Taurus ELECTRO G2 Flight Manual And Maintenance Manual

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Flight manual and

Maintenance manual

applies to Taurus ELECTRO G2

Revision 3

(24th April, 2015)

Aircraft Registration Number:

Aircraft Serial Number:

This is the original manual of Pipistrel d.o.o. Ajdovščina

Should third-party translations to other languages contain any discrepancies,

Pipistrel d.o.o. Ajdovščina denies all responsibility.

WARNING!

This document MUST be present inside the cockpit at all times.

Should you be selling the aircraft make sure this document is given to the new owner.

TAURUS ELECTRO

REV. 3

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Taurus model:

Factory serial number:

Date of manufacture:

Aircraft empty weight (kg):

Available crew weight (no front ballast):

Available crew weight (9 kg front ballast):

Available luggage weight:

List of equipment included in aircraft empty weight:

Date and place of issue: Ajdovščina,

To log into the Owner’s section, receive updates and Service Bulletins, go to: www.pipistrel.si and log in the top right corner of the page with:

Username: owner1 Password: ab2008

THANK YOU!

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Pipistrel d.o.o. Ajdovščina, Goriška cesta 50a, SI- 5270 Ajdovščina, Slovenija

tel: +386 (0)5 3663 873, fax: +386 (0)5 3661 263, e-mail: info@pipistrel.si

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Flight manual and

Maintenance manual for

TAURUS ELECTRO

REV. 3

Taurus ELECTRO

Model: Taurus ELECTRO

Data Sheet:

Factory serial number:

Registration number:

Date of Issue: May, 2013

Pages signed under “Approval” in section Index of revisions and List of valid pages

Authority: SLO.DOA.002

Signature:

(pages 4 and 5 of this manual) are approved by:

Stamp:

Original date of Approval: March, 2011

This aircraft is to be operated in compliance with information and limitations contained herein.

The original English Language edition of this manual has been approved as operating instruction

according to “Pravilnik o ultralahkih letalnih napravah” of Republic of Slovenia.

Approval of translation has been done by best knowledge and judgement.

TAURUS ELECTRO

REV. 3

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Index of revisions

Enter and sign the list of revised pages in the manual into the spaces provided below. All revised pages should be clearly designated in the upper right corner of the page, also, any changes in page content should be clearly visible (e.g. marked with a bold black vertical line).

Name of

revision

Original /

Revision 2

Revision 3

Reason for

Revision

Reordering of

chapters to

comply with

ASTM F2746-12

Temperature

Various

Updates

Operating

Change

Revision No.,

date

Rev. 0

27 October, 2012

Revision 1

1 May 2013

Revision 2

31 January, 2014

Revision 3

24 April, 2015

Affected

Approval,

Description

pages

First original release. / Tomazic

Version No. 1 All Coates. M

Revision 2 All Coates M

Revision 3 All Coates M

signature

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List of valid pages

This manual contains 96 original and revised pages listed below.

TAURUS ELECTRO

REV. 3

Cover

Page numbering

Authority approval sheet

Index of revisions

List of valid pages

Table of contents

General

Limitations

Emergency procedures

Normal procedures

Performance

Weight and balance

Aircraft and systems on board

Handling and maintenance

Appendix

Pages

3 REV. 1 4 REV. 3 5 REV. 1 7 REV. 1

9 - 12 REV. 1 13 - 20 REV. 3 21 - 28 REV. 1 29 - 42 REV. 1 43 - 51 REV. 1 53 - 59 REV. 1 61 - 73 REV. 1 75 - 84 REV. 1 85 - 93 REV. 1

State

(Revision)

REV. 3

REV. 1

Approval

CAUTION!

This manual is valid only if it contains all of the original and revised pages listed above.

Each page to be revised must be removed, shredded and later replaced with the new, revised page in

the exact same place in the manual.

TAURUS ELECTRO

REV. 3

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Table of contents

1 General

2 Limitations

3 Emergency procedures

TAURUS ELECTRO

REV. 3

4 Normal procedures

5 Performance

6 Weight and balance

7 Description of aircraft & systems

8 Handling and maintenance

9 Appendix

10 Supplements

TAURUS ELECTRO

REV. 3

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General

Introduction

Notes and remarks

TAURUS ELECTRO

General

REV. 3

Technical data

3-view drawing

TAURUS ELECTRO

General

REV. 3

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Introduction

This manual contains all information needed for appropriate and safe use of the Taurus Electro Aircraft.

IT IS MANDATORY TO CAREFULLY STUDY THIS MANUAL PRIOR TO USE

OF THE TAURUS AIRCRAFT

In case of aircraft damage or personal injury resulting from disobeying instructions in the manual PIPISTREL d.o.o. Ajdovscina denies all responsibility.

All text, design, layout and graphics are owned by PIPISTREL d.o.o. Ajdovscina Therefore this manual and any of its contents may not be copied or distributed in any manner (electronic, web or printed) without the prior consent of PIPISTREL d.o.o. Ajdovscina unless they are directly related to the operation of our aircraft by an owner or his appointed maintenance authority.

Notes and remarks

Safety definitions used in the manual:

WARNING! DISREGARDING THE FOLLOWING INSTRUCTIONS WILL LEAD TO SEVERE

DETERIORATION OF FLIGHT SAFETY AND HAZARDOUS SITUATIONS, INCLUDING SUCH RESULTING IN INJURY AND LOSS OF LIFE.

CAUTION! DISREGARDING THE FOLLOWING INSTRUCTIONS WILL LEAD TO SERIOUS

DETERIORATION OF FLIGHT SAFETY.

Technical data

PROPORTIONS ELECTRO

wing span 14.97 m length 7.30 m height (propeller extended) 2.7 m wing area 12.26 m vertical tail area 0.86 m horizontal stabilizer and elevator area 1.275 m aspect ratio 18.30 positive flap deflection (down) 5°, 9 °, 18 ° negative flap deflection (up) -5° centre of gravity (% of MAC) 23% - 45%

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3-view drawing

TAURUS ELECTRO

General

REV. 3

Dimensions in millimeters

TAURUS ELECTRO

REV. 3

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Limitations

TAURUS ELECTRO

Introduction

Operational velocities

Motor

Limitations

REV. 3

Weight limits

Centre of gravity limits

Manoeuvre limits

G-load factors

Cockpit crew

Types of operations

Minimum equipment list

Other restrictions

Warning placards

TAURUS ELECTRO

Limitations

REV. 3

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Introduction

This chapter provides information about operational restrictions, instrument markings and basic knowledge on safe operation of aircraft, motor and on-board appliances.

Operational velocities

Speed limits

VNE

VPE

VPO

VRA

VFE

VAE

VLO

Velocity

Velocity never to be exceeded

Max. speed with powerplant extended

Max. speed to extend or retract powerplant

Maximum safe velocity in rough air

Maneuvering velocity

Max. velocity flaps extended

Max. velocity of airbrake extension

Max ldg. down speed

IAS

[km/h (kts)]

225 (121)

120 (65)

100 (54)

163 (88)

130 (70)

163 (88)

Remarks

Never exceed this speed. Should the VNE be exceeded, land as soon as possible and have the aircraft verified for airworthiness by authorised service personnel.

Do not exceed this speed with powerplant extended.

Do not extend or retract powerplant above this speed.

Also known as Vb. Turbulence penetration speed.

Do not use rough or full stick and rudder deflections above this speed.

Do not exceed this speed with +5° or T flaps extended. (VFE for L flaps is 110 km/h (59 kts))

Do not extend spoilers above this speed. Once fully extended, VNE is the limit.

Do not fly with landing gear extended above this speed

Airspeed indicator markings

MARKING IAS [km/h (kts)] Definition

Speed range where flaps may be extended. Lower end is de-

white arc

green arc

yellow arc

69 - 130

(37 - 70)

78 - 163

(42 - 88)

163 - 225

fined as 110% of VS (stall speed in landing configuration at MTOM), upper end of speed range is limited by VFE (see above).

Speed range of normal operation. Lower end is defined as 110% of VS1 (stall speed at MTOM with flaps in neutral position), upper end is limited by VRA (see above).

Manoeuvre the aircraft with great caution in calm air only.

(88 - 121)

red line

225

Maximum speed allowed.

(121)

blue line

100 (54)

Best climb rate speed (VY)

WARNING! ABOVE PRESSURE ALTITUDE OF 1000 METERS 3300 FT ALL SPEED LIM

ITS MUST BE TREATED AS TRUE AIRSPEED TAS. INDICATED AIRSPEED IAS MUST BE REDUCED ACCORDINGLY!

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TAURUS ELECTRO

Indicated airspeed (IAS) to true airspeed (TAS) relation

Airspeed indicator measures the difference between total and static pressure (also called dynamic pressure), which does not only change as speed increases, but is also linked with altitude. Flying at high altitudes, where the air is getting thinner, results in incorrect airspeed being indicated. The indicated airspeed value is actually lower than the true airspeed to which the aircraft is exposed. The higher you fly, the bigger the difference between IAS and TAS. Be aware of this effect especially when flying at high altitude at high speeds, not to exceed VNE unawarely. Bear in mind this can happen even with the indicator still pointing within the yellow arc!

VNE at altitude (standard ICAO atmosphere)

The tables below indicate IAS to TAS relation for an altitude span of 0 - 5000m (0 - FL165) in different atmospheres (variable is temperature). TAS is a constant of 225 km/h (122 kts) - VNE for the entire tables.

ISA-20 (-5°C at sea level):

Altitude (meters) 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000

Altitude (flight level) 0 FL16 FL33 FL50 FL66 FL82 FL98 FL115 FL131 FL148 FL165

VNE IAS (km/h) 225 225 223 218 213 209 203 198 194 189 185

VNE IAS (kts) 121 121 120 118 115 113 110 107 105 102 100

Limitations

REV. 3

ISA-10 (5°C at sea level):

Altitude (meters) 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000

Altitude (flight level) 0 FL16 FL33 FL50 FL66 FL82 FL98 FL115 FL131 FL148 FL165

VNE IAS (km/h) 225 224 219 214 209 205 199 195 191 186 182

VNE IAS (kts) 121 121 118 116 113 111 108 105 103 100 98

ISA (15°C at sea level):

Altitude (meters) 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000

Altitude (flight level) 0 FL16 FL33 FL50 FL66 FL82 FL98 FL115 FL131 FL148 FL165

VNE IAS (km/h) 225 220 215 210 205 201 196 191 187 182 178

VNE IAS (kts) 121 119 116 113 111 109 106 103 101 98 96

ISA+10 (25°C at sea level):

Altitude (meters) 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000

Altitude (flight level) 0 FL16 FL33 FL50 FL66 FL82 FL98 FL115 FL131 FL148 FL165

VNE IAS (km/h) 220 215 211 206 202 197 192 188 184 179 175

VNE IAS (kts) 119 116 114 111 109 106 104 102 99 97 94

ISA+20 (35°C at sea level) :

Altitude (meters) 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000

Altitude (flight level) 0 FL16 FL33 FL50 FL66 FL82 FL98 FL115 FL131 FL148 FL165

VNE IAS (km/h) 216 211 207 202 197 193 189 184 180 175 171

VNE IAS (kts) 117 114 112 109 106 104 102 99 97 94 92

Note how VNE decreases at higher altitudes!

WARNING! RESPECT THE LISTED VALUES AT ALL TIMES, NOT TO EXCEED FLUTTER CRITI

CAL SPEED.

TAURUS ELECTRO

Limitations

REV. 3

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Motor/controller, Battery System

Motor types: ELECTRO 40/30

WARNING! The motor is not certified for aviation use, therefore, there is no

assurance it cannot fail in its operation at any given moment, without prior notice.

The motor

TEMPERATURE °C / ELECTROMOTOR ELECTRO 40/30

maximum take-off power (1 min) 40 kW maximum continuous power 30 kW maximum operating temperature 100° C maximum ambient temperature 40° C

RPM ELECTRO 40/30

maximum allowable 2200 take-off rpm (typical) 2150 climb rpm (typical) 1900

Controller

POWER CONTROLLER ELECTRO 40/30

maximum operating temperature 75° C recommended max continuous temperature 45-55° C

WARNING! DO NOT, UNDER ANY CIRCUMSTANCES, ATTEMPT TO USE ANY OTHER

BATTERIES, OTHER THAN PIPISTREL FACTORY ORIGINAL BATTERY SYSTEM, WITH THIS MOTOR/ CONTROLLER

Battery system

Battery system Standard

Maximum voltage 285 V Minimum voltage 204 V Recommended voltage range for storage 240 V - 260 V Maximum operating temperature 70° C Minimum operating temperature 5° C Allowable temperature range for storage 10°C - 40° C

CAUTION! TEMPERATURES BELOW 10°C WILL RESULT IN DECREASE OF BATTERY CAPACITY.

PLAN YOUR FLIGHT ACCORDINGLY.

WARNING! DO NOT, UNDER ANY CIRCUMSTANCES, ATTEMPT TO CHARGE THE BATTERIES

WITH ANY THIRD PARTY CHARGERS. ONLY PIPISTREL ORIGINAL EQUIPMENT MUST BE USED.

WARNING! RESPECT OPERATING AND STORAGE TEMPERATURE LIMITS AT ALL TIMES.

FAILURE TO DO SO MAY RESULT IN BATTERY DAMAGE.

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Propeller

TAURUS ELECTRO

fixed pitch (wooden or composite) 1650 mm

Motor instrument markings

TAURUS ELECTRO

Limitations

REV. 3

Instrument

Tachometer (RPM)

Controller temp. (°C)

Battery system temp (°C)

Red line

(minimum)

Not Applicable

Green arc

(normal)

0-2150

5-55

10-50

Yellow arc

(caution)

2150-2200

55-70

50-70

(maximum)

Weight limits

Taurus electro basic model weights

WEIGHT ELECTRO

empty aircraft weight (incl. parachute rescue system), std battery system 306 kg empty aircraft weight (incl. parachute rescue system), optional batteries sys. 323 kg max. takeoff weight (MTOW/MTOM) 550 kg minimum combined cockpit crew weight (depends on C.G. of empty aircraft) see p. 55 maximum combined cockpit crew weight (depends on C.G. of empty aircraft) see p. 55 water balance reservoir (max weight) 9 kg allowable luggage weight 10 kg

Red line

2200

WARNING! SHOULD ONE OF THE ABOVELISTED VALUES BE EXCEEDED, OTHERS MUST BE

REDUCED IN ORDER TO KEEP MTOM BELOW 550 KG. MAKE SURE MAXIMUM AND MINIMUM COCKPIT CREW WEIGHT AS WELL AS AVAILABLE LUGGAGE WEIGHT ARE ALWAYS KEPT WITHIN ALLOWABLE LIMITS. FAILING TO COMPLY WITH ANY OF THE WEIGHT LIMITATIONS MAY RESULT IN AIRCRAFT BEING UNCONTROLLABLE ON GROUND AND/OR IN FLIGHT DUE TO EXTREME CENTRE OF GRAVITY POSITION.

WARNING! CHECK THE WATER BALANCE RESERVOIR IN FRONTCABIN AND VERIFY

CREW’S WEIGHT BEFORE EVERY FLIGHT AS IT MAY INFLUENCE THE CENTRE OF GRAVITY OF AIRCRAFT TO THE POINT WHERE IT IS NO LONGER CONTROLLABLE!

TAURUS ELECTRO

Limitations

REV. 3

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Centre of gravity limits

•

Aircraft's safe centre of gravity position ranges between 23% and 45% of MAC (Mean Aerodynamic Chord)

•

C.G. point ranges between 238 mm and 429 mm aft of datum, datum is leading edge of wing root.

Manoeuvre limits

Taurus Electro is certified as an Ultralight aircraft. Therefore, no aerobatic manoeuvres are permitted.

WARNING! FLYING IN CONSIDERABLE SIDESLIP WHEN THE MOTOR IS EXTENDED AND

RUNNING MAY DAMAGE THE MOTORPROPELLER ASSEMBLY. YOU ARE STRONGLY DISCOUR AGED FROM SIDESLIPPING WHEN MOTOR IS EXTENDED AND RUNNING!

G-load factors

max. positive wing load: + 5.3 G + 4.0 G max. negative wing load: – 2.65 G – 1.5 G

Cockpit crew

•

Actual minimum and maximum combined cockpit crew weight heavily depend on the centre of gravity of an empty aircraft. Minimum and maximum combined cockpit crew weight is determined after weighing the aircraft each time. Procedure for the determination of minimum and maximum combined cockpit crew weight can be found on page 57 of this manual. Inside the cockpit, there must be a clearly visible placard stating the minimum and maximum combined weight of the crew.

•

Maximum takeoff weight (MTOW) MUST NOT, under any circumstances, exceed 550 kg.

at VA at VNE

Types of operations

Taurus Electro is built to fly under day visual flight rules (day VFR). Flight into known icing conditions or rain is prohibited.

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WARNING! SHOULD YOU FIND WATER DROPS ON THE AIRFRAME DURING PREFLIGHT

CHECKUP AT TEMPERATURES CLOSE TO FREEZING, YOU MAY EXPECT ICING TO APPEAR IN FLIGHT. AIRBRAKES ARE ESPECIALLY PRONE TO ICING UNDER SUCH CIRCUMSTANCES. AS WATER MAY ACCUMULATE UNDERNEATH THE TOP PLATES, SPOILERS MAY FREEZE TO THE WING SURFACE. SHOULD THIS OCCUR, YOU WILL MOST DEFINITELY BE UNABLE TO EXTEND SPOILERS BEFORE THE ICE MELTS. THEREFORE, FLYING UNDER CIRCUMSTANCES MENTIONED ABOVE, IT IS RECOMMENDED TO EXTEND AND RETRACT THE SPOILERS IN FLIGHT FREQUENT LY TO PREVENT ITS SURFACE FREEZING TO THE AIRFRAME.

Minimum equipment list

• Airspeed indicator (functional)

• Altimeter (functional)

• Compass (functional)

• Electric System Manager instrument (ESYS-MAN)

TAURUS ELECTRO

Limitations

REV. 3

• Battery Management System (BMS, functional)

• Parachute rescue system (where required legally)

Other restrictions

Due to flight safety reasons it is forbidden to:

•

fly in any rainfall;

•

fly during thunderstorm activity;

•

fly in a blizzard;

•

fly according to instrumental flight rules (IFR) or attempt to fly in zero visibility conditions (IMC);

•

fly when outside air temperature (OAT) reaches 50°C (122°F )or higher;

•

perform any form of aerobatic flying;

•

take off and land with flaps retracted or set to negative (-5°) position;

•

take off with spoilers extended.

•

store the aircraft outside in the rain.

Warning placards

Taurus Electro is categorized as an Ultralight aircraft and must display a warning placard as such. The placard indicates the aircraft is not certified according to EASA standards and is therefore flown completely at pilot’s own risk.

TAURUS ELECTRO

Limitations

REV. 3

Placards

EGRESS

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This aircraft is equipped with a rocket powered ballistic rescue system.

EXPLOSIVE

DANGER

max useful load kg max cockpit load

without water ballast

min cockpit load

without water ballast

Reduce min cockpit load for 2.3 kg per each litre of

water ballast. Remove water ballast for duo ﬂight!

EAW

MTOW

CREW WT

LUGGAGE WT

VSO VS1 VFE VA VNO

550 kg

see POH

10 kg

PULL FOR PARACHUTE

WARNING

DEPLOYEMENT

DEPLOYEMENT INSIDE

ROCKET FOR PARACHUTE

030

060

34 kts

VNE

40 kts 70 kts

120 kts

82 kts

Respect limits

82 kts

from POH!

EAW

MTOW

CREW WT

LUGGAGE WT

1212 lbs

see POH

22 lbs

lbs

300

120

210

330

150

240

030

300

120

210

060

330

150

240

pilot min. kg

baggage max. 2kg

secure baggage at all times!

with 9 kg nose ballast kg

pilot max. kg

with 9 kg nose ballast kg

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Emergency procedures

Introduction

Stall recovery

Spin recovery

TAURUS ELECTRO

Emergency procedures

REV. 3

Motor failure

Landing out

Motor fire

Smoke in cockpit

ESYS-MAN failure

Landing gear failure

Flutter

Exceeding VNE

Parachute rescue system

TAURUS ELECTRO

Emergency procedures

REV. 3

Introduction

This chapter provides information on how to react when confronted with typical flight hazards.

Stall recovery

First reduce angle of attack by easing-off on the control stick, then

1. If the motor is running, add full power.

2. Resume horizontal flight.

Spin recovery

Taurus Electro is constructed in such manner that it is difficult to be flown into a spin. However, once spinning, react as follows:

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1. If the motor is running, reduce throttle to idle.

2. Apply full rudder deflection in the direction opposite the spin.

3. Lower the nose towards the ground to build speed (stick forward).

4. As the aircraft stops spinning neutralise rudder deflection.

5. Slowly pull up and regain horizontal flight.

Taurus Electro tends to re-establish normal flight by itself usually after having spun for a mere 90°.

WARNING! KEEP THE CONTROL STICK CENTRED ALONG ITS LATERAL AXIS NO AILERON

DEFLECTIONS THROUGHOUT THE RECOVERY PHASE! DO NOT ATTEMPT TO STOP THE AIR CRAFT FROM SPINNING USING AILERONS INSTEAD OF RUDDER!

WARNING! AFTER HAVING STOPPED SPINNING, RECOVERING FROM THE DIVE MUST BE

PERFORMED USING GENTLE STICK MOVEMENTS PULL, RATHER THAN OVERSTRESSING THE AIRCRAFT. HOWEVER, VNE MUST NOT BE EXCEEDED DURING THIS MANOEUVRE.

When the aircraft is straight and level resume normal flight.

Motor failure

Motor failure during takeoff or initial climb

Ensure proper airspeed by lowering the nose and land the aircraft in runway heading, avoiding obstacles in your way. Set master switch to OFF position (key full left). Land straight ahead.

WARNING! DO NOT CHANGE COURSE OR MAKE TURNS IF THIS IS NOT OF VITAL

NECESSITY! AFTER HAVING LANDED SAFELY, ENSURE PROTECTION OF AIRCRAFT AND VACATE THE RUNWAY TO KEEP THE RUNWAY CLEAR FOR ARRIVING AND DEPARTING TRAFFIC. DO THIS CALMLY AND CAREFULLY NOT TO CAUSE DAMAGE TO YOURSELF AND EQUIPMENT.

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Emergency procedures

Motor failure in climb

First ensure proper airspeed by lowering the nose, then start scanning the terrain underneath and choose the most appropriate site for landing out.

WARNING! THE DECISION WHERE TO LAND WHEN LANDING OUT IS FINAL! CHANGING

YOUR MIND EVEN IF YOU HAPPEN TO COME ACROSS A DIFFERENT, PERHAPS MORE APPROPRI ATE LANDING SITE, SHOULD BE YOUR LAST RESORT.

Provided the motor fails aloft, first retract the propulsion unit and prepare for an emergency landing if the conditions prevent you from gliding to the airport.

Emergency landing

Propulsion unit retracted

TAURUS ELECTRO

REV. 3

1. Master switch OFF (key in full left position).

2. Fasten your seat belts tightly.

3. Approach and land with extreme caution with +10 km/h (+5 kts) airspeed reserve if the chosen landing terrain length permits.

4. After landing exit the aircraft immediately.

Propulsion unit extended or refusing to retract

1. Your first priority is to fly the aircraft! Attempt to retract the propulsion unit by setting the retraction switch up and back down IF your height is 300 m or higher. Otherwise, proceed with emergency landing.

2. Fasten your seat belts tightly.

3. Master switch OFF (key in full left position).

4. Should the propulsion unit remain extended or partially retracted land the aircraft onto the main wheels first in order to minimise vertical impact onto the propeller arm.

5. Fly no faster than minimum sink speed (94 km/h - 51 kts) during the approach as more speed will only increase your rate of descent and use up to+10 km/h (+5 kts) airspeed reserve only before touchdown if the chosen landing terrain length permits.

The landing out manoeuvre MUST be preformed with regard to all normal flight parameters.

TAURUS ELECTRO

Emergency procedures

REV. 3

Fire

WARNING! USE ONLY WATERLESS FIRE EXTINGUISHING AGENTS TO EXTINGUISH ANY

FIRE ON THE AIRCRAFT!

Motor fire on ground

Should you encounter motor fire on ground, react as follows:

1. Come to a complete standstill, master switch OFF immediately and pull out the red connector on the battery box behind the cockpit to disconnect the battery system. Keep powerplant extended.

3. Exit the aircraft and start fire extinguishing with a waterless agent.

WARNING! AFTER THE FIRE HAS BEEN EXTINGUISHED DO NOT ATTEMPT TO RESTART THE

MOTOR.

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Motor fire in flight

1. Leave the motor extended and set master switch to OFF.

2. Open slide windows and set all ventilation devices to ON.

3. Perform side-slip (crab) manoeuvre in direction opposite the fire.

4. Perform emergency landing procedure and abandon the aircraft immediately.

Battery system fire

Land and abandon the aircraft as soon as possible.

WARNING! USE ONLY WATERLESS FIRE EXTINGUISHING AGENTS TO EXTINGUISH ANY

FIRE ON THE AIRCRAFT!

Smoke in cockpit

1. Leave the motor extended and set master switch to OFF.

2. Open slide windows and set all ventilation devices to ON for adequate breathing.

3. Land as soon as possible.

ESYS-MAN failure

With the motor retracted: Continue flying as a sailplane. With the motor extended and not running: Look for a landing field to do a safe outlanding. With the motor extended and running: Do not stop the motor. Fly to the next airfield and land.

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Emergency procedures

Landing gear failure

Should the landing gear fail to lower, fasten your seatbelts tightly and perform a landing procedure as normal. Use full flaps to have the minimum possible speed at touch-down. Flare at the same altitude like you would normally and in the same manner. Avoid obstacles (bumps, fences etc. on the runway or strip where you are landing.

Flutter

Flutter is described as the oscillation of control surfaces. In most cases it is caused by abrupt control deflections at speeds close or in excess of VNE. As it occurs, the ailerons, elevator or even the whole aircraft start to vibrate violently.

Should flutter occur, pull on the stick (and reduce power immediately)!

WARNING! FLUTTERING OF AILERONS OR TAIL SURFACES MAY CAUSE PERMANENT

STRUCTURAL DAMAGE AND/OR INABILITY TO CONTROL THE AIRCRAFT. AFTER A SAFE LANDING, THE AIRCRAFT MUST UNDERGO A SERIES OF CHECKUPS PER FORMED BY AUTHORISED SERVICE PERSONNEL TO VERIFY AIRWORTHINESS.

TAURUS ELECTRO

REV. 3

Exceeding VNE

Should the VNE be exceeded, reduce airspeed slowly and continue flying using gentle control deflections. Land safely as soon as possible and have the aircraft verified for airworthiness by authorised service personnel.

Parachute rescue system

Upon pulling the rescue system handle, the whole electrical system, including the propulsion system of the aircraft is disengaged immediately. See next page for further instructions.

TAURUS ELECTRO

Emergency procedures

REV. 3

Parachute rescue system

System description

Depending on the canopy size, the main canopy system is open and fully inflated above the aircraft between 1.5 - 6.0 seconds after being fired with regard to the flight speed. This means that a rescue can be successful from as little as 30 m to 150m above the ground, depending on the installation, position of the aircraft, its speed and trajectory. The necessary height needed for a rescue is calculated from measured figures in horizontal flight up to the stated VNE of aircraft in its MTOW. These figures are stated in the technical parameters of the system. It is possible to aim the rocket in any direction but, the best direction is vertical to the lengthwise axis of the plane in an upward or slightly oblique aft direction. The rocket system has been designed with sufficient power reserve so that it can pull out the chute even under extreme conditions ranging in temperatures from -40°C up to +60°C.

WARNING! ACTIVATION HANDLE SAFETY PIN SHOULD BE INSERTED WHEN THE

AIRCRAFT IS PARKED OR HANGARED TO PREVENT ACCIDENTAL DEPLOYMENT. HOWEVER, AS SOON AS THE PILOT BOARDS THE AIRCRAFT, SAFETY PIN MUST BE REMOVED!

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Use of parachute rescue system

In situations such as:

•

structural failure

•

mid-air collision

•

loss of control over aircraft

•

motor failure over hostile terrain

•

pilot incapacitation (incl. heart attack, stroke, temp. blindness, disorientation...)

the parachute SHOULD be deployed.

Prior to firing the system:

•

shut down the motor and set master switch to OFF (key in full left position)

•

fasten safety harnesses tightly

•

protect your face and body.

To deploy the parachute jerk the activation handle (located above and between pilots) hard for a length of at least 30 cm towards the instrument panel.

Once you have pulled the handle and the rocket is deployed, it will be less than two seconds before you feel the impact produced by two forces. The first force is produced by stretching of all the system. The force follows after the inflation of the canopy from opening impact and it will seem to you that the aircraft is pulled backwards briefly. The airspeed is reduced instantly and the aircraft now starts to descend to the ground underneath the parachute. As a pilot you should know that the phase following parachute deployment may be a great un-

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Emergency procedures

known and a great adventure for the crew. You will be getting into situation for the first time, where a proper landing and the determination of the landing site are out of your control.

CAUTION! SHOULD YOU END UP IN POWER LINES CARRYING ELECTRICAL CURRENT, DO

NOT UNDER ANY CIRCUMSTANCES TOUCH ANY METAL PARTS INSIDE OR OUTSIDE THE COCK PIT. THIS ALSO APPLIES TO ANYONE ATTEMPTING TO HELP OR RESCUE YOU. BE AWARE THAT ANYONE TOUCHING A METAL PART WHILE STANDING ON THE GROUND WILL PROBABLY SUF FER MAYOR INJURY OR DIE OF ELECTROCUTION. THEREFORE, YOU ARE STRONGLY ENCOUR AGED TO CONFINE YOUR MOVEMENTS UNTIL QUALIFIED PERSONAL ARRIVE AT THE SITE TO ASSIST YOU.

After the parachute rescue system has been used or if you suspect any possible damage to the system, do not hesitate and immediately contact the manufacturer!

Handling and maintenance of Parachute rescue system

Prior to every flight all visible parts of the system must be checked for proper condition. Special attention should be paid to corrosion on the activation handle inside the cockpit. Also, main fastening straps on the inside of the fuselage must remain undamaged at all times. Furthermore, neither the system, nor any of its parts should be exposed to moisture, vibration and UV radiation for long periods of time to ensure proper system operation and life.

TAURUS ELECTRO

REV. 3

CAUTION! IT IS STRONGLY RECOMMENCED TO THOROUGHLY INSPECT AND GREASE THE

ACTIVATION HANDLE, PREFERABLY USING SILICON OIL SPRAY, EVERY 50 FLIGHT HOURS.

All major repairs and damage repairs MUST be done by the manufacturer or authorised service personnel.

For all details concerning the GRS rescue system, please see the “GRS - Galaxy Rescue System Manual for Assembly and Use”.

TAURUS ELECTRO

Emergency procedures

REV. 3

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Normal procedures

Introduction

Assembling and disassembling the aircraft

TAURUS ELECTRO

Normal procedures

REV. 3

Daily check-up

Preflight check-up

Normal procedures and recommended speeds

TAURUS ELECTRO

Normal procedures

REV. 3

Introduction

Assembling and disassembling the aircraft

Assembling the wings

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This chapter provides information on everything needed to fly Taurus Electro safely.

CAUTION! PRIOR TO EACH ASSEMBLING OR DISASSEMBLING ACTION THE TAURUS Electro

SHOULD NOT BE PLACED UNDER STRONG SUNSHINE, AS COMPOSITE PARTS EXPAND AND CONTRACT AND YOU MAY NOT BE ABLE TO ASSEMBLE OR DISASSEMBLE THE AIRFRAME. UNDER NO CIRCUMSTANCES ATTEMPT TO ASSEMBLE OR DISASSEMBLE ANY PARTS OF THE AIRCRAFT FORCEFULLY!

Three people (or two with a stand) are needed to assemble the wings to the fuselage.

First block all three wheels for the fuselage to stay in position.

Clean and grease the main wing pins and insertion openings. Open the canopy. Inside the cockpit set the flap handle to neutral position and unlock the spoilers’ handle. Make sure you have all bolts, nuts, washers and spanners needed within reach of a hand.

Lift one wing-half (one person at each end) and bring it closer to the fuselage. While the two are holding the wing-half high up, the third person directs their movement to put the wing’s main spar into the opening on the adjacent side of the fuselage.

Now push the wing-half into its final position slowly. The person closest to the fuselage must make sure the spoiler and flap connectors have fitted into adequate fuselage fittings properly. At the same time, the person holding the wingtip must start with slight circular movements (1cm each direction) in order to assure a tight fit of the wing and its adequate bushings.

position but still being held at wingtips. The person not holding the wings must now insert both pre-greased spar pins. First insert the pin on the right-hand side of the cockpit because of easier insertion (thinner spar in front), then the pin on the left-hand side of the cockpit. If necessary, the two at the wingtips can assist by rocking the wings a couple of millimeters up and down.

Only when both spar pins have been inserted and secured, wingtips may be released. Now check all control deflections as well as flap and spoilers’ extensions for smooth, unobstructed movement.

Insert all bolts and pins and secure them with self-locking nuts. Do not forget to put aluminium washers underneath the nuts! Connect all electrical cables and hoses to their correct fittings.

Finally tape the gap between the fuselage and the wing using self-adhesive tape.

As this is done the person at the wingtip must remain in position holding the wing, whereas the other two move over to the other winghalf, lift it and bring it closer to the fuselage. Do not forget to make sure the spoiler and flap connectors have fitted into adequate fittings properly on this wing-half as well. Both wing-halfs should now be in their final

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Disassembling the wings

TAURUS ELECTRO

Normal procedures

REV. 3

Three people again are needed to disassemble the wings.

First block all three wheels for the fuselage to stay in position. Disassemble the horizontal tail surfaces, disconnect all eventual electrical cables, then unscrew and remove both pin bolts.

WARNING! Do not remove spar pins yet!

Two people must now lift the wingtips (one wingtip each) and the person in the cockpit remove the main spar pins, one by one, smoothly. Forcing pins out of their position may result in structural damage, therefore the wingtip holders must hold the wing-halfs precisely at certain height!

Using slight circular movement at the wingtip, the wing-halfs must now be pulled out of the fuselage slowly. On pulling, each wing-half must be held by two, one at the wingtip and one near the spar.

As the wing-halfs have been pulled out, place them onto a soft surface to prevent their damage.

Schematic of wing (dis)assembly

TAURUS ELECTRO

Normal procedures

REV. 3

Fitting the horizontal tail surfaces

Detaching the horizontal tail surfaces

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Horizontal stabilizer and elevator MUST be united during the following procedure. To fit the horizontal tail surfaces first set the trim handle inside the cockpit to full forward position. Make sure the pins, their holes and bushings have been cleaned and greased! Lift the joint stabilizer and elevator and slide them into position by pushing them backwards. Now use the enclosed “T” key to push the security screw down while spinning it clockwise until the screw is completely tightened. Pull the “T” key out and make sure the safety pin holds the head of the screw, so that eventual unscrewing will not occur. At the end tape the gap between horizontal and vertical tail surfaces and cover the hole on top of the vertical stabilizer with a sticker. Check control deflections for smooth, unobstructed movement.

Set the trim handle to full forward position and remove the safety sticker covering the hole on top of the horizontal stabilizer and the tape covering the gab between horizontal and vertical tail surfaces. Now use the enclosed “T” key to push the safety pin screw down while spinning it counter-clockwise until it is completely loose. To detach the horizontal tail unit push it forward using firm palm strokes until the unit pops out.

When detached, always place the horizontal tail unit onto a soft surface to prevent damage.

Schematic of horizontal tail surfaces (dis)assembly

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Attaching the rudder

Bring the rudder close to fuselage and fit it first onto the top and then to the bottom hinge.

The rudder must then be fully deflected to one side to provide access to the rudder bolts. Use a selfsecuring, pre-glued M6 nut together with a washer and gently screw them onto the bolt using size 10 spanner. To reach the other rudder bolt deflect the rudder to the opposite direction and repeat the up-stated procedure.

With both nuts tightened check full rudder deflections for smooth, unobstructed movement.

Detaching the rudder

Deflect the rudder to one side fully and unscrew the nut of the bolt with which the rudder is attached to the bottom hinge. This is the bolt located in-between the central bolt (axis of rotation) and the bolt holding the metal ropes. DO NOT touch these two bolts - unscrew the nut of the middle bolt ONLY. Now deflect the rudder to the opposite direction and repeat the up-stated procedure.

TAURUS ELECTRO

Normal procedures

REV. 3

After both bolts have been unscrewed, lift the rudder and detach it first from the bottom, then from the top hinge.

Schematic of rudder (dis)assembly

TAURUS ELECTRO

Normal procedures

REV. 3

Daily check-up

Preflight check-up

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The daily check-up matches the preflight check-up.

WARNING! EVERY SINGLE CHECKUP MENTIONED IN THIS CHAPTER MUST BE PER

FORMED PRIOR TO EVERY FLIGHT, REGARDLESS OF WHEN THE PREVIOUS FLIGHT TOOK PLACE!

THE PERSON RESPONSIBLE FOR THE PREFLIGHT CHECKUP IS THE PILOT FROM WHOM IT IS REQUIRED TO PERFORM THE CHECKUP IN THE UTMOST THOROUGH AND PRECISE MANNER.

PROVIDED THE STATUS OF ANY OF THE PARTS AND/OR OPERATIONS DOES NOT COMPLY WITH CONDITIONS STATED IN THIS CHAPTER, THE DAMAGE MUST BE REPAIRED PRIOR TO MOTOR STARTUP. DISOBEYING THIS INSTRUCTIONS MAY RESULT IN SERIOUS FURTHER DAMAGE TO THE PLANE AND CREW, INCLUDING INJURY AND LOSS OF LIFE!

Schematic of preflight check-up

1 Glass canopy 8 Right wing - trailing edge 15 Hor. tail surfaces (left) 2 LH flank 9 Right airbrake 16 Fuselage, continued (left) 3 Nose tip 10 Motor, propeller (RH side) 17 Motor, propeller (LH side) 4 RH flank 11 Fuselage, continued (right) 18 Left spoiler 5 Undercarriage, RH wheel 12 Hor. tail surfaces (right) 19 Left wing - trailing edge 6 Right wing - leading edge 13 Vert. tail surfaces (right) 20 Left wingtip 7 Right wingtip 14 Vert. tail surfaces (left) 21 Left wing - leading edge

22 Undercarriage, LH wheel

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TAURUS ELECTRO

Normal procedures

REV. 3

Plexy canopy

Surface condition: clear, no cracks, no wavy patterns, impact spots Attachment fork: perfect closure, no deformations De-fogging frame holes: clear for adequate airflow Locking levers: check for correct and smooth operation, locking pin and bushing clean and greased Water ballast reservoir: inserted and filled-up as required

LH flank

Surface condition: clear, no cracks, no wavy patterns, impact spots Fuselage - canopy frame joint: equal spacing, perfect closure

Nose tip

Pitot tube: firmly attached, no mechanical damage or bending. Remove protection cover and make

sure it is not blocked or full of water. Ventilation ring: firmly attached

Fuselage - canopy frame joint: equal spacing, perfect closure

RH flank

Surface condition: clear, no cracks, no wavy patterns, impact spots Fuselage - canopy frame joint: equal spacing, perfect closure

Undercarriage, wheels

Bolts: fastened Wheel: no mechanical damage (e.g. cracks), clean Wheel axis and nut: fastened Oil line (hydraulic brakes): no mechanical damage and/or leakage Tyre: no cracks, adequate pressure Wheel fairing: undamaged, firmly attached, clean (e.g. no mud or grass on the inside) Wheel-bay doors: undamaged, check rubber-rope tension Retraction mechanism: no visible abnormalities, adequate grease on sliding parts, clean of larger

particles e.g. soil, dirt.

Gear bay: free of larger particles, soil, dirt etc. Under-belly drain holes: make sure they are not blocked and clean accordingly.

Wings’ leading edge

Surface condition: pristine, no cracks, impact spots, no paint and/or edge separations Wing drain holes: make sure they are not blocked and clean accordingly.

Wingtip

Surface condition: pristine, no cracks, impact spots or bumps, no paint separations

TAURUS ELECTRO

Normal procedures

REV. 3

Wings’ trailing edge

Airbrakes

Motor, propeller, rescue parachute hood

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Surface condition: pristine, no cracks, impact spots, no paint and/or edge separations Sealing tape between wing and aileron: undamaged and in position Aileron: pristine surface, no cracks and/or impact spots, no paint abnormalities and edge separa-

tions, no vertical or horizontal free play, smooth and unobstructed deflections

Airbrake: firm, smooth, equal and unobstructed extension, tightly fitted when retracted, springs stiff and intact.

Check for smooth propeller rotation, check for motor axle free play. No free play is permitted. Check for any water or condensation inside the motor compartment, remove it accordingly. Check battery boxes, connectors (all connected firmly) and exposed wiring. Check the battery boxes behind the cockpit as well. Propeller must be clean and undamaged. Parachute rescue system cover: intact and firmly in place. No deformations whatsoever.

Fuselage, continued

Under-belly drain holes: make sure they are not blocked and clean accordingly Vertical fin bottom part: no cracks, impact spots or paint separations along main chord Surface condition: pristine, no cracks, impact spots or bumps, no paint and/or edge separations

Horizontal tail surfaces

Surface condition: pristine, no cracks, impact spots or bumps, no paint and/or edge separations Hinges: no free play in any direction Central securing screw on top or the horizontal stabilizer: fastened and secured Self-adhesive tape covering the gap between horizontal and vertical tail surfaces: in position Elevator: smooth and unobstructed up-down movement, no side-to-side free play

Vertical tail surfaces

Vertical fin bottom part: no cracks, impact spots or paint separations along main chord Surface condition: pristine, no cracks, impact spots or bumps, no paint separations Hinges: no free play in any direction Rudder metal rope endings: intact, bolts in position

Tail wheel

Shock absorbing rubber: no cracks, firm and clean, check for no deformations Tire: no cracks, adequate pressure Wheel fork, fork base and bolt: nut tightened, no abnormalities, bearing in position, bolt attached,

straight and fastened Lift the tail high enough so that the tail wheel is not touching the ground and make sure the wheel side-to-side deflections are smooth and unobstructed

CAUTION! Preflight check-up should be performed following stations 1 through 22!

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In-cockpit preflight check-up

Instrument panel and instruments: checked, Fuses: pushed in position Master switch OFF (key in full left position): no control lights and/or electronic instrument activity Master switch ON (key in full right position): control lights and electronic instrument active Make sure you have set all instruments to correct initial setting. Water ballast reservoir (front-cabin): check for water quantity and make sure it is appropriate for

your planned flight. Remove or ad water as necessary to keep the c.g. within limits.

WARNING! CHECK THE WATER BALANCE RESERVOIR IN FRONTCABIN AND VERIFY

CREW’S WEIGHT BEFORE EVERY FLIGHT AS IT MAY INFLUENCE THE CENTRE OF GRAVITY OF AIRCRAFT TO THE POINT WHERE IT IS NO LONGER CONTROLLABLE!

Main wing spars and connectors: no visible abnormalities of metal parts, spars, pins and bolts; all

bolts and nuts in position and tightened

Electrical cables: correctly connected and in position Seat belts: undamaged, verify unobstructed harness opening; fastening points intact Glass canopy: perfect closing at all points, smooth opening, hinges firmly attached; glass immacu-

lately clean with no cracks. Flap handle: button spring firm, locking mechanism working properly, smooth movement along full deflections, no free play or visible damage.

Spoilers (Airbrakes) handle: full forward and locked Ventilation lever: as required Radio wiring: test the switches, check connectors and headset, perform radio check Battery: firmly in position, fittings clean with wires connected Cockpit mirror: in position and adjusted Emergency parachute release handle: safety pin removed. Make sure unobstructed access is

provided.

TAURUS ELECTRO

Normal procedures

REV. 3

Adjust the rudder pedals according to your required legroom. Sit inside the cockpit and release the pressure o the pedals. Pull the black knob in front of the control stick to bring the pedals closer to you. To move the pedals further away, rst release the pressure of the pedals, then pull on the knob slightly (this will release the lock in the mechanism). Now push the pedals forward using with your feet, while keeping the black adjustment knob in your hand.

TAURUS ELECTRO

Normal procedures

REV. 3

Normal procedures and recommended speeds

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To enter the cabin first unlock the canopy frame and lift the glass canopy all the way by lifting the lock levers or lifting pads on each side of the cabin. Sit onto the cabin’s edge and support your body by placing hands onto this same cabin edge and middle cockpit console. Position yourself into the seat lifting first the inner and then the outer leg over the control stick. Immediately after having sat into the seat, check rudder pedals’ position to suit your size and needs. Bring the pedals closer or further away by pulling the handle behind the control stick and slide them to the desired position. To lower the canopy gently hold and pull the metal levers on the side of the cockpit. To lock the canopy once closed, push the levers forward so that they become parallel to the surface of the glass frame. Verify that the canopy is closed by applying upward-pressure to the canopy. Fasten the safety harnesses according to your size.

WARNING! THE SAFETY HARNESS MUST HOLD YOU IN YOUR SEAT SECURELY. THIS IS ES

PECIALLY IMPORTANT WHEN FLYING IN ROUGH AIR, AS OTHERWISE YOU MAY BUMP INTO THE CANOPY OVERHEAD.

Motor start-up

Before motor start-up

CAUTION! TO ENSURE PROPER AND SAFE USE OF AIRCRAFT IT IS ESSENTIAL FOR ONE TO

FAMILIARISE WITH MOTOR’S LIMITATIONS AND MOTOR MANUFACTURER’S SAFETY WARN INGS. BEFORE MOTOR STARTUP MAKE SURE THE AREA AROUND THE PROPELLER IS CLEAR. YOU CAN ALSO CHECK THIS IN THE INSTRUMENT PANEL MIRROR. IT IS RECOMMENDED TO STARTUP THE MOTOR WITH AIRCRAFT’S NOSE POINTING INTO THE WIND.

Make sure the battery charge status will suffice for the planned flight duration. Make sure the pitot tube is not covered and rescue parachute safety pin removed. Engage wheel brakes. Hold the control stick in full aft position always when on the ground.

CAUTION! SHOULD YOU NOT BE HOLDING THE CONTROL STICK IN FULL AFT POSITION,

YOU MAY TIP THE NOSE OF THE AIRCRAFT AS THE CENTRE OF PROPULSION IS HIGH ABOVE THE FUSELAGE.

Motor start

Make sure the master switch is in ON position (key full right). Extend the propulsion unit (master-on-board-computer: right switch to UP position). After the propulsion unit is extended (indication green), set system enable ON (left switch ON). The motor is now engaged and the propeller should be stationary in its vertical position. Verify this in the mirror.

CAUTION! THE RPM KNOB IS SENSITIVE, BE CAREFUL WHEN ROTATING IT.

Motor warm-up procedure

The motor does not require any warm-up procedure.

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Taxi

Taxing technique does not differ from other taildragger aircraft. Prior to taxiing it is essential to check wheel brakes for proper braking action.

CAUTION! TAXI AT MOST 10KM/H / 5 KTS, AS THERE ARE NO DIFFERENTIAL BRAKES AVAIL

ABLE. STEERING IS PROVIDED BY A STEERABLE TAIL WHEEL THROUGH RUDDER INPUT.

Holding point

Make sure the temperatures, particularly battery system temperature is within operational limits. Make sure the safety harnesses are fastened and canopy closed and secured at both sides. Set flaps to T position. Power idle.

CAUTION! SHOULD THE MOTOR START TO OVERHEAT BECAUSE OF LONG TAXI AND HOLD

ING, SHUT DOWN THE MOTOR AND WAIT FOR THE MOTOR TEMPERATURES DROP TO REASON ABLE VALUES. IF POSSIBLE, POINT THE AIRCRAFT’S NOSE TOWARDS THE WIND. THIS WILL PRO VIDE COOLING MEANS WITH AIRFLOW TO COOL DOWN THE MOTOR FASTER.

TAURUS ELECTRO

Normal procedures

REV. 3

Take-off and initial climb

Before lining-up verify the following:

Spoilers: retracted and secured Battery charge status and health: sufficient and OK Safety belts: fastened Cabin: closed securely Trim handle: in neutral position or slightly backward Flap handle: T position Runway: clear

Now pull the stick to full aft position, line up and add full power. Verify motor for sufficient RPM at full power.

CAUTION! KEEP ADDING POWER GRADUALLY.

WARNING! SHOULD MOTOR RPM NOT REACH SUFFICIENT RPM WHEN AT FULL THROT

TLE, ABORT TAKEOFF IMMEDIATELY, COME TO A STANDSTILL AND VERIFY THE PROPULSION UNIT.

Start the takeoff roll pulling the elevator full aft, then slowly ease on the stick the lift the tail wheel of the ground as you accelerate. Reaching Vr (between 70 -75 km/h; 38-42 kts), pull on the stick to get the aircraft airborne.

CAUTION! CROSSWIND MAX 28 KM/H 15 KTS TAKEOFF SHOULD BE PERFORMED WITH

AILERONS DEFLECTED OPPOSITE THE DIRECTION OF THE WIND. SPECIAL ATTENTION SHOULD BE PAID TO MAINTAINING RUNWAY HEADING AND NOT LOWERING THE WINGTIP TOO MUCH!

TAURUS ELECTRO

REV. 3

Normal procedures

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Climb

When airborne, accelerate at full power. As you reach 90 km/h (52kts) at a height above 50 meters

(165 ft), retract flaps to neutral position. and retract the landing gear. Reduce power to 30 kW.

WARNING! ALWAYS MOVE THE LANDING GEAR COCKPIT HANDLE STRONGLY, WITHOUT

HESITATION AND WITH ONE SINGLE CONTINUOUS MOVEMENT TOWARDS THE DESIRED POSITION.

Adjust the trim to neutralise the stick force if necessary. Remember to keep the temperatures and RPM within operational limits during this manoeuvre.

WARNING! FULL POWER CAN BE UTILIZED FOR A MAXIMUM 1 MINUTE. AFTER THIS, RE

DUCE POWER TO 30 KW AND VERIFY THIS WITH ESYSMAN.

Level flight

Taurus Electro is not designed to be a cruising aircraft, however you may be able to maintain level cruise flight should this be required. To cover distances, saw-tooth flight with interchanging climbs and glides are an established common practice. When saw-toothing, plan your flight well and always restart the motor over a landable terrain.

Flights in rough atmosphere

Should you experience turbulence, reduce airspeed and continue flying with flaps set to neutral position.

CAUTION! IN ROUGH AIR EXTEND AIRBRAKES UNPOWERED FLIGHT FOR SHORT TIME IF

NECESSARY TO KEEP AIRSPEED BELOW VRA.

Descent and final approach

Landing the Taurus Electro with the motor up should be strongly avoided due stress on the propeller mast. It will decrease the life-time of critical component as well. Therefore it is recommended that you conduct the approach and landing like a glider - with the propulsion unit in its retracted (DOWN) position. On downwind (150-200 m, 500-700 ft), maintain a speed of 100 km/h (55 kts) and lower and secure the landing gear. Before turning base, set the flaps to T stage, and reduce your speed to 90-95 km/h

(48-51 kts). Set trim to neutralise stick force if necessary.

CAUTION! WHEN DESCENDING, MAKE SURE THE PROPULSION UNIT IS RETRACTED.

CAUTION! WITH FLAPS IN L POSITION ONLY HALF WAY AILERON DEFLECTIONS ARE

PERMITTED.

On final, set flaps to L position only if the runway is very short and a steep angle of arrival is required. Align with the runway and extend airbrakes while maintaining an airspeed of 90-95 km/h

(48-51 kts). Use airbrakes to control your approach glide path.

CAUTION! CROSSWIND LANDINGS REQUIRE HIGHER FINAL APPROACH SPEEDS TO ENSURE

AIRCRAFT’S SAFE MANOEUVRABILITY.

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Roundout and touchdown

CAUTION! See chapter “Performance” for landing performance.

Final roundout (flare) and touchdown should be performed at following airspeeds:

Calm air, aircraft at MTOM 75 km/h (40 kts) IAS

Rough air, aircraft at MTOM (incl. strong crosswinds up to 28 km/h (15 kts)) 78 km/h (42 kts) IAS

CAUTION! LAND THE AIRCRAFT IN SUCH A MANNER THAT ALL THREE WHEELS TOUCH THE

GROUND AT EXACTLY THE SAME TIME. WHEN TOUCHING DOWN, RUDDER MUST NOT BE DE FLECTED IN ANY DIRECTION RUDDER PEDALS CENTRED.

When on ground, start braking action holding the control stick in full back position. Steer the aircraft by using rudder inputs. Provided the runway length is sufficient, come to a complete standstill without engaging the brakes to ensure their long life.

TAURUS ELECTRO

Normal procedures

REV. 3

WARNING! AFTER TOUCHDOWN, DO NOT RETRACT SPOILERS IMMEDIATELY, AS THIS

CAUSES SUDDEN LIFT INCREASE AND THE AIRCRAFT MAY BECOME AIRBORNE AGAIN. SHOULD THIS OCCUR, HOLD THE ELEVATOR STEADY; UNDER NO CIRCUMSTANCES ATTEMPT TO FOL LOW AIRCRAFT’S MOVEMENT WITH ELEVATOR DEFLECTIONS, SINCE TAURUS ELECTRO TENDS TO ATTENUATE REBOUNDING BY ITSELF. HOWEVER, IT IS IMPORTANT TO MAINTAIN RUNWAY HEADING USING THE RUDDER AT ALL TIMES. TO PREVENT THIS, RETRACT SPOILERS ONLY AF TER THE AIRCRAFT HAS COME TO A COMPLETE STANDSTILL.

WARNING! TOUCH AND GOES ARE NOT POSSIBLE!

Having reached a complete standstill, extend the motor (Motor start-up) and taxi (Taxi) off the runway.

Crosswind approach and roundout

CAUTION! CROSSWINDS PROLONG LANDING RUNWAY LENGTH SEE CHAPTER

“PERFORMANCE”.

Performing a crosswind landing, the wing-low method should be used. When using the wing-low method it is necessary to gradually increase the deflection of the rudder and aileron to maintain the proper amount of drift correction.

WARNING! IF BY CHANCE THE CRAB METHOD OF DRIFT CORRECTION HAS BEEN USED

THROUGHOUT THE FINAL APPROACH AND ROUNDOUT, THE CRAB MUST BE REMOVED THE INSTANT BEFORE TOUCHDOWN, BY APPLYING RUDDER TO ALIGN THE AIRCRAFT’S LONGITU DINAL AXIS WITH ITS DIRECTION OF MOVEMENT.

TAURUS ELECTRO

Normal procedures

REV. 3

Parking

Retracting & Extending propulsion unit in flight

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Come to a complete standstill by engaging brakes. Set the system enable switch OFF, then master switch OFF. Unlock airbrakes (handle lifted slightly) and insert parachute rescue system handle’s safety pin. Open the canopy, unfasten safety belts and exit the cockpit. Close and lock the canopy after you have left the aircraft. When closing the canopy, make sure that the lock-handles are in OPEN position not to damage the locking pins. Also, block the wheels if parking on a slope.

CAUTION! WHENEVER YOU LEAVE THE AIRCRAFT MAKE SURE THE CANOPY IS CLOSED AND

LOCKED. SHOULD YOU FORGET TO DO THIS THE CANOPY FRAME MAY NOT FIT THE FUSELAGE FRAME ANY MORE WHEN YOU RETURN, SINCE THE STRETCH COEFFICIENT OF FIBRE GLASS AND PLEXYGLASS ARE SIGNIFICANTLY DIFFERENT. ALSO, COVER THE CANOPY WITH A FABRIC COVER, TO PREVENT THE CABIN FROM OVERHEATING PROTECTION FOR INSTRUMENTS AND SYSTEMS.

This procedure applies only for retracting/extending the propulsion unit as an intentional event, be aware you may lose up to 100m (300ft) of altitude during this procedure. If under power, set rpm to minimum (rotate knob left) and select engine DOWN. Reduce speed to 80 km/h (43 kts) and set flaps to 1st stage. Continue decelerating towards 70 km/h (40 kts). The system will complete the retraction/extension by itself. Once retracted (confirmed by green LED status light), select System enable OFF. For more details please consult the ESYS-MAN section in chapter Aircraft and Systems on board in this manual. To restart the motor in-flight follow the same procedure as for Motor startup (page 38) while maintaining level flight at 80 km/h (43 kts) with flaps in 1st stage.

WARNING! ALWAYS WAIT BEFORE THE SYSTEM CONFIRMED IN FULL EXTENDED OR FULL

RETRACTED POSITION BEFORE OPERATING THE MASTER SWITCH OR THE SYSTEM ENABLE SWITCH! THE PROPELLER BRAKE IS ELECTRIC AND DOES NOT WORK WITHOUT POWER  IN FLIGHT AND WITH THE SYSTEM IN THE MIDDLE OF RETRACTION, CUTTING THE POWER WILL RESULT IN PROPELLER DAMAGE!

WARNING! BEFORE YOU ENABLE THE MOTOR, MAKE SURE THE PROPELLER IS IN

THE FULLY EXTENDED AND UPRIGHT POSITION GREEN LIGHT INDICATION!

Should the batteries cool down during unpowered flight, use up to 1000 RPM until the battery temperature recovers to operating range.

CAUTION! DO NOT ADD FULL POWER WHILE THE BATTERIES ARE STILL COLD. KEEP FLYING

AT 80 KM/H 43 KTS WITH FLAPS IN L STAGE AND NOT MORE THAN 1000 RPM TO WARMUP THE BATTERIES FIRST IF COLDER THAN 5°C.

NOTE: IT IS NOT REQUIRED TO COOL DOWN THE SYSTEM BEFORE RETRACTION.

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Performance

TAURUS ELECTRO

Introduction

Airspeed indicator calibration

Take-off performance

Performance

REV. 3

Climb performance

Cruise

Descent

Landing performance

Maneuver & gust envelope

Speed polar

Additional technical data

TAURUS ELECTRO

Performance

REV. 3

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Introduction

This chapter provides information on aircraft’s airspeed calibration, stall speeds and general performance. All data published was obtained from test flight analysis. Test pilots were instructed to control the plane simulating average pilot’s flying skills.

Airspeed indicator calibration (IAS to CAS)

Pitot tube’s ingenious mounting and construction makes IAS to CAS correction values insignificant. Therefore pilots should regard IAS to be same as CAS. IAS = CAS.

Stall speeds

Stall speeds at MTOM are as follows:

flaps in negative position; -5° (up): 75 km/h (40.5 kts) flaps in neutral position; 0° (neutral): 71 km/h (38.3 kts) flaps in 1st position; +5° (down): 68 km/h (36.7 kts) flaps in T position; +9° (down): 65 km/h (35.0 kts) flaps in L position: +18° (down): 63 km/h (34,0 kts)

Take-off performance

All data published in this section was obtained under following conditions:

aircraft at MTOM (550 kgs) runway elevation: 100 meters (330 feet) wind: calm runway: dry grass runway with low-cut grass, no significant up- or downslope ICAO standard atmosphere

Taurus Electro

takeoff runway length at MTOM 550 kgs 160 m (530 ft) takeoff runway length (over 15m (50 ft) obstacle) 245 m (800 ft)

Note: in order to meet the data for takeoff runway length over 15 m obstacle maintain Vx

after take-off.

Takeoff runway length may vary depending on the wind, temperature, elevation and wing & propeller surface condition.

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takeo runway length

elevation (m)

300 985

Effect of elevation

The table below provides data about the effect of elevation on takeoff runway length.

elevation (m) 0 500 1000 1500 atmosph. pressure (hPa) 1012 954 898 845 outside temperature (°C) 15.0 11.7 8.5 5.2

Takeoff runway length [m (ft)]

Electro 160 (530) 185 (610) 232 (765) 275 (910)

WARNING: If the outside temperature is higher than the standard value it is mandatory to

consider the takeoff runway length prolongs as follows: L = 1,10 • (L Abbreviations are as follows: Lh = takeoff runway length at present elevation, Lt = takeoff runway length at sea level at same atmospheric conditions, L0 = takeoff runway length at 15°C.

+ Lt - L0).

TAURUS ELECTRO

Performance

REV. 3

The graph below indicates how takeoff runway length changes as altitude increases.

250 820

200 650

150 500

mft

200 400

650

1300

600 800 1000 1200

2000

2600

3200

4000

Effect of the wind

1400 4600

elevation (ft)

Wind (head, cross or downwind - also called tailwind) affects aircraft’s ground speed (GS).

Headwind on takeoff and landing causes the Takeoff and Landing runway length to shorten as the GS is smaller during these two flight stages. The opposite stands for tailwind on takeoff and landing as tailwind prolongs Takeoff and Landing runway length significantly. The data on the next page was obtained through testing and therefore serve as informative values only.

Headwind shortens Takeoff and Landing runway length by 8 meters (25 feet) with every 5 km/h

(3 kts) of wind increase (e.g. provided there is a 10 km/h (6 kts) headwind on takeoff and landing, dis-

tances will be approximately 16 meters (50 feet) shorter then ones published in the manual).

TAURUS ELECTRO

Performance

REV. 3

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Tailwind prolongs Takeoff and Landing runway length by 18-20 meters (60-65 feet) with every 5

km/h (3kts) wind increase (e.g. provided there is a 10 km/h (6kts) tailwind on takeoff and landing, distances will be approximately 36-40 meters (120-130 feet) longer then ones published in the manual). 3x

WARNING! TAILWIND AFFECTS TAKEOFF AND LANDING PERFORMANCE BY MORE THAN

TWICE AS MUCH AS HEADWIND DOES.

The table below provides data about the effect of headwind (+) and tailwind (-) on takeoff runway length.

windspeed (m/s) -3 -2 -1 0 2 4 6 windspeed (kts) -6 -4 -2 0 4 8 12

Takeoff runway length [m (ft)]

Electro 297 (975) 243 (800) 205 (670) 160 (520) 154 (505) 147 (480) 122 (400)

The graph below indicates how takeoff runway length changes when affected by wind.

takeo runway length

m/s kts

-4 -2

-8

-4

2 4

Effect of outside temperature

250 820

200 650

150 500

100 330

50 160

4 8

The table below provides data about the effect of outside temperature on takeoff runway length.

temperature (°C) 13 20 25 30 35

Takeoff runway length [m (ft)]

Electro 180 (590) 197 (645) 215 (705) 237 (780) 255 (836)

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250 820

4600

climb rate

The graph below shows how takeoff runway length changes when affected by temperature chances.

200 650

150 500

100 330

takeo runway length

50 160

mft

outside temperature (°C)

TAURUS ELECTRO

Performance

REV. 3

Climb performance

Taurus Electro

best climb speed Vy 100 km/h (54 kts) best climb rate at MTOM 2.9 m/s (580 fpm)

Effect of elevation

The table below provides data about the effect of elevation on climb rate at best climb speed Vy.

Taurus Electro

0 m (0 ft) 3.1 m/s (620 fpm) 500 m (1600 ft) 2.9 m/s (580 fpm) 1000 m (3300 ft) 2.7 m/s (540 fpm) 1500 m (5000 ft) 2.5 m/s (500 fpm)

The graph below indicates how climb rate changes as altitude increases.

800

400

m/s fpm

200 400 600 800

650

1300

2000

elevation

2600

1000 1200 1400 3300

4000

TAURUS ELECTRO

Performance

REV. 3

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Descent

The rate of descent and glide path are adjusted using airbrakes (spoilers). Typical sink rate, with flaps set to L position and spoilers fully extended, measures 4,5 m/s (900 fpm) at 90 km/h (48 kts) and 6,0 m/sec (1200 fpm) at 100 km/h (62 kts).

Taurus Electro

max. sink rate, spoilers extended, flaps at L and at flap speed limit 5.8 m/sec

(1160 fpm)

Landing performance

PRECISE DATA WILL BE PUBLISHED AFTER DEDICATED TEST FLIGHTS! PRESENT DATA IS SUBJECT TO CHANGE WITHOUT NOTICE!!!

Landing length will vary depending on the elevation, gross weight, touchdown velocity, wind direction and how aggressive the braking action is. In following conditions: aircraft at MTOM, airport elevation 100 meters (300 feet), wind calm; the landing length measures 110 meters (330 feet). Should you be flying solo, the length shortens by another 10 meters (30 feet).

WARNING! RUNWAY PROPORTIONS MUST BE IN EXCESS OF 400 X 30 METERS (1300 X 100

FEET) WITH NO OBSTACLES IN A 4° RANGE OFF RUNWAY HEADING IN ORDER ENSURE SAFE

FLYING ACTIVITY. USE OF SHORTER STRIPS SHOULD BE CONSIDERED A MAJOR EXCEPTION AND SHOULD ONLY BE ATTEMPTED BY EXPERIENCED PILOTS AND AT OWN RISK.

Crosswind landing limitations

Maximum allowed crosswind speed for landing with flaps in L position as well as take-off with flaps in T position is 28 km/h (15 kts).

Gliding performance

The glide is defined as unpowered straight and level flight at a speed providing best lift over drag ratio or minimum sink rate.

Should the motor become inoperative in flight, as a result of either intended or unintended action, and it cannot be restarted, react as follows: establish straight and level flight at the speed providing best lift over drag ratio, if you desire to overcome greatest distance at reach from initial altitude. establish straight and level flight at speed providing minimum sink rate, if you desire do stay airborne the longest. This may come in handy in case you are forced to give way to other aircraft or if you simply need time to determine the most appropriate site to land.

Taurus Electro

minimum sink speed 94 km/h (51 kts) minimum sink rate (prop.unit., gear retracted) 0.70 m/s (140 fpm) minimum sink rate(prop.unit extended.) 1.52 m/s (270 fpm) best lift/drag ratio speed 108 km/h (58 kts) best lift/drag ratio (prop.unit., gear retracted) 1:41 best lift/drag ratio (prop.unit extended.) 1:25 L/D ratio at 150 km/h (80 kts) 1:32

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Maneuver & gust envelope

TAURUS ELECTRO

Performance

REV. 3

load factor

0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300

-1

-2

-3

-4

5,30

4,81

-2,65

-2,81

4,04 4,00

EAS km/h

-1,50

-2,04

manouever and gus t

TAURUS 472,5kg flap 0

load factor

0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 30

-1

-2

-3

-4

6,96

5,61

-3,48

-3,61

5,25

4,68

EAS km/h

-1,97

-2,68

manouever and gust

TAURUS 360kg flap 0

TAURUS ELECTRO

Performance

REV. 3

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Speed polar

(472 kg, prop.unit & landing gear retracted, optimal flap settings)

glide ratio

airspeed km/h

sink speed m/s

60 80 100 120 140 160 180 200

0,0

0,5

1,0

1,5

2,0

2,5

3,0

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Additional technical data

Taurus Electro

stall speed (flaps extended) 63 km/h (34.0 kts)

stall speed (flaps retracted) max. speed of spoiler extension 163 km/h (188 kts) max. speed with flaps in +5° position 130 km/h (70 kts) max. speed with flaps in T position 130 km/h (70 kts) max. speed with flaps in L position 110 km/h (59 kts) manoeuvring velocity Va 163 km/h (88 kts) maximum rough air speed Vb (gusts 15 m/s) 163 km/h (88 kts) max. speed with powerplant extended 120 km/h (65 kts) max. speed in tow (where permitted legally) 150 km/h (80 kts) VNE 225 km/h (121 kts) Vx - best climb-over-distance ratio speed 85 km/h (46 kts) Vy - best climb rate speed 100 km/h (54 kts) max. climb rate at MTOM 3.1 m/s (620 fpm) minimum sink speed 94 km/h (51 kts) minimum sink rate 0.70 m/s (140 fpm) max. sink rate with spoilers extended 5.8 m/s (1160 fpm) best glide ratio speed 108 km/h (58 kts) takeoff runway length at MTOM 160 m (525 ft) takeoff runway length at MTOM over 15 m obst. 245 m (800 ft) best glide ratio 1:41 glide ratio at 150 km/h 1:32 45° left to 45° right - bank to bank time 3.5 s battery capacity (standard configuration) 4.75 kWh battery capacity (optional configuration) 7.10 kWh useful battery capacity (recommended, standard) 3.8 kWh useful battery capacity (recommended, optional) 5.7 kWh max. wing load factors +5.3 G -2.65 G

TAURUS ELECTRO

71 km/h (38.3 kts)

Performance

REV. 3

WARNING! Wing and propeller surfaces must be immaculately clean, dry and undamaged at

all times. As all airfoils are laminar any impact spots, bumps and even a dirt (incl. water, snow...) on the surface may significantly lower flight performance. Stall speed, takeoff and landing runway length, sink rates and energy consumption increase, while climb rates, ceiling, lift-over-drag ratio and endurance decrease by as much as 30%. Please consult a Pipistrel representative for high-altitude performance ratings.

TAURUS ELECTRO

REV. 3

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Weight and balance

Introduction

Weighing and centre of gravity calculation for empty mass

TAURUS ELECTRO

Weight and balance

REV. 3

Weight and Balance report - including: Useful load distribution

Definitions and explanations

TAURUS ELECTRO

Weight and balance

REV. 3

Introduction

Weighing and c.g. calculation - empty mass

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This section contains the payload range within which the aircraft may be safely operated. Weighing procedure and procedure for calculating the in-flight c.g. are also provided. Refer to equipment list for the installed equipment and accessories.

1. Completely assemble the aircraft, in closed space without any wind disturbance, and with:

- gear down

- motor, flaps and airbrakes retracted,

- control surfaces neutral,

- equipment and accessories in accordance with equipment list.

2. Remove all foreign objects, e.g. tools, maps, ...

3. Empty the water ballast tank, remove baggage.

4. Insert scales under main wheels and a scale with support under tail wheel in order to level the airplane as follows:

- the slope of upper and lower contour of fuselage tailcone in front of fin must be equal, check

with water scale,

- wings level.

5. Read scale readings, subtract eventual tare weight in order to get net weight.

NOTE: IF ACCURATE HIGH RANGE SCALES FOR MAIN WHEELS ARE NOT AVAILABLE, AIR

CRAFT EMPTY MASS MAY BE DETERMINED BY ADDING UP MASSES OF ALL COMPONENTS: LEFTHAND WING, RIGHTHAND WING, FUSELAGE, HORIZONTAL TAIL.

6. Measure distances »a« and »b« between verticals through axis of main wheels, tail wheel and datum.

Use plumb line to mark verticals at the floor. For main wheels and wing leading edges take average of Left-hand and Right-hand verticals.

NOTE: DISTANCES A AND B MAY CHANGE WITH AIRCRAFT WEIGHT DUE TO DEFLEC

TION OF LANDING GEAR  THEY MUST BE MEASURED AT EACH WEIGHING.

7. Calculate c.g. of empty mass as follows:

empty

CG.empty

b Datum

CG.empty

[kg] Empty mass (with equipment and accessories in accordance with equipment

list, but without occupant(s), baggage and water ballast).

[kg] Load on tailwheel.

[mm] Location of empty mass c.g., positive aft of datum.

[mm] Distance between main wheel axis and datum, positive for main wheel forward

of datum.

[mm] Distance between main and tail wheel axis, always positive.

Leading edge of wing root section..

= (G2.b) / G

empty

- a

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NOTE: WEIGHING AND C.G. CALCULATION OF FLIGHT MASS CAN BE DONE AS ABOVE, BUT

WITH THE FOLLOWING REMARKS:  FLIGHT MASS INCLUDES EMPTY MASS, OCCUPANTS, BAGGAGE AND WATER BALLAST.  RUDDER PEDALS AND SEATING POSITION MUST BE ADJUSTED AS IN FLIGHT.

However, flight mass and c.g. are normally calculated as shown in “Flight mass and c.g.”.

Weight and balance report (including: Useful load distribution)

Fill-in Weight and Balance report on the next page.

“Empty mass c.g. limits” diagram is used to find out maximum and minimum cockpit load with respect to mass and centre of gravity of empty aircraft.

TAURUS ELECTRO

Weight and balance

REV. 3

Each weighing and centre of gravity calculation has to be entered in the »Weight and Balance«. If minimum and maximum cockpit load change with respect to last weighing, cockpit placard must be changed or corrected as well.

After installation or removal of equipment or accessories, repair, painting, or any change which affects weight and balance, a new Weight and Balance (weighed or calculated, whatever is more appropriate) must be accomplished.

TAURUS ELECTRO

Weight and balance

REV. 3

Weight and Balance - Taurus ELECTRO

Ajdovščina

Pipistrel d.o.o.

Weighing and C.G. calculation - empty mass

date of weighing /

acomplished by /

date of "Equipment list" /

main wheel Lh G

main wheel Rh G

main wheel total G

tail wheel G

distance a mm 22 24 23

distance b mm 4402 4406 4400

empty mass =(6+7) G

1 Lh

1 Rh

empty

1. example 2. example 3. example

kg 123,0 123,4 122,0

kg 124,4 124,8 123,5

kg 247,4 248,2 245,5

kg 49,6 48,8 47,5

kg 297,0 297,0 293,0

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Serial Number Registration

empty mass C.G. X

max cockpit load

(from "Empty mass c.g. lim its" diagram)

Empty mass is with equipment and accesories per equipment list, and without occupants, fuel, baggage and water ballast.

CG.empty

= (G2.b)/G

CG.empty

without w.ballast

empty

- a

mm 713 700 690

kg 180,0 175,5 169,0

Component mass

Lh wing

incl.flaperon

Rh wing

incl.flaperon

Fuselage -

complete

Horiz. tail

Empty mass

kg kg kg kg

Useful load distribution

max useful load = (13-10) kg 252 252 256

max cockpit load

(declared, see Notes)

min cockpit load

(from "Empty mass c.g. lim its" diagram)

without w.ballast

kg 86,0 82,0 78,0

550 550 550 550 550 550 550gkssam xam

252 252 256

Less Baggage Less Baggage Less Baggage

Inspector

● Declared max cockpit load without water ballast is: 14 - baggage if 14 is less than, or eq

Notes:

● Water ballast is installed for solo flight with lightweight pilot for not to exceed aft c.g. limit.

Min cockpit load may be reduced for 2,3 kg per each litre of water ballast.

● If water ballast is left in the tank for duo flight, max cockpit load must be reduced for 2,3kg per each litre of water ballast.

● Influence of baggage on aircraft c

● Max mass of single occupant (due to structural load per seat) is 110kg.

signature & stamp

12, if 14 is more than 12.

.g. (and corresponding cockpit load) is neglectable.

ual to, 12.

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840

280 282 284 286 288 290 292 294 296 298 300 302 304 306 308 310 312 314 316 318 320

Definitions and explanations

Empty mass and c.g.

Empty mass is mass of empty aircraft with equipment and accessories in accordance with equipment list. Refer to Weight and Balance report for actual value. Empty mass c.g. limits diagram provides empty mass c.g. limits within which flight mass c.g. is kept in limits. Or differently, the diagram is used to find out cockpit load with respect to mass and c.g. of empty aircraft.

lines of constant

max cockpit load

- front CG limits

Minimum cockpit load is obtained as follows:

1. Locate c.g. of empty mass X through it.

2. Locate empty mass G0 [kg] at the bottom horizontal axis and draw a vertical line through it.

3. The intersection of two lines drawn determines minimum cockpit load. Interpolate between lines of constant minimum cockpit load (RED - 65, 70, 75 kg, ...), if necessary.

NOTE: MIN. COCKPIT LOAD MAY BE REDUCED FOR 2.3 KG PER EACH LITRE OF W. BALLAST.

200

190

180

170

160

150

140

CG of empty mass -

distance aft of datum in mm .

[mm] at the Left-hand vertical axis and draw a horizontal line

CG.empty

Empty mass c.g. limits

Cockpit load in kg with respect to

mass and c.g. of empty aircraft

empty mass kg

TAURUS ELECTRO

Weight and balance

lines of constant

min cockpit load

- aft CG limits

REV. 3

TAURUS ELECTRO

REV. 3

Weight and balance

Maximum mass (MTOM or MTOW)

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Maximum cockpit load is obtained as follows:

1. Intersection point from the previous step 3. determines maximum cockpit load with respect to maximum permitted front c.g. of aircraft. Interpolate between lines of constant maximum cockpit load (BLUE - 140, 150, 160 kg, ...), if necessary.

NOTES:

IF WATER BALLAST IS LEFT IN TANK FOR DUO FLIGHT, MAXIMUM COCKPIT LOAD MUST BE REDUCED FOR 2.3 KG PER EACH LITRE OF WATER BALLAST. MAXIMUM COCKPIT LOAD WITH RESPECT TO AIRCRAFT MAXIMUM MASS IS OBTAINED BY SUBTRACTING EMPTY MASS, BAGGAGE AND WATER BALLAST FROM MAXIMUM MASS. DECLARED MAXIMUM COCKPIT LOAD IS THE LOWEST OF TWO VALUES

Maximum mass = 550 kg for aircraft with parachute rescue system.

Useful load distribution

Useful load items are cockpit load, baggage, water ballast.

Cockpit load = occupants (pilot + passenger).

The sum of useful load items must not exceed max useful load.

Max useful load = max.mass - empty mass.

Aircraft flight mass and c.g. depend on quantity and distribution of useful load. Quantity and distribution of useful load items are explained below. However, the influence of useful load items is briefly expressed in the condition that, if for a given empty mass and c.g. the max useful, max and min cockpit load from Weight and Balance or cockpit placard are respected, aircraft max mass and in-flight c.g. will also be kept within limits. Refer to Weight and Balance or cockpit placard for actual value of max useful load and its distribution.

Cockpit load

Refer to »Weight and Balance« or cockpit placard for max and min cockpit load. Max mass of single occupant (due to structural load per seat) is 110 kg.

Baggage

Max baggage = 10kg. Baggage quantity depends on useful load, cockpit load and water ballast. The sum of cockpit load, baggage and water ballast must not exceed max useful load. Baggage compartment behind the seat is close to aircraft c.g. – the influence on aircraft c.g. is negligible.

Water ballast

Water ballast in fuselage nose is installed for solo flight with lightweight pilot for not to exceed aft c.g. limit. For duo flight it is normally removed, because it reduces useful and max cockpit load. Max water ballast = 9 litre (9kg). Refer to the note of Weight and Balance or cockpit placard for detailed instruction.

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Weight and balance

Flight mass and c.g.

Flight mass is the sum of empty mass, cockpit load, baggage and water ballast. Flight mass c.g. calculation is done in a table as shown by example below:

- multiply mass by distance from datum (positive for items aft of datum) to get moment [kg.mm] of each item,

- add up moments of all items,

- add up masses of all items,

- divide the sum of moments [kg.mm] by the sum of masses [kg] to obtain flight mass c.g. [mm].

Reference masses and c.g.’s of different items

TAURUS ELECTRO

REV. 3

masses and c.g.’s of different items

pilot only -550 pilot + passenger -541 water ballast max 9 -1800 baggage max 10 150 instruments -1140 parachute rescue system 550 tail wheel 4380 empty mass motor retracted ref. value 297 713 77.7 % MAC empty mass motor extended ref. value 297 709 77.2 % MAC

mass distance from datum,

positive = aft

kg mm

TAURUS ELECTRO

REV. 3

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Aircraft and systems on board

Aircraft and on board systems

Introduction

Cockpit levers

Instrument panel

TAURUS ELECTRO

REV. 3

Undercarriage

Seats and safety belts

Pitot-static lining

Air brakes (spoilers)

Flap settings

Power plant, propeller

Energy storage & charging

Electrical system

Cooling system

Wheel brake system

TAURUS ELECTRO

Aircraft and systems on board

REV. 3

Introduction

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Taurus is a 15-meter-wingspan, side by side

T-tail motorglider made almost entirely of composite materials. The wing is mid-mounted cantilever type, propulsion system is fully retractable to enhance gliding performance

The undercarriage is a taildragger type with two main, brake equipped wheels, which are fully retractable. Tail wheel steerable through rudder input.

Taurus features flaperons, which are interconnected flaps and ailerons presented in the same deflecting surface. Flaps offer 5 settings:

- 5°, neutral, 1 What is more, individual main flight control levers make Taurus ideal for initial as well as for advanced flight training. All aileron, elevator and flap controls are connected to the cabin controls using self-fitting push-pull tubes. Rudder is controlled via cables. The elevator trim is mechanical, spring type housed internally in the fuselage to prevent drag. All aircraft ship with H type safety belts attached to the fuselage at three mounting points. Rudder pedals can be adjusted to suit your size and needs.

The batteries are in the fuselage, placed in four metal boxes with dedicated connectors. Charging must be carried out only with original Pipistrel dedicated chargers. The motor/controller system Electro 40/30 is standard and the aircraft features the Master

+5,° Takeoff +9°, Landing +18°.

On-board Computer (MOC) that provides throttle-by-wire capability. The canopy is either transparent or blue-tinted plexy-glass.

Main wheel brakes are hydraulically driven disc type. The hydraulic brake fluid used is DOT 4. Cabin ventilation is achieved through special ducts fitted onto the canopy frame and may be adjusted for crew’s comfort.

To enhance aerodynamics for gliding, Taurus fully retracts the propulsion unit. This procedure is fully automated by the flip of a switch on the instrument panel.

Electric circuit enables the pilot to test individual circuit items. Navigational (NAV), and anti collision (strobe) lights are an option. The motor/propeller compartment is fully enclosed and separated from the cockpit.

Basic instruments come installed with operational limits pre-designated. EYS-MAN is standard equipment. A ballistic parachute rescue system can be installed as an option (in some countries e.g. Germany the ballistic rescue system must be installed).

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Composite parts are made of:

fabric: AFK 170, GG90, GG 120, GG160, GG200,

continuous fibres: Tenax STS 5631 foam: 75 kg/m3 PVC 3mm, PVC 5 mm, PVC 8mm honeycomb: kevlar 3mm GFK: 3 mm, 5 mm, 7 mm of thickness paint: acrylic heat resistant protection glass-aluminium sandwich

Metal parts used are:

tubes: materials: Fe0146, Fe 0147, Fe0545, Fe1430, AC 100, CR41 in LN9369 sheet metal: materials: Fe0147 in Al 3571 rods: materials: Fe 1221, Fe 4732, Č4130, Al 6082, CR41 in Al 6362 cable: AISI 316 bolts and nuts: 8/8 steel

TAURUS ELECTRO

Aircraft and systems on board

90070, 92110, 92125, 92140, 92145, KHW200

REV. 3

All composite parts are made of glass, carbon and kevlar fiber manufactured by Interglas GmbH.

All composite parts have been tested at a safety factor of 1.875. All parts are made in molds, therefore, no shape or structural differences can occur.

All design, manufacturing and testing complies with following regulations:

• Lufttüchtigkeitsforderungen für aerodynamisch gesteuerte Ultraleichtflugzeuge (LTF-UL) vom

30. Januar 2003, herausgegeben vom Luftfarht-Bundesamt

• JAR-1 microlight definition

• JAR-22 - certain sections

• JAR-VLA -certain sections for Slovenian market also: Pravilnik o ultralahkih napravah Republike Slovenije.

All parts and materials present in Taurus Electro are also being used in glider and general aviation industry and all comply with aviation standards.

TAURUS ELECTRO

Aircraft and systems on board

REV. 3

Cockpit levers

Taurus Electro’s cockpit levers are divided into two groups:

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side window, ventilation

master switch

canopy lift-pad canopy lift-pad

ventilation nozzle ventilation nozzle

fuses

airbrakes/wheelbrakes

trim knob

ESYS-MAN (throttle)

rudder pedals (right)rudder pedals (left)

cabin lock levercabin lock lever

12V socket

flap lever

landing gear lever

ventilation knob

pedal adjustment knob

control stick (right)control stick (left)

side window, ventilation

Individual control levers: pilot stick, adjustable rudder pedals

Shared control levers: ESYS-MAN (throttle control), flap lever, gear retraction lever, trim lever, air-

brakes lever, canopy lock levers, ventilation lever and emergency parachute release handle.

Instrument panel

compass

primary flight instruments

master switch

slip indicator

ventilation/de-fogging

knob

ESYS-MAN (throttle ctrl)

fuses

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Aircraft and systems on board

Taurus Electro comes standard with a modern, electronic instrument panel. The panel utilizes the power of the ESYS-MAN control and monitoring instrument, which includes throttle control, system enable, as well as motor retraction management. Besides the conventional instruments the panel includes a magnetic compass, a side-slip indicator, 12 V socket, cockpit ventilation lever, throttle lever, master switch, fuses, CHT/EGT gauge and primary flight instruments.

Undercarriage

The undercarriage is a taildragger type with two main, brake equipped, retractable wheels and a rubber cushioned tail wheel. Main gear is retracted / lowered by operating a lever located between both seats, accessible to both crew. Once the main landing gear is lowered it is locked into position automatically. Wheel brakes are both engaged simultaneously when the airbrakes are fully extended and the pilot continues to pull on the airbrake lever.

distance between main wheels: 0,68 m distance between main and tail wheel axis: 4,403 m tire: 4,00'' x 6'' (main wh.), 2,50'' x 4'' (tail wh.)

1,5 - 1,6 bar / 21-23 PSI (main wheels),

tire pressure brakes: disk type, engaged simultaneously upon full airbrake extension brake fluid: DOT 4

0,6 bar / 9 PSI (tail wheel)

TAURUS ELECTRO

REV. 3

Main gear lowered and locked

(front view)

Main gear lowered and locked (side view)

Main gear retracted (side view)

All dimensions are in millimeters

TAURUS ELECTRO

REV. 3

Aircraft and systems on board

Seats and safety belts

Seats have no stiff internal structure and do not offer different settings. All Taurus aircraft ship with H type safety belt attached to the fuselage at three mounting points.

Pitot-Static lines

The pitot tube is inside the nose-tip. Pitot lines made of plastic materials lead from the nose to the instrument panel and are secured from non-intentional damage. Static ports are located on both sides of the nose below the middle line and are marked with red circles. Static lines join the static ports to the instrument panel, they are made of composite materials and secured.

Air brakes (spoilers)

Spoilers are most commonly used to increase drag and steepen the final approach. During takeoff, climb and cruise spoilers MUST be retracted and locked (handle in cockpit in full forward position). To unlock and extend spoilers, pull the handle upwards.

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Flap settings

Taurus Electro is equipped with flaperons which offer five (5) different flap settings. Apart from the limitations for extension of +9° and +18° flaps, there are recommendations for the use of flaps with different speed-ranges and types of flight operation.

Recommended speed ranges for certain flap settings in when gliding:

flaps in negative position; -5° (up): faster than 150 km/h km/h (80 kts) flaps in neutral position; 0° (neutral): 120 - 150 km/h (65 - 80 kts) flaps in 1st position; +5° (down): 90 - 120 km/h (50 - 65 kts) flaps in T position; +9° (down): 80 - 90 km/h (43 - 50 kts) flaps in L position: +18° (down): FINAL APPROACH - LANDING

Water ballast reservoir

Taurus Electro is equipped with a water ballast reservoir to provide for better control over the aircraft’s centre of gravity. The reservoir is placed in front-cabin and secured with two (2) fastening butterfly screws. The quantity of the reservoir is 9 litres (9 kg). Lever arm for centre of gravity calculations is -1800 mm. There are placards on the instrument panel indicating minimum and maximum allowable crew weight with and without (9 kg) water ballast. The mentioned figures are to be respected at all times!

WARNING! CHECK THE WATER BALANCE RESERVOIR IN FRONTCABIN AND VERIFY

CREW’S WEIGHT BEFORE EVERY FLIGHT AS IT MAY INFLUENCE THE CENTRE OF GRAVITY OF AIRCRAFT TO THE POINT WHERE IT IS NO LONGER CONTROLLABLE!

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Aircraft and systems on board

Power plant, propeller and energy storage

Taurus Electro has a out-runner motor mounted on top of the motor arm and provides direct-drive to the propeller. The motor is a 3-phase synchronous motor with permanent magnets, exhibits high torque and above average efficiency ratings. The cooling is provided via incident air. The power controller is mounted inside the fuselage in an IP54 casing and is aircooled via a dedicated cooling duct. The system is controlled via the color-display EYSY-MAN cockpit interface instrument. It indicates the drive mode and important parameters to the pilot and provides the interface for engine retraction and extension. Everything is operated via two (2) toggle switches and a rotatable knob. The first toggle switch is the system enable (on/off) switch while the second toggle switch is the motor position selector up/down i.e. extended or retracted. This process is fully automated – the propeller is positioned and held in place while the motor extends or retracts. The pilot only selects the desired mode with the toggle switch. The rotary encoder acts as the throttle selector. The ESYS-MAN also communicates with the Battery-Management-System and delivers information about the state of charge, battery health information and monitors the charging. All components communicate via the CAN interface with a proprietary communication protocol.

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Motor:

TEMPERATURE °C / ELECTROMOTOR ELECTRO 40/30

maximum take-off power (1 min) 40 kW maximum continuous power 30 kW maximum operating temperature 100° C maximum ambient temperature 40° C

RPM ELECTRO 40/30

maximum allowable 2200 take-off rpm (typical) 2150 climb rpm (typical) 1900

Controller:

POWER CONTROLLER ELECTRO 40/30

maximum operating temperature 75° C recommended max continuous temperature 45-55° C

WARNING! DO NOT, UNDER ANY CIRCUMSTANCES, ATTEMPT TO USE ANY OTHER

BATTERIES, OTHER THAN PIPISTREL FACTORY ORIGINAL BATTERY SYSTEM, WITH THIS MOTOR/ CONTROLLER.

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Aircraft and systems on board

REV. 3

ESYS-MAN V2 electric system control & monitoring instrument

In order to simplify aircraft handling, the ESYS-MAN system takes complete control over the propulsion unit, including the “throttle” . The system is very light and reliable as all switches and sensors used to monitor the operations are inductive type and as such not sensitive to vibration, mechanical damage and/or dirt. ESYS-MAN provides protections to systems and is networked to the power controller, motor arm controller, BMSs and charger via CAN bus.

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System enable switch (ON/OFF) – This is the switch that enables the power to the system. When

set to ON (up), the status of the system will be confirmed with the Status message above the switch. This is the first switch to be enabled and last to be disabled during the operation of the propulsion system. Indication via message (ON, OFF).

Position selector (UP/DOWN) – use this switch to extend or retract the motor. The procedure is

fully automated (see next page!). Indication via message (UP, DN, UP-intermittant, DN-intermittant).

Throttle (RPM selector) – rotary knob that acts as the throttle command. Rotate right for

incremental RPM increase and left for incremental RPM decrease. The throttle bar (bluish white) below the RPM and PWR fields on the display corresponds to current throttle level. Rotating the knob to the right will overrun the current throttle setting and initiate full power immediately (regardless of engine temperatures and should only be used in emergency).

Extending the propeller arm:

WARNING! BEFORE EXTENDING THE PROPELLER ARM IN-FLIGHT, SET FLAPS TO T STAGE AND

REDUCE SPEED TO 80 KM/H (45KTS) OR BELOW.

1. Switch the System enable switch ON (pull switch and move up).

This activates the system. Wait for ON indication on left-bottom of ESYS-MAN V2 (typically less than 5 sec).

2. Switch the Position selector switch to UP (pull switch and move up).

The electric brake will hold the propeller steady when it is moving towards the extended position. An intermittent UP message is displayed, indication the system in motion. Do not touch the unit until solid UP is displayed.

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Aircraft and systems on board

Running the motor (continued from Extending the propeller arm):

CAUTION! BEFORE STARTING-UP THE MOTOR, VERIFY THE PROPELLER ARM IS EXTENDED AND

PROPELLER IN VERTICAL POSITION BY CHECKING THE COCKPIT MIRROR.

1. Rotate the throttle knob to select RPM (add power)

When the motor is running, the display will show motor RPM. Also notice the throttle bar indicator.

Retracting the propeller arm:

WARNING! BEFORE RETRACTING THE PROPELLER ARM IN-FLIGHT, SET FLAPS TO T STAGE

AND REDUCE SPEED TO 80 KM/H (45 KTS). A COOLING PERIOD IS NOT REQUIRED.

1. Reduce RPM to zero (rotate throttle knob left) and monitor the throttle bar.

Monitor the RPM dropping towards zero.

2. Switch the Position selector switch to DOWN (pull switch and move down).

The electric brake will initiate propeller positioning. Once propeller is positioned, the retraction will continue automatically. An intermittent DN message is displayed, indicating system in motion. Do not touch the unit and wait until the solid DN message is displayed!

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REV. 3

3. Switch the System enable switch to OFF (pull switch and move down).

This deactivates the system.

Shutting-down the motor IN FLIGHT:

WARNING! WHEN IN FLIGHT, SHUTTING DOWN THE SYSTEM IS ONLY PERMITTED WHEN

THE PROPELLER IS IN THE RETRACTED POSITION. ON GROUND, THIS PRECAUTION IS NOT VALID.

1. Retract the propeller arm

2. Switch the system enable switch to OFF (down)

WARNING! ALWAYS WAIT BEFORE THE SYSTEM IS CONFIRMED IN FULL EXTENDED OR

FULL RETRACTED POSITION BEFORE OPERATING THE MASTER SWITCH OR THE SYSTEM ENABLE SWITCH! THE PROPELLER BRAKE IS ELECTRIC AND DOES NOT WORK WITHOUT POW ER. IN FLIGHT AND WITH THE SYSTEM IN THE MIDDLE OF RETRACTION, CUTTING THE POWER WILL RESULT IN PROPELLER DAMAGE!

Alerts, error messages, info messages

EYS-MAN V2 will give alerts on the screen in form of error message (RED) and info messages (WHITE). Each message must be confirmed by a click-press of the RPM knob. Possible messages include:

Motor temperature high – Recommended: reduce power (motor is hot) ESC temperature high – Recommended: reduce power (speed controller is hot) Batt. temperature high – Recommended: reduce power and retract motor (battery is hot) Batt. temperature low– Recommended: do not use power in system, danger of battery damage. Battery low 20% – Recommended: consider retracting the motor soon Battery empty – Recommended: retract motor immediately or retraction will be automatic Time-out (after motor retracted) - Recommended: Switch system enable OFF to prevent ESC

overheating, select master switch I (glide mode).

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Aircraft and systems on board

REV. 3

Energy storage & charging

description: 4 metal boxes which include battery cells,

battery capacity: (standard configuration)

battery capacity: (optional configuration)

useful bat. capacity (recommended, std) 3.8 kWh useful bat. capacity (recommended, optional) 5.7 kWh

CAUTION! IN ORDER TO PROLONG THE BATTERY LIFE, IT IS NOT RECOMMENDED TO

DISCHARGE THE BATTERY BELOW 20% CHARGE. USEFUL RANGE IS CONSIDERED TO BE BETWEEN 20%-100% OF SYSTEM CHARGE.

CAUTION! FOR BATTERY PROTECTION, THE ESYS-MAN WILL CUT THE POWER (AFTER A

WARNING) AT 10% BATTERY CHARGE. THE REMAINING IS USED FOR MOTOR RETRACTION AND POWER SUPPLY TO AVIONICS.

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BMS and communication modules,

power and signal connectors

4.75 kWh

7.10 kWh

The batteries are organized in 4 metal boxes, which include the battery cells, the Battery Management System, communication modules as well as power and signal connectors. Two of the boxes are positioned behind the fuselage bulkhead, two are in front of the same bulkhead. Make sure that all the connectors (2x power connectors, 2x CAN BUS connector per box) are fastened properly before each flight. For storage, it is recommended to disconnect the RED (+) power connector on the box behind the cockpit section. This will physically disconnect the high-voltage part of the propulsion system. Make sure you reconnect the battery before next flight.

Battery management system

Each of the battery boxes have an independent BMS, monitoring and balancing system voltage. All units communicate to the ESYS-MAN and log data from each individual battery cell. In case of an error, ESYS-MAN will display a message (error code). Contact Pipistrel if this happens. Under normal circumstances the BMS requires no human intervention and is a fully automated system that takes care of itself.

Battery system Standard

Maximum voltage 285 V Minimum voltage 204 V Recommended voltage range for storage 240 V - 260 V Maximum operating temperature 70° C Maximum temperature at take-off 42° C Minimum operating temperature 5° C Allowable temperature range for storage 10°C - 40° C

CAUTION! TEMPERATURES BELOW 10°C WILL RESULT IN DECREASE OF BATTERY CAPACITY.

PLAN YOUR FLIGHT ACCORDINGLY.

WARNING! DO NOT, UNDER ANY CIRCUMSTANCES, ATTEMPT TO CHARGE THE BATTERIES

WITH ANY THIRD PARTY CHARGERS. ONLY PIPISTREL ORIGINAL EQUIPMENT MUST BE USED.

WARNING! RESPECT OPERATING AND STORAGE TEMPERATURE LIMITS AT ALL TIMES.

FAILURE TO DO SO MAY RESULT IN BATTERY DAMAGE.

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POWER CONNECTOR

(RED +)

CAN BUS CONNECTOR

(NETWORK)

Battery box with connectors

POWER CONNECTOR

(BLUE -)

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Aircraft and systems on board

REV. 3

WARNING! IF YOU HAVE PURCHASED ANOTHER SET OF BATTERIES, MAKE SURE YOU DO

NOT MIX THE BOXES BETWEEN SETS. THE GROUP OF SAME 4 BOXES MUST ALWAYS BE USED! THE BOXES COME DESIGNATED WITH COLOR DOTS. USE ONLY THE BOXES WITH SAME COLOR DOTS.

Charging

The charger is a dedicated charger with approximately 1.5 kW charging power. Charge time will vary upon battery charge status and may be between 30 minutes to up to 7 hours. The charger is a worldwide charger, which can be connected to any 110 V and 240 V, 50 Hz or 60 Hz electrical grid or the Solar Trailer. Charger is a portable unit, which can be stored in the aeroplane using the optional solid baggage compartment.

WARNING! BEFORE CONNECTING THE CHARGER, MAKE SURE THE AIRCRAFT ELECTRICAL

SYSTEM IS OFF (MASTER SWITCH - KEY IN OFF POSITION).

Connect the charger into the wall socket, then connect the cable into the adequate cockpit socket. Switch the rocker switch ON on the RH side of the charger to power-up. A menu is displayed on the charger screen. Using the buttons of the charger, select FULL CHARGE (charge the battery fully for flight) or REST CHARGE (charge the battery to a level, optimum for storing the aircraft). Confirm your selection with the OK button. The charger will engage the charging relay and initiate charging. During the charge, the charger communicates with the BMS and balances the voltage of battery cells. When charging and balancing is completed, this is indicated by the display. It is then safe to disconnect the charger. To do so, switch the rocker switch on the side of the charger to OFF, then remove cable from cockpit charge socket.

CAUTION! DURING PERIODS OF NOT USING THE AIRCRAFT, IT IS REQUIRED TO PERFORM

A KEEP-ALIVE (STORAGE) CHARGE ONCE EVERY 30 DAYS. TO DO SO, CONNECT THE CHARGER AND SELECT “REST CHARGE” MODE, THAN WAIT UNTIL COMPLETED. THIS WILL REFRESH THE BATTERIES AND KEEP THE SYSTEM IN A HEALTHY STATE. ALSO, AFTER A PERIOD OF NO-FLYING ACTIVITY, PERFORM A FILL-UP CHARGE 24 HOURS BEFORE THE ACTUAL FLIGHT.

CAUTION! AFTER PERFORMING A FULL CHARGE, DO NOT KEEP THE BATTERY AT A VOLTAGE

OVER 260 VOLTS FOR MORE THAN 5 DAYS. EITHER PERFORM A FLIGHT OR RUN THE MOTOR TO DISCHARGE THE BATTERY TO THE RECOMMENDED 240-260 VOLTS FOR STORAGE.

TAURUS ELECTRO

Aircraft and systems on board

REV. 3

Electrical system

Cockpit electrical system

power supply: lithium polymer pack, charged by main charger 13.2 V nominal, 10 Ah master switch: key type, position 1 - Avionics, position 2 - ALL ON

maximum power load on 12 Socket

NOTE: THE BATTERY FOR AVIONICS IS SEPARATE FROM THE MAIN BATTERY. THE AVIONICS

CAN BE DEPLETED DURING LONG FLIGHTS. BE AWARE THAT LONG FLIGHTS UNDER INTENSIVE AVIONICS USE (TRANSPONDER, RADIO, GPS, ETC.) WILL DISCHARGE THE BATTERY.

Cooling system

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2.5 A

All propulsion system components are air-cooled. The motor receives the incident stream of air whereas the power controller has dedicated ducting to deliver air to the heatsink.

Wheel brake system

Wheel brake system features common braking action for both main wheels. Wheel brakes are hydraulically driven disc type. Wheel brakes are operated by extending the airbrake lever past the full extension point.

Hydraulic brake fluid used for hydraulic type brakes is DOT 4.

If the braking action on your aircraft is poor even while the full backward pressure is applied on the airbrake handle, please see chapter on Handling and Maintenance of this manual to learn how to rectify this problem.

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Schematic of complete electrical system

TAURUS ELECTRO

Aircraft and systems on board

REV. 3

TAURUS ELECTRO

REV. 3

Aircraft and systems on board

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This page is intentionally left blank.

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Handling and maintenance

Introduction

Inspection periods

TAURUS ELECTRO

Handling and maintenance

REV. 3

Repairs and spare part replacements

Preventative maintenance

Special check-ups

Tie down

Storage

Cleaning

Keeping your aircraft in perfect shape

TAURUS ELECTRO

Handling and maintenance

REV. 3

Introduction

This chapter determines handling and (preventative) maintenance terms. Also, recommended ground handling is presented.

THE FOLLOWING ARE PROVISIONAL VALUES SUBJECT TO CHANGE WITHOUT NOTICE!

Inspection periods

Repairs, spare part replacements and preventative maintenance

All major repairs and spare part replacements MUST be done by

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authorised service personnel.

However, you are encouraged to take care of preventative maintenance yourself. This includes:

tire and wheel bearings replacements, safety wire replacements, door and safety harness replacement, light bulb replacements, spark plugs replacements and air filter replacements.

The table below indicates recommended maintenance periods (see Service manual for detailed information).

Table legend:

Check-up - visual only, check for free play and whether everything is in position - DO IT YOURSELF

Cleaning - DO IT YOURSELF

Lubricating, oiling - lubricate all designated parts and spots using proper lubricant -

DO IT YOURSELF Replacement - replace designated parts regardless of state and condition.

You are encouraged to DO undemanding replacements YOURSELF, otherwise have replacements done by AUTHORISED SERVICE PERSONNEL

Special check-up - measuring, verifying tolerances and functionality - DONE BY AUTHORISED

SERVICE PERSONNEL ONLY

Overhaul

WING AND TAIL SURFACES

surface and structure condition deflections without free play bearings - moving parts bushings lights self-adhesive sealing tape horizontal tail mount drain holes

EACH

daily

first 5

hours

C SC C SC C SC C C C R C C SC

hours

100

hours

250

hours

500

hours

1.000

hours

SC O

10.000 hours

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TAURUS ELECTRO

Handling and maintenance

REV. 3

EACH

FUSELAGE

surface and structure condition elevator control tube bearing doors, hinges rudder control wires and hinges drainage holes

CABIN

control levers, instr. panel, seats control levers’ free play instruments and pitot-static glass surfaces: clean, attached rivet condition safety harnesses and attach. points parachute rescue sys. activation handle wing connectors: electrical bolts and spar pins wing main bushings, control connectors

daily

first 5 hours

hours

100

hours

250

hours

500

hours

C SC

C C SC LO

C C SC

C CL

C SC C C SC C SC test C C SC C SC C SC C SC C C SC C C SC

1.000

hours

SC O

10.000 hours

UNDERCARRIAGE

tires wheel axis and wheels wheel bearings wheel fairings tail wheel mounting bolt

C C R

C SC R

C C C

check and fasten every 50 landings

CONTROLS

general free play control stick rudder pedals (damage, centered, paral.) rudder wire rope bolts, visible bearings (tail, fuselage) difficult-to-reach bearings (wings, under cabin floor) aileron, elevator and rudder hinges equal spoiler extension, undisturbed m. spoiler plate springs stiffness flap handle elevator trim springs: flaps, rudder, el. trim, stabilizer main fastening bolt airbrakes internal connector rod (if flown or stored where possibility for

corrosion is increased (ocean side, wet regions...) spoilers’ (airbrakes’) drive fine adjustment

C C SC C LO SC C C C LO C SC

SC LO

SC LO C SC LO C C SC LO

C LO

LO C R

see page 79 for detailed description

replace every 2 years

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Handling and maintenance

REV. 3

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EACH

daily

first 5 hours

hours

100

hours

300

hours

500

hours

PITOT-STATIC LINING

instrument to pitot tube lining instrument setting pitot tube condition (clean, firmly att.) whole pitot-static lining

EACH

C C C C

daily

C C

first 5 hours

hours

100

hours

300

hours

500

hours

MOTOR

visual inspection, clean C SC

Check driveshaft axial free play, check main bearing every 10 hours of motor operation.

POWER CONTROLLER

Check and clean cooling duct/heatsink before each flight

ENERGY STORAGE SYSTEM

Perform the keep-alive refreshment charge once every 30 days as per page 71.

Perform fill-up charge 24 hours before flying.

1.000 hours

SC O

1.000 hours

10.000 hours

ELECTRICAL WIRING

instr.panel wires and connectors fuses (instrument panel - automatic) fuses (motor electrical panel)

Current maintenance schedule for the power train is preliminary and determined according to Pipistrel’s best knowledge and expertise. As such, the maintenance schedule for the power train is subject to change. W hen in doubt, contact a Pipistrel representative with any questions.

C C C C C C C C C C C R

PROPULSION UNIT

SC R

(ENGINE BAY, ARM)

motor bay door rubbers ropes rubber shock absorbers (main)

rubber shock absorbers (actuator)

motor-propeller arm

C R C R C R

CHECK CONDITION EVERY DAY

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Spoilers (airbrakes) drive fine adjustment

CAUTION! PERFORM THIS OPERATION ONLY ONCE AFTER FIRST 50 FLIGHT HOURS!

CHECK SPOILERS THOROUGHLY FOR UNOBSTRUCTED, SMOOTH AND EVEN EXTENSION BEFORE EVERY FLIGHT!

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Handling and maintenance

REV. 3

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Handling and maintenance

REV. 3

Schematic of spoilers’ (airbrakes’) drive fine adjustment

Perform the adjustment as follows:

Unscrew and remove the inner horizontal bolt of the airbrake’s plate. Do not lose any parts!

Lift the airbrake in order to make room for further operation.

Unscrew and remove the bolt attaching the rod-end bearing to the airbrake’s plate lever.

Do not lose any parts!

Rotate the rod-end bearing fine-setting nut 360° so that the rod end moves towards the other end of the airbrake’s box (length of rod increases). Make sure you secure this nut after

turning it for 360°!

Grease the drive around the rubber sleeve inside the airbrake’s box using rubber-nonagressive lubricant spray.

Once you have accomplished this, repeat steps 1-3 in opposite order (3,2,1). Make sure you apply adhesive (e.g. Loctite) on all screws when reattaching!

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(see next page for detailed description)

Perform the procedure at the other airbrake as well. When finished, verify airbrakes for equal extension.

WARNING! SHOULD THE AIRBRAKES NOT RETRACT EVENLY, APPLY STEP 4 ACTION AGAIN

FOR THE AIRBRAKE, WHICH REMAINS HIGHER WHEN RETRACTING.

Clicking noise behind the cockpit

The wings are factory fitted to the fuselage to make a tight fit at approximately 20° Celsius. When exposed to low temperatures, materials shrink. Therefore, flying in the winter or in cold temperatures, you may encounter “click-clack” like noises from behind you. The remedy for this unwanted noise is to add washers, typically of 0,5 mm thickness in-between wing and fuselage. Washers must be added both at rear and front bushings on one side of the fuselage only!

WARNING! IT IS MANDATORY TO CONSULT THE MANUFACTURER OR AUTHORISED SERVICE

PERSONNEL BEFORE APPLYING WASHERS!

Bleeding the hydraulic brake system

Two persons are needed to perform the hydraulic brake system bleeding in the traditional way. First, fill up the hydraulic fluid reservoir, mounted on the bottom of the fuselage behind the cockpit, with DOT 4 fluid. Then, one person should pump the hydraulic oil towards the main landing wheels using pumping motion on the airbrake handle. After 5-10 complete forward-aft movements, hold the airbrakes handle in fully engaged position. Now, the second person must open the bleed valve on one of the main wheels to bleed the air pockets from the hydraulic lines. Close the bleed valve each time before continuing with the pumping motion on the airbrake handle. Repeat this procedure until no more air is bled out of the bleed valve. Then perform the same procedure for the other main wheel.

WARNING! SHOULD YOU ENCOUNTER ANY DIFFICULTIES DURING THIS PROCEDURE OR

THE AIR POCKETS WOULD NOT VENT, PLEASE CONSULT THE MANUFACTURER OR AUTHORISED

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Schematic of hydraulic brakes’ lining

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Handling and maintenance

REV. 3

SERVICE PERSONNEL FOR FURTHER INSTRUCTIONS.

Poor braking action

In case you notice poor braking action even when hydraulic brakes are fully engaged (airbrake lever full back), it is not necessary the air bubbles in the hydraulic lining, which is causing the problem. The main wheel’s main axis’ nut (especially after a wheel and/or axis replacement nut) may be tightened incorrectly so that the brake shims do not make contact with the brake plate. Please consult the manufacturer or authorised service personnel for further information.

Schematic of wheel and wheel brakes

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Handling and maintenance

REV. 3

Special check-ups

After having exceeded VNE or landed in a rough manner:

check the undercarriage, fuselage & wing surfaces and main spars for abnormalities. It is highly recommended to have the aircraft verified for airworthiness by authorised service personnel.

Tie down

Tie down the Taurus using dedicated screw-in rings which attach to the adequate threads on the bottom side of the wing. Alternatively you may also tie down the wings using a rope over the winglet area, however, make sure you place a soft piece of foam or equivalent between the wing surface and the rope, so as not to cause surface and structural damage in case of over-tightening the rope. Tie down the tail by leading the rope over the fuselage just where the vertical tail surface meets the fuselage. Tighten this rope in backwards (45°) direction.

CAUTION! COVER THE ENGINE COMPARTMENT AREA AND GAPS TO PREVENT WATER TO

ENTER THE AREA WITH ELECTRICAL COMPONENTS.

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Parking and Storage

The aircraft is ideally stored in a hangar. For increased in-hangar manoeuvrability use of original push-cart or free turning tail wheel adapter is recommended. Mechanical towing is prohibited at all times. Even for over-night storage it is recommended to leave the spoiler (airbrake) handle unlocked in order to reduce pressure on plate springs in order to maintain their original stiffness. As for the parachute rescue system make sure the activation handle safety pin is inserted every time you leave the aircraft.

CAUTION! SHOULD THE AIRCRAFT BE STORED AND/OR OPERATED IN AREAS WITH HIGH AT

MOSPHERIC HUMIDITY PAY SPECIAL ATTENTION TO EVENTUAL CORROSION OF METAL PARTS, ESPECIALLY INSIDE THE WINGS. UNDER SUCH CIRCUMSTANCES IT IS NECESSARY TO REPLACE THE SPOILERS AIRBRAKES CONNECTOR ROD EVERY 2 YEARS.

CAUTION! MAKE SURE THE CABIN IS CLOSED AND LOCKED EVERYTIME YOU LEAVE THE AIR

CRAFT. OTHERWISE THE CANOPY FRAME MAY NO LONGER FIT THE FUSELAGE AFTER A WHILE AS PLEXYGLASS AND FIBER HAVE SIGNIFICANTLY DIFFERENT STRETCH COEFFICIENTS.

CAUTION! WHENEVER LEAVING THE AIRCRAFT PARKED UNDER SUNSHINE, ALWAYS COVER

THE CANOPY WITH A LIGHTCOLOURED CLOTH TO PREVENT OVERHEATING. DO THIS AFTER YOU HAVE CLOSED AND LOCKED THE CANOPY USING BOTH LATCHES.

Cleaning

Use pure water and a soft piece of cloth to clean the aircraft exterior. If you are unable to remove certain spots, consider using mild detergents. Afterwards, rinse the entire surface thoroughly. Always use pure water only to clean the glass surfaces, so as not to damage their protection layers and coatings. To protect the aircraft surface (excluding glass surfaces) from the environmental contaminants, use best affordable car wax. (e.g. Sonax Extreme WAX Full Protection no.1) The interior is to be cleaned with a vacuum cleaner.

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Handling and maintenance

Keeping your aircraft in perfect shape

CAUTION! ALWAYS WHEN USING WATER TO CLEAN THE AIRCRAFT, MAKE SURE THE WATER

DOES NOT ENTER THE ENGINE COMPARTMENT INSIDE THE AREA WITH ELECTRICAL COMPO NENTS. COVER THE GAPS IF NECESSARY. AVOID USING PRESSURISED WATER TO CLEAN THE FUSELAGE.

Precautions

1) DO NOT USE ANY aggressive cleaning solutions and organic solvents, also the window cleaning spray, benzene, acetone, aggressive shampoos etc.

2) If you must use an organic solvent (acetone) on small areas to remove certain glue leftovers or similar, the surface in question MUST be polished thereafter. The only section where polishing should be avoided is the edge on the wing where the sealing gasket is applied.

3) When flying in regions with a lot of bugs in the air, you should protect the leading edges of the airframe before flight (propeller, wings, tail) with Antistatic furniture spray cleaner: “Pronto (transparent), manufacturer: Johnson Wax (or anything equivalent) – Worldwide”, approximate price is only $3 USD / €3 EUR for a 300 ml spray bottle. Using such spray, do not apply it directly onto the wing but into a soft cloth instead (old T-shirts are best).

4) After having finished with flight activity for the day, clean the leading edges of the airframe as soon as possible with a lot of water and a drying towel (chamois, artificial leather skin). This will be very easy to do if you applied a coat of Pronto before flight.

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REV. 3

Detailed handling (Airframe cleaning instructions)

Every-day care after flight

Bugs, which represent the most of the dirt to be found on the airframe, are to be removed with clean water and a soft mop (can be also drying towel, chamois, artificial leather skin).

To save time, soak all the leading edges of the airframe first. Make sure to wipe ALL of the aircraft surface until it is completely dry at the end. Clean the propeller and the areas with greasy spots separately using a mild car shampoo with wax.

CAUTION! DO NOT, UNDER ANY CIRCUMSTANCES ATTEMPT TO USE AGGRESSIVE CLEANING

SOLUTIONS, AS YOU WILL SEVERELY DAMAGE THE LACQUER, WHICH IS THE ONLY PROTECTIVE LAYER BEFORE THE STRUCTURAL LAMINATE.

When using the aircraft in difficult atmospheric conditions (intense sunshine, dusty winds, coastline, acid rains etc.) make sure to clean the outer surface even more thoroughly.

If you notice you cannot remove the bug-spots from the leading edges of the aircraft, this means the lacquer is not protected any more, therefore it is necessary to polish these surfaces.

CAUTION! DO NOT, UNDER ANY CIRCUMSTANCES ATTEMPT TO REMOVE SUCH BUGSPOTS

WITH ABRASIVE SPONGES AND/OR ROUGH POLISHING PASTES.

TAURUS ELECTRO

Handling and maintenance

REV. 3

Periodical cleaning of all outer surfaces with car shampoo

Clean as you would clean your car starting at the top and working your way downwards using a soft sponge. Be careful not to use a sponge that was contaminated with particles e.g. mud, fine sand) not to grind the surface. While cleaning, do soak the surface and the sponge many, many times. Use a separate sponge to clean the bottom fuselage, as is it usually more greasy than the rest of the airframe. When pouring water over the airframe, be careful not to direct it over the wing-fuselage joining section, parachute rescue system straps and cover, pitot tube, tail static probe and motor covers. Always water the shampooed surfaces again before they become dry! Thereafter, wipe the whole of the aircraft dry using a drying towel, chamois or artificial leather skin. Also, clean the Mylar wing and tail control surfaces gaskets. Lift the gaskets gently and insert ONE layer of cloth underneath, then move along the whole span of the gasket. Ultimately, you may wish to apply Teflon grease (in spray) over the area where the gaskets touch the control surfaces.

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Polishing by hand

Use only the highest quality polishing pastes WITHOUT abrasive grain, such as Sonax Extreme no.1 or similar. Start polishing on a clean, dry and cool surface, never in the sunshine! Machine polishing requires more skills and has its own particularities, therefore it is recommended to leave it to a professional.

Cleaning the Plexy-glass transparent surfaces

It is most important to use really clean water (no cleaning solutions are necessary) and a really clean drying towel (always use a separate towel ONLY for the glass surfaces). Should the glass surfaces be dusty, remove the dust first by pouring water (not spraying!) and gliding your hand over the surface. Using the drying towel, simply glide it over the surface, then squeeze it and soak it before touching the glass again. If there are bugs on the windshield, soak them with plenty of water first, so less wiping is necessary. Ultimately, dry the whole surface and apply JT Plexus Spray ($10 USD / €10 EUR per spray) or at least Pronto antistatic (transparent) spray and wipe clean with a separate soft cotton cloth.

www.pipistrel.si

Appendix

TAURUS ELECTRO

Appendix

Conversion tables

Preflight check-up pictures

REV. 3

TAURUS ELECTRO

Appendix

REV. 3

www.pipistrel.si

Conversion tables

kilometers per hour (km/h) - knots (kts) - metres per sec. (m/s)

km/h kts m/s km/h kts m/s km/h kts m/s

1.853 1 0.37 63.00 34 18.34 124.16 67 36.15

3.706 2 1.07 64.86 35 18.88 126.01 68 36.69

5.560 3 1.61 66.71 36 19.42 127.87 69 37.23

7.413 4 2.15 68.56 37 19.96 129.72 70 37.77

9.266 5 2.69 70.42 38 20.50 131.57 71 38.31

11.11 6 3.23 72.27 39 21.04 133.43 72 38.86

12.97 7 3.77 74.12 40 21.58 135.28 73 39.39

14.82 8 4.31 75.98 41 22.12 137.13 74 39.93

16.67 9 4.85 77.83 42 22.66 198.99 75 40.47

18.53 10 5.39 79.68 43 23.20 140.84 76 41.01

20.38 11 5.93 81.54 44 23.74 142.69 77 41.54

22.23 12 6.47 83.39 45 24.28 144.55 78 42.08

24.09 13 7.01 85.24 46 24.82 146.40 79 42.62

25.94 14 7.55 87.10 47 25.36 148.25 80 43.16

27.79 15 8.09 88.95 48 25.90 150.10 51 43.70

29.65 16 8.63 90.80 49 26.44 151.96 82 44.24

31.50 17 9.17 92.66 50 26.98 153.81 83 44.78

33.35 18 9.71 94.51 51 27.52 155.66 84 45.32

35.21 19 10.25 96.36 52 28.05 157.52 85 45.86

37.06 20 10.79 98.22 53 28.59 159.37 86 46.40

38.91 21 11.33 100.07 54 29.13 161.22 87 46.94

40.77 22 11.81 101.92 55 29.67 163.08 88 47.48

42.62 23 12.41 103.77 56 30.21 164.93 89 48.02

44.47 24 12.95 105.63 57 30.75 166.78 90 48.56

46.33 25 13.49 107.48 58 31.29 168.64 91 49.10

48.18 26 14.03 109.33 59 31.83 170.49 92 49.64

50.03 27 14.56 111.19 60 32.37 172.34 93 50.18

51.80 28 15.10 113.04 61 32.91 174.20 94 50.12

53.74 29 15.64 114.89 62 33.45 176.05 95 51.26

55.59 30 16.18 116.75 63 33.99 177.90 96 51.80

57.44 31 16.72 118.60 64 34.53 179.76 97 52.34

59.30 32 17.26 120.45 65 35.07 181.61 98 52.88

61.15 33 17.80 122.31 66 35.61 183.46 99 53.42

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knots (kts) - metres per second (m/s)

0 1 2 3 4 5 6 7 8 9

0 0 0.51 1.02 1.54 2.05 2.57 3.08 3.60 4.11 4.63 10 0.51 5.65 6.17 6.66 7.20 7.71 8.23 8.74 9.26 9.77 20 10.28 10.80 11.31 11.83 12.34 12.86 13.37 13.89 14.40 14.91 30 25.43 15.94 16.46 16.97 17.49 18.00 18.52 19.03 19.54 20.06 40 20.57 21.09 21.60 22.12 22.63 23.15 23.66 24.17 24.69 25.20 50 25.72 26.23 26.75 27.26 27.76 28.29 28.80 29.32 29.83 30.35 60 30.86 31.38 31.89 32.41 32.92 33.43 33.95 34.46 34.98 35.49 70 36.00 36.52 37.04 37.55 38.06 38.58 39.09 39.61 40.12 40.64 80 41.15 41.67 42.18 42.69 43.21 43.72 44.24 44.75 45.27 45.78 90 46.30 46.81 47.32 47.84 48.35 48.87 49.38 49.90 50.41 50.90

metres per second (m/s) - feet per minute (100 ft/min)

TAURUS ELECTRO

Appendix

REV. 3

m/sec.

0.50 1 1.96 10.66 21 41.33 20.82 41 80.70

1.01 2 3.93 11.17 22 43.30 21.33 42 82.67

1.52 3 5.90 11.68 23 45.27 21.84 43 84.64

2.03 4 7.87 12.19 24 47.24 22.35 44 86.61

2.54 5 9.84 12.75 25 49.21 22.86 45 88.58

3.04 6 11.81 13.20 26 51.18 23.36 46 90.53

3.55 7 13.78 13.71 27 53.15 23.87 47 92.52

4.06 8 15.74 14.22 28 55.11 24.38 48 94.48

4.57 9 17.71 14.73 29 57.08 24.89 49 96.45

5.08 10 19.68 15.24 30 59.05 25.45 50 98.42

5.58 11 21.65 15.74 31 61.02 25.90 51 100.4

6.09 12 23.62 16.25 32 62.92 26.41 52 102.3

6.60 13 25.51 16.76 33 64.96 26.92 53 104.3

7.11 14 27.55 17.27 34 66.92 27.43 54 106.2

100

ft/min

m/sec.

100

ft/min

m/sec.

100

ft/min

7.62 15 29.52 17.78 35 68.89 27.94 55 108.2

8.12 16 31.49 18.28 36 70.86 28.44 56 110.2

8.63 17 33.46 18.79 37 72.83 28.95 57 112.2

9.14 18 35.43 19.30 38 74.80 29.46 58 114.1

9.65 19 37.40 19.81 39 76.77 29.97 59 116.1

10.16 20 39.37 20.32 40 78.74 30.48 60 118.1

TAURUS ELECTRO

Appendix

REV. 3

www.pipistrel.si

ICAN (international committee for air navigation) temperatures, relative pressure, relative density and CAS to TAS correction factors as related to altitude

Altitude Temperature Relative

feet metres °C °F

-2.000 -610 18.96 66.13 1.074 1.059 0.971

-1 -305 16.98 62.56 1.036 1.029 0.985

0 0 15 59 1 1 1

1.000 305 13.01 55.43 0.964 0.971 1.014

2.000 610 11.03 51.86 0.929 0.942 1.029

3.000 914 9.056 48.30 0.896 0.915 1.045

4.000 1219 7.075 44.73 0.863 0.888 1.061

5.000 1524 5.094 41.16 0.832 0.861 1.077

6.000 1829 3.113 37.60 0.801 0.835 1.090

1.000 2134 1.132 34.03 0.771 0.810 1.110

8.000 2438 -0.850 30.47 0.742 0.785 1.128

9.000 2743 -2.831 26.90 0.714 0.761 1.145

10.000 3090 -4.812 23.33 0.687 0.738 1.163

11.000 3353 -6.793 19.77 0.661 0.715 1.182

pressure

Relative

density

Cor. factors

12.000 3658 -8.774 16.20 0.635 0.693 1.201

13.000 3916 -10.75 12.64 0.611 0.671 1.220

14.000 4267 -12.73 9.074 0.587 0.649 1.240

15.000 4572 -14.71 5.507 0.564 0.629 1.260

16.000 4877 -16.69 1.941 0.541 0.608 1.281

17.000 5182 -18.68 -1.625 0.520 0.589 1.302

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metres (m) to feet (ft) conversion table

TAURUS ELECTRO

Appendix

REV. 3

metres

(m)

0.304 1 3.280 10.36 34 111.5 20.42 67 219.81

0.609 2 6.562 10.66 35 114.8 20.72 68 223.09

0.914 3 9.843 10.97 36 118.1 21.03 69 226.37

1.219 4 13.12 11.27 37 121.3 21.33 70 229.65

1.524 5 16.40 11.58 38 124.6 21.64 71 232.94

1.828 6 19.68 11.88 39 127.9 21.91 72 236.22

2.133 7 22.96 12.19 40 131.2 22.25 73 239.50

2.438 8 26.24 12.49 41 134.5 22.55 74 242.78

2.743 9 29.52 12.80 42 137.7 22.86 75 246.06

3.048 10 32.80 13.10 43 141.1 23.16 76 249.34

3.352 11 36.08 13.41 44 144.3 23.46 77 252.62

3.657 12 39.37 13.71 45 147.6 23.77 78 255.90

3.962 13 42.65 14.02 46 150.9 24.07 79 259.18

4.267 14 45.93 14.32 47 154.1 24.38 80 262.46

feet

(ft)

metres

(m)

feet

(ft)

metres

(m)

feet

(ft)

4.572 15 49.21 14.63 48 157.4 24.68 81 265.74

4.876 16 52.49 14.93 49 160.7 24.99 82 269.02

5.181 17 55.77 15.24 50 164.1 25.29 83 272.31

5.48 18 59.05 15.54 51 167.3 25.60 84 275.59

5.791 19 62.33 15.84 52 170.6 25.90 85 278.87

6.096 20 65.61 16.15 53 173.8 26.21 86 282.15

6.400 21 68.89 16.45 54 177.1 26.51 87 285.43

6.705 22 72.17 16.76 55 180.4 26.82 88 288.71

7.010 23 75.45 17.06 56 183.7 27.12 89 291.99

7.310 24 78.74 17.37 57 187.0 27.43 90 295.27

7.620 25 82.02 17.67 58 190.2 27.73 91 298.55

7.948 26 85.30 17.98 59 193.5 28.04 92 301.83

8.220 27 88.58 18.28 60 196.8 28.34 93 305.11

8.530 28 91.86 18.59 61 200.1 28.65 94 308.39

8.830 29 95.14 18.89 62 203.4 28.90 95 311.68

9.144 30 98.42 19.20 63 206.6 29.26 96 314.96

9.448 31 101.7 19.50 64 209.9 29.56 97 318.24

9.750 32 104.9 19.81 65 213.2 29.87 98 321.52

10.05 33 108.2 20.12 66 216.5 30.17 99 324.80

TAURUS ELECTRO

Appendix

REV. 3

www.pipistrel.si

air pressure as related to altitude

altitude (m) pressure (hPa) pressure (inch

Hg)

-1000 1139.3 33.6 1300 866.5 25.6

-950 1132.8 33.5 1350 861.2 25.4

-900 1126.2 33.3 1400 855.9 25.3

-850 1119.7 33.1 1450 850.7 25.1

-800 1113.2 32.9 1500 845.5 25.0

-750 1106.7 32.7 1550 840.3 24.8

-700 1100.3 32.5 1600 835.2 24.7

-650 1093.8 32.3 1650 830 24.5

-600 1087.5 32.1 1700 824.9 24.4

-550 1081.1 31.9 1750 819.9 24.2

-500 1074.3 31.7 1800 814.8 24.1

-450 1068.5 31.6 1850 809.8 23.9

-400 1062.3 31.4 1900 804.8 23.8

-350 1056.0 31.2 1950 799.8 23.6

-300 1049.8 31.0 2000 794.9 23.5

-250 1043.7 30.8 2050 790.0 23.3

-200 1037.5 30.6 2100 785.1 23.2

-150 1031.4 30.5 2150 780.2 23.0

-100 1025.3 30.3 2200 775.3 22.9

-50 1019.3 30.1 2250 770.5 22.8 0 1013.3 29.9 2300 165.7 22.6

50 1007.3 29.7 2350 760.9 22.5 100 1001.3 29.6 2400 756.2 22.3 150 995.4 29.4 2450 751.4 22.2 200 989.4 29.2 2500 746.7 22.1 250 983.6 29.0 2550 742.1 21.9 300 977.7 28.9 2600 737.4 21.8 350 971.9 28.7 2650 732.8 21.6 400 966.1 28.5 2700 728.2 21.5 450 960.3 28.4 2750 723.6 21.4 500 954.6 28.2 2800 719 21.2 550 948.9 28.0 2850 714.5 21.1 600 943.2 27.9 2900 709.9 21.0 650 937.5 27.7 2950 705.5 20.8 700 931.9 27.5 3000 701.0 20.7 750 926.3 27.4 3050 696.5 20.6 800 920.0 27.2 3100 692.1 20.4 850 915.2 27.0 3150 687.7 20.3 900 909.0 26.9 3200 683.3 20.2 950 904.2 26.7 3250 679.0 20.1

1000 898.7 26.5 3300 674.6 19.9 1050 893.3 26.4 3350 670.3 19.8

Hg)

www.pipistrel.si

ICAO standard atmosphere

TAURUS ELECTRO

Appendix

REV. 3

(m)

-1000 -3281 21.5 294.5 1.022 854.6 11619 1.124 0.137 1.347 1.099 0.957 344.2 13.4

-900 -2953 20.8 293.8 1.020 844.7 11484 1.111 0.136 1.335 1.089 0.958 343.9 13.5

-800 -2625 20.2 293.2 1.018 835 11351 1.098 0.134 1.322 1.079 0.962 343.5 13.6

-700 -2297 19.5 292.5 1.015 825.3 11220 1.085 0.133 1.310 1.069 0.967 343.1 13.7

-600 -1969 18.9 291.9 1.013 815.7 11090 1.073 0.132 1.297 1.058 0.971 342.7 13.8

-500 -1640 18.2 291.2 1.011 806.2 10960 1.060 0.131 1.285 1.048 0.976 342.4 13.9

400 -1312 17.6 290.6 1.009 796.8 10832 1.048 0.129 1.273 1.039 0.981 342 14.0

300 -984 16.9 289.9 1.006 787.4 10705 1.036 0.128 1.261 1.029 0.985 341.6 14.1

200 -656 16.3 289.3 1.004 779.2 10580 1.024 0.127 1.249 1.019 0.990 341.2 14.3

100 -328 15.6 288.6 1.002 769.1 10455 1.011 0.126 1.237 1.009 0.995 340.9 14.4

0 0 15 288 1 760 10332 1 0.125 1.225 1 1 340.5 14.5

100 328 14.3 287.3 0.997 751.0 10210 0.988 0.123 1.213 0.990 1.004 340.1 14.6

200 656 13.7 286.7 0.995 742.2 10089 0.976 0.122 1.202 0.980 1.009 339.7 14.7

300 984 13.0 286.0 0.993 133.4 9970 0.964 0.121 -1.191 0.971 1.014 339.3 14.8

400 1312 12.4 285.4 0.991 724.6 9852 0.953 0.120 1.179 0.962 1.019 338.9 14.9

500 1640 11.1 284.7 0.988 716.0 9734 0.942 0.119 1.167 0.952 1.024 338.5 15.1

(ft)

(°C)

(°K)

T/T0

(mmHg)p(kg/m2)

p/p0

(kgs2/m4)

(kg/m4)

d 1/S d Vs

n*106

(m2/s)

600 1969 11.1 284.1 0.986 707.4 9617 0.930 0.117 1.156 0.943 1.029 338.1 15.2

700 2297 10.4 283.4 0.984 699.0 9503 0.919 0.116 1.145 0.934 1.034 337.8 15.3

800 2625 9.8 282.8 0.981 690.6 9389 0.908 0.115 1.134 0.925 1.039 337.4 15.4

900 2953 9.1 282.1 0.979 682.3 9276 0.897 0.114 1.123 0.916 1.044 337 15.5

1000 3281 8.5 281.5 0.977 674.1 9165 0.887 0.113 1.112 0.907 1.049 336.6 15.7

1100 3609 7.8 280.8 0.975 665.9 9053 0.876 0.112 1.101 0.898 1.055 336.2 15.8

1200 3937 7.2 280.2 0.972 657.9 8944 0.865 0.111 1.090 0.889 1.060 335.8 15.9

1300 4265 6.5 279.5 0.970 649.9 8835 0.855 0.110 1.079 0.880 1.065 335.4 16.0

1400 4593 5.9 278.9 0.968 642.0 8728 0.844 0.109 1.069 0.872 1.070 335 16.2

1500 4921 5.2 278.2 0.966 634.2 8621 0.834 0.107 1.058 0.863 1.076 334.7 16.3

1600 5249 4.6 277.6 0.963 626.4 8516 0.824 0.106 1.048 0.855 1.081 334.3 16.4

1700 5577 3.9 276.9 0.961 618.7 8412 0.814 0.106 1.037 0.846 1.086 333.9 16.6

1800 5905 3.3 276.3 0.959 611.2 8309 0.804 0.104 1.027 0.838 1.092 333.5 16.7

1900 6234 2.6 275.6 0.957 603.7 8207 0.794 0.103 1.017 0.829 1.097 333.1 16.9

2000 6562 2 275 0.954 596.2 8106 0.784 0.102 1.006 0.821 1.103 332.7 17.0

2100 6890 1.3 274.3 0.952 588.8 8005 0.774 0.101 0.996 0.813 1.108 332.3 17.1

2200 7218 0.7 273.7 0.950 581.5 7906 0.765 0.100 0.986 0.805 1.114 331.9 17.3

2300 7546 0.0 273.0 0.948 574.3 7808 0.755 0.099 0.976 0.797 1.120 331.5 17.4

2400 7874 -0.6 272.4 0.945 576.2 7710 0.746 0.098 0.967 0.789 1.125 331.1 17.6

2500 8202 -1.2 271.7 0.943 560.1 7614 0.736 0.097 0.957 0.781 1.131 330.7 17.7

2600 8530 -1.9 271.1 0.941 553.1 7519 0.727 0.096 0.947 0.773 1.137 330.3 17.9

2700 8858 -2.5 270.4 0.939 546.1 7425 0.718 0.095 0.937 0.765 1.143 329.9 18.0

2800 9186 -3.2 269.8 0.936 539.3 7332 0.709 0.094 0.928 0.757 1.149 329.6 18.2

2900 9514 -3.8 269.1 0.934 532.5 7239 0.700 0.093 0.918 0.749 1.154 329.2 18.3

TAURUS ELECTRO

Preflight check-up pictures

REV. 3

www.pipistrel.si

Cockpit

Canopy, Balance weight

Cockpit aft

Nose, Pitot tube, Ventilation

Wing root

Undercarriage, RH wheel

Starboard wing - leading edge

www.pipistrel.si

TAURUS ELECTRO

Preflight check-up pictures

REV. 3

Starboard wingtip

7 8

Starboard airbrake

9 10

Starboard wing - trailing edge

Wing root

Propulsion system

Motor bay door

10 11

Horizontal tail surfaces

Vertical tail surfaces

TAURUS ELECTRO

REV. 3

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This page is intentionally left blank.

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TAURUS ELECTRO

Warranty statement

Warranty applies to individual parts and components only. The warranty does not include costs related to the transport of the product, goods and spare parts as well as costs related to the merchandise’ temporary storage. Pipistrel d.o.o. does not offer guarantee for the damage caused by every day use of the product or goods. Pipistrel d.o.o. does not guarantee for the lost profit or other financial or non-financial damage to the client, objects or third party individuals .

Warranty voids:

- in case that the customer has not ratified the General Terms of ownership with his/her signature;

- in case the aircraft or the equipment is not used according to the Pipistrel d.o.o.’s instructions or aircraft’s manual and eventual supplemental sheets;

REV. 3

- in case when the original additional and/or spare parts are replaced with non-original parts;

- in case additional equipment is installed without Pipistrel d.o.o.’s prior knowledge;

- in case the purchased goods were changed or modified in any way;

- in case when the defect is caused by user’s deficient maintenance, inappropriate care and/or cleaning, user’s negligent handling, user’s inexperience, due to use of product and/or its individual parts or components in inadequate conditions, due to prolonged use of the product or goods, due to product and/or parts’ over-stressing (even for a short duration), due to the fact a repair was not carried out neither by Pipistrel d.o.o. nor by its authorised personnel;

- in case parts that become worn out by every day use (e.g. the covers, pneumatics, electric instruments, electric installation, bonds and bindings, cables, brake plates, capacitors, cooling devices, various pipes, spark-plugs, exhaust systems…)

- the owner must ensure regular motor check-outs and maintenance as per the instructions of Pipistrel.

Non compliance with the conditions listed above will void warranty.

The Pipistrel warranty statement is updated occasionally, please

make sure to request the latest version from Pipistrel.

Pipistrel d.o.o. Ajdovščina

podjetje za alternativno letalstvo

Goriška cesta 50a

SI-5270 Ajdovščina

Slovenija

tel: +386 (0)5 3663 873 fax: +386 (0)5 3661 263 e-mail: info@pipistrel.si

www.pipistrel.si

www.pipistrel.eu

www.pipistrel-usa.com

Taurus ELECTRO G2 Flight Manual And Maintenance Manual

Specifications and Main Features

Frequently Asked Questions

User Manual