AOPA Pilot Magazine - April 2020 - 70

THE ROTAX 915iS is fuel-injected and turbocharged.

The Up/Down button on the throttle quadrant is not a
flight control, but instead is climate control. The fronthinged canopy can be opened while taxiing.

The airplane's joystick has three buttons: push-to-talk switch,
electric trim adjuster, and a button lower on the column itself that
switches the frequencies in the number one com radio. That's a
handy addition, except when you accidently flop the frequencies,
as I did.
The Bristell has a sort of glove box between the two seats that
is just the right size to store a pair of sunglasses. Behind the two
seats there's storage space that can hold 33 pounds-certainly
enough for one or two medium-sized bags, and your flight bag.
A wing locker on each side, secured with a key, offers additional
storage. Each locker holds 40 pounds. Put a quart or two of oil in
there and some cloths and cleaner, and you're ready for the next
cross-country.
The 915 started easily with the characteristic clatter a Rotax
seems to make when you haven't heard one in a while. Taxiing
out, the hand brake was sensitive but not overly so. It locks in place
when you are ready to do a runup. The steerable nosewheel is a
nice addition. Rathmell later demonstrated a favorite trick: He shut
down the Rotax while maneuvering the airplane 180 degrees into
its parking space.
Ground had directed us to taxi to Runway 5 at Frederick, but
indicated we'd need to do an intersection takeoff because of a disabled airplane at the threshold. That gave us about 2,400 feet of
runway to play with, and it was more than enough. With two adults
and 20 gallons of fuel, the Bristell was up and off the runway in
300 feet.
Climbing to 10,000 feet, we kept the Bristell's nose at a
12.5-degree pitch attitude to achieve VY of 65 knots. We climbed
at better than 1,200 feet per minute all the way up, helped in part
by a four-blade DUC Helices Flash 3 composite propeller, which
is optional. The ground-adjustable DUC propeller looks as good
on the ground as it works in the air, adding a bit of warbird style
to the design.
We passed over the cement plant in Westminster, Maryland,
and I blinked, because it looked smaller than usual; I realized we
were at 5,000 feet and climbing, whereas usually I'm overflying
70 | AOPA PILOT April 2020

the cement plant on my way to 3,000 feet. We reached 10,000
feet in 7.5 minutes.
"So, if getting to smoother air matters to you, this airplane
might be your answer," Rathmell said.
Now, about the airspeed. The regulations governing light sport
aircraft limit the performance to 120 knots calibrated airspeed. At
10,000 feet msl, we were doing 124 knots indicated, resulting in
145 knots true airspeed.
The Garmin G3X panel was configured to display performance,
altitude, and attitude on the primary flight display and a moving
map with ADS-B In on the multifunction display. On this airplane
the G3X had Bluetooth capability so the pilot and passenger could
listen to music through the audio panel.
The Bristell handles nicely and feels solid. During a power-off
stall, the break was gentle. I flew the approach to the power-on stall
recovery at 65 percent power, lest the 915 keep us hanging in the air.
It took some doing to stall the airplane, but it eventually did, and
the break was not abrupt. It's worth noting that the Bristell does
not have a stall warning horn. A GI 260 angle of attack indicator is
included in the signature Garmin G3X touch radio package, which
at $38,278 is about $10,000 more than the basic package. The signature package also includes two displays.
Heading back to Frederick, we slowed the airplane to 75 knots
and added full flaps. We then retracted the flaps all at once instead
of incrementally (I know what you're thinking). The airplane
barely rippled in response. That will make many flight instructors
sleep easier at night.
LIGHT ON ITS WHEELS

As with other LSAs, you can't expect to pull off the power on
final and float to the ground in a Bristell. You'll want to leave
in just a bit of power. The Bristell lands nicely when you do
that. Keep the stick back and nosewheel up, Rathmell advised:
Doing so gives you additional rudder authority on the ground.
Let the nose fall too soon and rudder authority is sloppier; the
airplane wallows.



AOPA Pilot Magazine - April 2020

Table of Contents for the Digital Edition of AOPA Pilot Magazine - April 2020

Contents
AOPA Pilot Magazine - April 2020 - Intro
AOPA Pilot Magazine - April 2020 - Cover1
AOPA Pilot Magazine - April 2020 - Cover2
AOPA Pilot Magazine - April 2020 - Contents
AOPA Pilot Magazine - April 2020 - 2
AOPA Pilot Magazine - April 2020 - 3
AOPA Pilot Magazine - April 2020 - 4
AOPA Pilot Magazine - April 2020 - 5
AOPA Pilot Magazine - April 2020 - 6
AOPA Pilot Magazine - April 2020 - 7
AOPA Pilot Magazine - April 2020 - 8
AOPA Pilot Magazine - April 2020 - 9
AOPA Pilot Magazine - April 2020 - 10
AOPA Pilot Magazine - April 2020 - 11
AOPA Pilot Magazine - April 2020 - 12
AOPA Pilot Magazine - April 2020 - 13
AOPA Pilot Magazine - April 2020 - 14
AOPA Pilot Magazine - April 2020 - 15
AOPA Pilot Magazine - April 2020 - 16
AOPA Pilot Magazine - April 2020 - 17
AOPA Pilot Magazine - April 2020 - 18
AOPA Pilot Magazine - April 2020 - 19
AOPA Pilot Magazine - April 2020 - 20
AOPA Pilot Magazine - April 2020 - 21
AOPA Pilot Magazine - April 2020 - 22
AOPA Pilot Magazine - April 2020 - 23
AOPA Pilot Magazine - April 2020 - 24
AOPA Pilot Magazine - April 2020 - 25
AOPA Pilot Magazine - April 2020 - 26
AOPA Pilot Magazine - April 2020 - 27
AOPA Pilot Magazine - April 2020 - 28
AOPA Pilot Magazine - April 2020 - G1
AOPA Pilot Magazine - April 2020 - G2
AOPA Pilot Magazine - April 2020 - 29
AOPA Pilot Magazine - April 2020 - 30
AOPA Pilot Magazine - April 2020 - 31
AOPA Pilot Magazine - April 2020 - 32
AOPA Pilot Magazine - April 2020 - 33
AOPA Pilot Magazine - April 2020 - 34
AOPA Pilot Magazine - April 2020 - 35
AOPA Pilot Magazine - April 2020 - 36
AOPA Pilot Magazine - April 2020 - 37
AOPA Pilot Magazine - April 2020 - 38
AOPA Pilot Magazine - April 2020 - 39
AOPA Pilot Magazine - April 2020 - 40
AOPA Pilot Magazine - April 2020 - 41
AOPA Pilot Magazine - April 2020 - 42
AOPA Pilot Magazine - April 2020 - 43
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AOPA Pilot Magazine - April 2020 - 46
AOPA Pilot Magazine - April 2020 - 47
AOPA Pilot Magazine - April 2020 - 48
AOPA Pilot Magazine - April 2020 - 49
AOPA Pilot Magazine - April 2020 - 50
AOPA Pilot Magazine - April 2020 - 51
AOPA Pilot Magazine - April 2020 - 52
AOPA Pilot Magazine - April 2020 - 53
AOPA Pilot Magazine - April 2020 - 54
AOPA Pilot Magazine - April 2020 - 55
AOPA Pilot Magazine - April 2020 - 56
AOPA Pilot Magazine - April 2020 - R-1
AOPA Pilot Magazine - April 2020 - R-2
AOPA Pilot Magazine - April 2020 - R-3
AOPA Pilot Magazine - April 2020 - R-4
AOPA Pilot Magazine - April 2020 - R-5
AOPA Pilot Magazine - April 2020 - R-6
AOPA Pilot Magazine - April 2020 - R-7
AOPA Pilot Magazine - April 2020 - R-8
AOPA Pilot Magazine - April 2020 - 57
AOPA Pilot Magazine - April 2020 - 58
AOPA Pilot Magazine - April 2020 - 59
AOPA Pilot Magazine - April 2020 - 60
AOPA Pilot Magazine - April 2020 - 61
AOPA Pilot Magazine - April 2020 - 62
AOPA Pilot Magazine - April 2020 - 63
AOPA Pilot Magazine - April 2020 - 64
AOPA Pilot Magazine - April 2020 - 65
AOPA Pilot Magazine - April 2020 - 66
AOPA Pilot Magazine - April 2020 - 67
AOPA Pilot Magazine - April 2020 - 68
AOPA Pilot Magazine - April 2020 - 69
AOPA Pilot Magazine - April 2020 - 70
AOPA Pilot Magazine - April 2020 - 71
AOPA Pilot Magazine - April 2020 - 72
AOPA Pilot Magazine - April 2020 - 73
AOPA Pilot Magazine - April 2020 - 74
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AOPA Pilot Magazine - April 2020 - 85
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AOPA Pilot Magazine - April 2020 - 89
AOPA Pilot Magazine - April 2020 - 90
AOPA Pilot Magazine - April 2020 - 91
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AOPA Pilot Magazine - April 2020 - 94
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AOPA Pilot Magazine - April 2020 - Cover3
AOPA Pilot Magazine - April 2020 - Cover4
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