One proven airframe. Three landing gears. Every engine from 100 to 160 HP (73.5–117.6 kW).
The Bristell UL/LSA family is where most Bristell stories begin — our best-selling line, flown by flight schools and private owners around the world. The Classic, RG and TDO are the same proven all-metal aircraft with three different characters: fixed gear for simple, honest flying, retractable gear for speed, and a tailwheel for pilots who fly for the joy of it. Whichever you choose, you configure it your way — engine, propeller and panel. In Europe it flies under national ultralight rules; in the USA as a Light Sport Aircraft.
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There is no age limit on starting — ultralight and Light Sport licensing carries the lightest requirements in aviation, with lighter medical rules than certified aircraft. Forgiving handling, predictable stall behavior and dual sticks make the first lessons easy.
The operating economics a training fleet needs — engines that run on automotive MOGAS, TBO up to 2,000 hours and a forgiving airframe that instructors trust for first solos.
The retractable-gear RG reaches up to 155 KTAS (287 km/h) and a range beyond 755 NM (1,400 km) — serious touring performance in the UL/LSA category.
One airframe, three characters — the landing gear decides how it flies.
The Classic is where the family starts — a steerable nose wheel, simple and honest handling, and fixed gear with MOGAS operation that keeps running costs the lowest in the family. The workhorse of flight schools, and the lightest way into glider towing with an optional towing hook.
Hydraulically retractable landing gear cuts drag and turns the same airframe into a serious cross-country machine — up to 155 KTAS (287 km/h) with the 916 iS and a range beyond 755 NM (1,400 km).
The tailwheel TDO is pure stick-and-rudder flying, with heavy-duty wing spars as standard and the same wide cockpit — at home on grass strips and backcountry fields.
Every aircraft in the family shares the same all-metal, low-wing construction — simple to inspect, simple to maintain and proven across decades of school and private flying. The bubble canopy gives all-round visibility from both seats.
The Classic, RG and TDO share the same 130 cm (51.2 in) cabin — the widest in the UL/LSA category — with dual sticks and a panel you specify yourself, from analog gauges to full Garmin glass.
In this family, the panel is entirely yours — a fully analog panel on the carbureted 912 ULS, or Garmin glass up to a full cockpit with autopilot, ADS-B and an IFR-capable navigator. Every item is optional and configured to your mission; fuel-injected iS engines are always delivered with a digital engine-monitoring display.
Analog flight instruments (airspeed, altitude, vertical speed, compass) plus analog engine gauges, the standard panel on the UL/LSA base aircraft. A simple, familiar layout popular for ab-initio training and pilots who prefer a serviceable panel. Glass can replace or supplement it.
Garmin's integrated flight display — NAV/COMM radio and audio panel built into the screen, so one display replaces the whole radio stack, with SafeTaxi, a dedicated emergency button and synthetic vision.
Two Garmin G3X Touch glass displays showing flight instruments, moving map and full engine monitoring. Touch control with physical knobs as backup, so the pilot is not fighting a touchscreen in turbulence.
Garmin GMC 507 autopilot with a dedicated Blue LEVEL button that returns the aircraft to wings-level flight at a single push. It handles the routine legs to cut pilot workload, and the pilot stays in command for the parts that matter.
Touchscreen GPS, NAV and COM navigator with LPV approach capability for instrument approaches down to near-precision minimums.
B23 is certified for Night VFR with the glass cockpit, autopilot and lighting to support it. On UL/LSA models night flying is a build-up option, not a certification.
One airframe carries four Rotax engine options — the carbureted 912 ULS (100 HP / 73.5 kW), the fuel-injected 912 iS (100 HP / 73.5 kW) and the turbocharged 915 iS (141 HP / 103.7 kW) and 916 iS (160 HP / 117.6 kW). Every fuel-injected iS engine has FADEC electronic engine management, all run on automotive MOGAS or AVGAS — and the turbocharged engines hold their performance at altitude.
Rotax 912 ULS
100 HP / 73.5 kW
Rotax 912 iS Sport
100 HP / 73.5 kW
Rotax 915 iS
141 HP / 103.7 kW
Rotax 916 iS
160 HP / 117.6 kW
| Engine | Rotax 912 ULS | Rotax 912 iS Sport | Rotax 915 iS | Rotax 916 iS |
|---|---|---|---|---|
| Power | 100 HP / 73.5 kW | 100 HP / 73.5 kW | 141 HP / 103.7 kW | 160 HP / 117.6 kW |
| Injection / FADEC | Carbureted | Fuel injection · FADEC | Fuel injection · FADEC | Fuel injection · FADEC |
| Fuel | MOGAS / AVGAS | MOGAS / AVGAS | MOGAS / AVGAS | MOGAS / AVGAS |
| TBO | 2,000 hours | 2,000 hours | 1,200 hours | 2,000 hours |
Every aircraft in the family leaves the factory with a propeller matched to its engine and mission — fixed-pitch, ground-adjustable or constant-speed, configured to order. A ground-adjustable propeller keeps operation simple; a constant-speed unit automatically adjusts blade pitch to hold optimal RPM through climb and cruise, making the most of the turbocharged engines.
With the 912 iS and a constant-speed propeller, optional SLPC with FADEC combines throttle and propeller control in one lever — engine management stays simple and the propeller is always set right.
The equipment that defines the family — and the options that make each aircraft its owner's.
All-metal aircraft structure that deforms predictably under load and shows damage on the surface, unlike composite where damage can stay hidden. Fatigue behavior is predictable and well understood.
Benign, forgiving handling with gentle stall characteristics and no sudden wing drop, which gives the pilot time to react. Well suited to training and lower-time pilots.
4-point AmSafe restraint system for both occupants on premium leather seats — better restraint and load distribution in a hard landing or impact.
The comfort of the most spacious cabin in its class — 130 cm (51.2 in) wide, and comfortable for two even on long cross-country flights.
Centre-stick design with independent left and right sticks. No control yoke obstruction, for a direct and intuitive control feel.
Ballistic parachute that lowers the entire aircraft under a canopy in an emergency. Works within a defined minimum altitude and speed envelope.
Each landing gear with its engine options side by side — figures per model and engine. Rows where the models differ are marked next to the row label.
| Specification | Classic 912 Rotax 912 ULS | Classic 912iS Rotax 912 iS Sport | Classic 915iS Rotax 915 iS | Classic 916iS Rotax 916 iS |
|---|---|---|---|---|
| Weights & Dimensions | ||||
| MTOW | 600 kg / 1,323 lbs | 600 kg / 1,323 lbs | 600 kg / 1,323 lbs | 600 kg / 1,323 lbs |
| Useful load | 270 kg / 595 lbs | 270 kg / 595 lbs | 270 kg / 595 lbs | 270 kg / 595 lbs |
| Fuel capacity | 120 L / 31.7 gal | 120 L / 31.7 gal | 120 L / 31.7 gal | 120 L / 31.7 gal |
| Wingspan | 8.204 m / 26 ft 11 in | 8.204 m / 26 ft 11 in | 8.204 m / 26 ft 11 in | 8.204 m / 26 ft 11 in |
| Length | 6.04 m / 19 ft 10 in | 6.04 m / 19 ft 10 in | 6.04 m / 19 ft 10 in | 6.04 m / 19 ft 10 in |
| Cabin width | 130 cm / 51.2 in | 130 cm / 51.2 in | 130 cm / 51.2 in | 130 cm / 51.2 in |
| Performance | ||||
| Max speed (VH) | 123 KTAS / 228 km/h | 128 KTAS / 237 km/h | 148 KTAS / 274 km/h | 153 KTAS / 283 km/h |
| Rate of climb | 1,100 fpm / 5.6 m/s | 1,150 fpm / 5.8 m/s | 1,300 fpm / 6.6 m/s | 1,500 fpm / 7.6 m/s |
| Service ceiling | — | — | 20,000 ft / 6,096 m | 23,000 ft / 7,010 m |
| Certifications | ||||
| Cert basis | UL | UL | UL | UL |
| IFR | No | No | No | No |
| Night VFR | No | No | No | No |
| BRS parachute | Optional | Optional | Optional | Optional |
| Specification | RG 912 Rotax 912 ULS | RG 912iS Rotax 912 iS Sport | RG 916iS Rotax 916 iS | RG M 912iS Rotax 912 iS Sport | RG M 916iS Rotax 916 iS |
|---|---|---|---|---|---|
| Weights & Dimensions | |||||
| MTOW | 600 kg / 1,323 lbs | 600 kg / 1,323 lbs | 600 kg / 1,323 lbs | 600 kg / 1,323 lbs | 600 kg / 1,323 lbs |
| Useful load | 218 kg / 481 lbs | 214 kg / 472 lbs | 215 kg / 474 lbs | 214 kg / 472 lbs | 215 kg / 474 lbs |
| Fuel capacity | 120 L / 31.7 gal | 120 L / 31.7 gal | 120 L / 31.7 gal | 120 L / 31.7 gal | 120 L / 31.7 gal |
| Wingspan | 9.13 m / 29 ft 11 in | 9.13 m / 29 ft 11 in | 9.13 m / 29 ft 11 in | 9.13 m / 29 ft 11 in | 9.13 m / 29 ft 11 in |
| Length | 6.45 m / 21 ft 2 in | 6.45 m / 21 ft 2 in | 6.45 m / 21 ft 2 in | 6.45 m / 21 ft 2 in | 6.45 m / 21 ft 2 in |
| Cabin width | 130 cm / 51.2 in | 130 cm / 51.2 in | 130 cm / 51.2 in | 130 cm / 51.2 in | 130 cm / 51.2 in |
| Performance | |||||
| Max speed (VH) | 125 KTAS / 232 km/h | 125 KTAS / 232 km/h | 155 KTAS / 287 km/h | 125 KTAS / 232 km/h | 155 KTAS / 287 km/h |
| Rate of climb | 1,400 fpm / 7.1 m/s | 1,400 fpm / 7.1 m/s | 1,950 fpm / 9.9 m/s | 1,400 fpm / 7.1 m/s | 1,950 fpm / 9.9 m/s |
| Certifications | |||||
| Cert basis | UL | UL | UL | MOSAIC eligible · LSA | MOSAIC eligible · LSA |
| IFR | No | No | No | No | No |
| Night VFR | No | No | No | No | No |
| BRS parachute | Optional | Optional | Optional | Optional | Optional |
| Specification | TDO 912 Rotax 912 ULS | TDO 915iS Rotax 915 iS | TDO M 912iS Rotax 912 iS Sport | TDO M 916iS Rotax 916 iS |
|---|---|---|---|---|
| Weights & Dimensions | ||||
| MTOW | 600 kg / 1,323 lbs | 600 kg / 1,323 lbs | 600 kg / 1,323 lbs | 600 kg / 1,323 lbs |
| Useful load | 280 kg / 617 lbs | 240 kg / 529 lbs | 214 kg / 472 lbs | 215 kg / 474 lbs |
| Fuel capacity | 120 L / 31.7 gal | 120 L / 31.7 gal | 120 L / 31.7 gal | 120 L / 31.7 gal |
| Wingspan | 9.13 m / 29 ft 11 in | 9.13 m / 29 ft 11 in | 9.13 m / 29 ft 11 in | 9.13 m / 29 ft 11 in |
| Length | 6.45 m / 21 ft 2 in | 6.45 m / 21 ft 2 in | 6.45 m / 21 ft 2 in | 6.45 m / 21 ft 2 in |
| Cabin width | 130 cm / 51.2 in | 130 cm / 51.2 in | 130 cm / 51.2 in | 130 cm / 51.2 in |
| Performance | ||||
| Max speed (VH) | 130 KTAS / 241 km/h | 155 KTAS / 287 km/h | 125 KTAS / 232 km/h | 155 KTAS / 287 km/h |
| Rate of climb | 1,100 fpm / 5.6 m/s | 1,300 fpm / 6.6 m/s | 1,400 fpm / 7.1 m/s | 1,950 fpm / 9.9 m/s |
| Certifications | ||||
| Cert basis | UL | UL | MOSAIC eligible · LSA | MOSAIC eligible · LSA |
| IFR | No | No | No | No |
| Night VFR | No | No | No | No |
| BRS parachute | Optional | Optional | Optional | Optional |
One family, one class — flown under national ultralight rules in Europe and as a Light Sport Aircraft in the USA. The full authority-by-authority overview lives in the certification matrix.
Flown under national ultralight rules, country by country — the Classic and RG hold Germany DAEC type certification, and national UL registrations are available across Europe.
In the USA the family flies as a Light Sport Aircraft and meets the FAA's MOSAIC light-sport rules — Sport Pilot eligible, no FAA medical certificate required.
Every Bristell ships with the same factory backing, service network and personalisation options — wherever in the world it lands.
2 YR · 500 H · 1,000 LDG
2 years, 500 flight hours, or 1,000 landings — whichever comes first. Covers airframe, electrical installation, engine installation and aircraft completion. Rotax engine and avionics carry separate manufacturer warranties.
24/7 worldwide
Your direct line to the factory in Kunovice. Service, parts and custom requests — handled by the people who built your aircraft.
30+ countries
Authorised service in 30+ countries. Wherever you land, your aircraft stays in the air.
Every Bristell is built around its pilot. Tell us how you'll fly yours — and we'll build it.
Fixed tricycle gear on the Classic, hydraulically retractable on the RG, a tailwheel on the TDO — pick the character that matches your flying.
Four Rotax engines, from the carbureted 912 ULS (100 HP / 73.5 kW) to the turbocharged 916 iS (160 HP / 117.6 kW). Pick the power that matches your mission.
Fixed-pitch, ground-adjustable or constant-speed — matched to your engine at the factory. With the 912 iS and a constant-speed unit, optional SLPC combines throttle and propeller in one lever.
From analog gauges to a full Garmin glass cockpit — the panel is entirely yours to specify.
From a clean single-color scheme to a full Bristell Signature design — the factory paint shop finishes every airframe to order.
Leather trim, Alcantara accents and signature stitching — finished around its pilot.
Book a demo flight, take delivery and join 1,200+ Bristells flying worldwide.
For most pilots, yes. Ultralight and Light Sport flying carries the lightest licensing requirements in aviation, and the Bristell UL/LSA family adds forgiving handling, predictable stall behavior and low operating costs — the same aircraft flight schools use for ab-initio training.
In Europe the family is flown under national ultralight rules — licence and medical requirements are lighter than for certified aircraft, and your national authority or Bristell dealer will guide you through the specifics. In the USA the family flies under Sport Pilot rules — no FAA medical certificate required.
The landing gear. All three share the same all-metal airframe and 130 cm (51.2 in) cabin — the Classic has fixed tricycle gear, the RG hydraulically retractable gear for the highest speed, and the TDO a tailwheel for stick-and-rudder flying.
Four Rotax engines: the carbureted 912 ULS at 100 HP (73.5 kW) with a 2,000-hour TBO, the fuel-injected 912 iS at 100 HP (73.5 kW) with FADEC, the turbocharged 915 iS at 141 HP (103.7 kW) with a 1,200-hour TBO, and the turbocharged 916 iS at 160 HP (117.6 kW) with a 2,000-hour TBO. Every engine runs on automotive MOGAS or AVGAS.
Up to 155 KTAS (287 km/h) with the retractable-gear RG and the 916 iS. The fixed-gear Classic reaches up to 153 KTAS (283 km/h) with the same engine, and the taildragger TDO up to 155 KTAS (287 km/h) with the turbocharged engines.
Yes — with the Classic. An optional glider-towing hook is available on the fixed-gear Classic, for gliders up to 700 kg (1,543 lbs) on the 912iS, 800 kg (1,764 lbs) on the 915iS and 850 kg (1,874 lbs) on the 916iS. The certified B23 also tows — see the towing page for the full range.
Yes. A BRS whole-aircraft parachute is available as an option on every model in the family, alongside the standard 4-point safety harness on both seats.
In the USA, yes — the family is offered as a Light Sport Aircraft that meets the FAA's MOSAIC light-sport rules, flown under Sport Pilot privileges without an FAA medical certificate.
The price depends on the model, engine, propeller and avionics configuration. Request a quote and our team will prepare an offer for your mission.
