilot certificate. The FAA is working towards a December 2023 deadline on MOSAIC, after which the impact to the LSA market will be seen.

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