Taurus ELECTRO G2 Flight Manual And Maintenance Manual
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.
© Copyright Pipistrel d.o.o. Ajdovščina, Slovenia EU
TAURUS ELECTRO
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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!
www.pipistrel.si
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
3
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
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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 /
1
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
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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
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Table of contents
1 General
2 Limitations
3 Emergency procedures
TAURUS ELECTRO
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4 Normal procedures
5 Performance
6 Weight and balance
7 Description of aircraft & systems
8 Handling and maintenance
9 Appendix
10 Supplements
TAURUS ELECTRO
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General
Introduction
Notes and remarks
TAURUS ELECTRO
General
9
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Technical data
3-view drawing
TAURUS ELECTRO
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General
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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%
2
2
2
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3-view drawing
TAURUS ELECTRO
General
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Dimensions in millimeters
TAURUS ELECTRO
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Limitations
TAURUS ELECTRO
Introduction
Operational velocities
Motor
Limitations
13
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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
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Limitations
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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
VA
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)
163 (88)
130 (70)
163 (88)
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
15
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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.
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Limitations
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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
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Instrument
Tachometer (RPM)
Controller temp. (°C)
Battery system temp (°C)
Red line
(minimum)
Not Applicable
Not Applicable
5
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
70
70
WARNING! SHOULD ONE OF THE ABOVELISTED 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 FRONTCABIN 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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Limitations
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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 SIDESLIP WHEN THE MOTOR IS EXTENDED AND
RUNNING MAY DAMAGE THE MOTORPROPELLER ASSEMBLY. YOU ARE STRONGLY DISCOUR
AGED FROM SIDESLIPPING 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
CHECKUP 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 PLATES, 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
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• 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.
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Limitations
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Placards
EGRESS
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This aircraft is equipped
with a rocket powered
ballistic rescue system.
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!
kg
kg
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
N
030
060
34 kts
VNE
40 kts
70 kts
120 kts
82 kts
Respect limits
82 kts
from POH!
EAW
kg
MTOW
CREW WT
LUGGAGE WT
1212 lbs
see POH
22 lbs
lbs
W
S
E
300
120
210
330
150
240
N
W
E
S
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
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Motor failure
Landing out
Motor fire
Smoke in cockpit
ESYS-MAN failure
Landing gear failure
Flutter
Exceeding VNE
Parachute rescue system
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Emergency procedures
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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
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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
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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 CHECKUPS PER
FORMED BY AUTHORISED SERVICE PERSONNEL TO VERIFY AIRWORTHINESS.
TAURUS ELECTRO
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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
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Emergency procedures
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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.
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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”.
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Emergency procedures
REV. 3
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Normal procedures
Introduction
Assembling and
disassembling the
aircraft
TAURUS ELECTRO
Normal procedures
29
REV. 3
Daily check-up
Preflight check-up
Normal procedures and
recommended speeds
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