Pipistrel Plus User manual
Operator’s manual
applies to “Plus”, “Spider” and “Twister” trikes
WARNING!
As this manual applies to all models of trikes it is mandatory to designate
those specic parts of this manual that regard the aircraft you own.
This booklet MUST be present inside the cockpit at all times!
Should you be selling the aircraft make sure this manual is handed over to the new owner.
This is the original manual of Pipistrel d.o.o.
Should third-party translations to other languages contain any inconsistencies,
Pipistrel d.o.o. denies all responsibility.
updated in July, 2006
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Trike model:
Serial number:
Date of production:
Aircraft emtpy weight (kg):
Available fuel weight (kg):
Available cargo weight (kg):
Installed appliances included in aircraft empty weight:
Date and place of issue: Ajdovščina,
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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 vertical line)
Name of
revision
Rev.no.,
date: Signature, date: Description:
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List of valid pages
This manual contains _____ original and revised pages listed below.
Pages State:
Cover Original
Page numbering Original
Index of revised pages 3Original
List of valid pages 4Original
Table of contents 5Original
General 7 - 9 Original
Limitations 11 - 17 Original
Emergency procedures 19 - 22 Original
Normal procedures 23 - 36 Original
Performance 37 - 45 Original
Weight and balance 47 - 49 Original
Aircraft and systems on board 51 - 64 Original
Handling and maintenance 65 - 73 Original
Appendix 75 - 103 Original
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.
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Table of contents
General
Limitations
Emergency procedures
Normal procedures
Performance
Weight and balance
Aircraft and systems on board
Handling and maintenance
Appendix
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This page is intentionally left blank.
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Splošno
Introduction
Certication basis
Notes and remarks
Technical data & 3-view
drawing
Wing
General
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Notes and remarks
Safety denitions used in the manual:
WARNING! Disregarding the following instructions leads to severe deterioration of ight
safety and hazardous situations, including such resulting in injury and loss of life.
CAUTION! Disregarding the following instructions leads to serious deterioration of ight
safety.
General
Introduction
This manual contains all information needed
for appropriate and safe use of trikes
IT IS MANDATORY TO CAREFULLY
STUDY THIS MANUAL PRIOR TO USE
OF AIRCRAFT
In case of aircraft damage or people injury
resulting form 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 man-
ner (electronic, web or printed) without the
prior consent of PIPISTREL d.o.o. Ajdovscina
Certification basis
PIPISTREL d.o.o Ajdovscina possesses the
manufacturing licence issued by URSZP (ULN
no.: P-03) for Trikes.
Trikes are certied at URSZP according to the
standards of the Republic of Slovenia and the
Type Certicate.
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General
Technical data & 3-view drawing
TRIKE Plus Spider Twister
seats 2 2 2
height 3,56 m 3,56 m 3,56 m
length 2,5 m 2,5 m 2,5 m
standard engine Rotax 503 Rotax 582 Rotax 912
engine power 39,5 kW (53 HP) 47,7 kW (64 HP) 59,7 kW (80 HP)
propeller
ground adju-
stable
2-blade
composite
ground adju-
stable
4-blade
composite
ground adju-
stable
3-blade
composite
trike empty weight (excl. wing) 93 kg (205 lbs) 105 kg (231
lbs)
120 kg (264
lbs)
fuel reservoir capacity 43 l (11 gal) 43 l (11 gal) 43 l (11 gal)
rescue parachute mount no yes yes
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Wing
Hazzard 15 and Hazzard 12 by Sirio are wings made of alluminium alloy Erghal, which has a stiness
close to steel. The wing fabric is a combination of Trilam and reinforced Dacron materials.
Both wings are exceptionally sti and do not degrade in quality of geometry during time. Both
wings are UV resistant, but the fabric is to be replaced after a prolonged period of time if porosity is
noticed.
Trilam and Dacron fabric are not sensitive to wrinkles, therfore the wing has a virtually innite life.
Wing technical data
WING Hazzard 15 Hazzard 12
wing area 15 m212,5 m2
weight 48 kg 52 kg
wing-span 10,2 m 10,5 m
vitkost 6,84 7,2
number of ribs 34 40
tubular spars Erghal Erghal
wire ropes
plastic coated anti-rust
metal
plastic coated anti-rust
metal
wing fabric Trilam, re. Dacron Trilam, re. Dacron
General
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Omejitve
Introduction
Operational velocities
Engine, fuel, oil
Weight limits
Manoeuvre limits
G-load factors
Crew
Types of operations
Minimum equipment list
Other restrictions
Warning placecards
Limitations
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Operational velocities
Speed limits
Velocity
Hazzard 15M
IAS
[km/h (kts)]
Hazzard 12M
IAS
[km/h (kts)]
Remarks
Vmax Maximum permitted
horizontal speed 70 (38) 80 (43)
Never exceed this speed
in horizontal ight. When
ying close to the Vmax
never use more than
one third of controls'
deecions.
VNE
Velocity never to
be exceeded 100 (54) 120 (65)
Never exceed this speed.
Should the VNE be excee-
ded, land as soon as pos-
sible and have the aircraft
veried for airworthiness
by authorised service per-
sonnel.
VA Manoeuvering
velocity 80 (43) 80 (43)
Below this speed, at full tri-
angle forward, the wing
will stall before reaching
maximum permitted load.
Vs0 Stall speed 47 (25) 50 (27)
Flight below this airspeed
may result in complete
stall and loss of control
over aircraft.
Airspeed indicator markings
MARKING IAS [km/h (kts)] denition
green arc - 80
( - 43) Range of normal operation. Upper limit is VA.
yellow arc 80 - 120
(43 - 65) Manouvre the aircraft with great caution in calm air only.
red line 120
(65) Maximum permitted airspeed
Limitation
Introduction
This chapter provides information about operational restrictions, instrument markings and basic
knowledge on safe operation of aircraft, engine and on-board appliances.
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Limitations
Engine, fuel, oil
Engine manufacturer: ROTAX
Engine types: ROTAX 503, ROTAX 582, ROTAX 912
The engine
TEMPERATURE °C / ROTAX ENGINE 503 UL 582 UL 912 UL
cylinder head temp. (CHT); min., work, highest 100; 200; 250 110; 130; 150 80; 110; 150
max. CHT dierence 20 10 /
exhaust gas temp. (EGT); normal, max. 460-580; 650 500-620; 650 650-800; 900
max. EGT dierence 25 25 30
air intake temp. (AIR); highest 40 40 40
cooling uids temp. (WATER); min., highest / 50; 80 50; 110
oils temp. (OIL TEMP); min., normal, highest / 50; 90-110; 140
RPM, PRESSURE 503 UL 582 UL 912 UL
oil pressure (OIL PRESS); lowest, highest / / 0,2; 6,0
engine revolutions (RPM); on ground recom. 6400 6100 5500
RPM on ground; max. allowable 6800 6800 5800
magneto check at (RPM) 3500 3500 4000
max. single magneto drop (RPM) 200 200 300
Fuel and oil
ROTAX ENGINE 503 UL 582 UL 912 UL
recommended fuel leaded or
unleaded super
leaded or
unleaded super unleaded super
fuel to be discouraged from using everything
under AKI 87
everything
under AKI 87
leaded* or
100LL*
recommended oil super 2-stroke
API-TC
super 2-stroke
API-TC
API SJ SAE
10W-50
*Engine life is reduced. Should you be forced to used this kind of fuel, change of engine oil every
50 ight hours is crucial. Please consult the manufacturer on which type of oil to use.
IMPORTANT!
Two-stroke engines should be powered only by fuel complying with MON 83 (or higher) or RON 90
(or higher) classication. As for mixing fuel and oil manually, it is best to use recommended oil (see
above). Dedicated lead additives should not be used (see detailed instructions in the engine manu-
al).
MIXING RATIO: 50 UNITS of FUEL and 1 UNIT of OIL (e.g. 2 dl of oil every 10 litres of fuel)
When using engines equipped with oil injection pump it is vital to monitor the oil level in its contai-
ner. There should always be enough oil to suce for the intended ight duration, including reserve.
Four-stroke engines should only be powered by unleaded fuel, for lead sedimentation inside the en-
gine shortens its life. Provided you are unable to use unleaded fuel, make sure engine oil and the oil
lter are replaced every 50 ight hours.
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Propeller
TRIKE Plus Spider Twister
standard propeler Pipistrel BAM 2 Pipistrel BAM 2 Pipistrel BAM 2
option Pipistrel VARIO Pipistrel VARIO Pipistrel VARIO
Engine instrument markings
WARNING: ll in engine specic values.
Instrument Red line
(minimum)
Green arc
(normal)
Yellow arc
(caution)
Red line
(maximum)
Tachometer (RPM)
Oil temperature
Cylinder head temp.
Oil pressure
Fuel quantity
Weight limits
Standard model empty weights:
WEIGHT Plus Spider Twister
aircraft emtpy weight (excl. wing) 93 kg 105 kg 120 kg
maximum take-o weight (MTOW) 350 kg 350 kg 350 kg
fuel capacity 43 l 43 l 43
max. fuel weight allowable 32,7 kg 32,7 kg 32,7 kg
minimum crew weight no limit no limit no limit
Manoeuvre limits
All manoeuvres must be performed within allowable airspeed limits. The aircraft is certi-
ed as an ultralight aircraft.
Following NON-aerobatic manoeuvres are permitted as dened:
•Steep turn (max. 60° bank with single pilot, max. 45° with 2 pilots)
•Power on and o stalls not below 150 meters (500 feet) above ground level.
Limitations
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Limitation
G-load factors
max. positive wing load: + 4 G
max. negative wing load: – 2 G
Cockpit crew
•There is NO LIMIT to the minimum cockpit crew weight.
•Maximum takeo weight (MTOM) MUST NOT, under any circumstances, exceed 350 kg.
Types of operations
Powered hang-gliders are built to y under daylight visual ight rules
(day VFR) in zero icing conditions.
Minimum equipment list
• Airspeed indicator
• Altimeter
• Compass
Other restrictions
Due to ight safety reasons it is forbidden to:
•y in heavy rainfalls;
•y during thunderstorm activity;
•y in a blizzard;
•y according to instrumental ight rules (IFR) or attempt to y in zero visibility condi-
tions (IMC);
•y when outside air temperature (OAT) reaches 40°C or higher;
•perform any form of aerobatic ying;
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Warning placecards
Powered hang-gliders are categorised as an Ultralight aircraft and must
wear a warning placecard as such. The placecard indicates the
aircraft was not built according to the ICAO standards and is therefore
own completely at pilot’s own risk.
Limitations
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Emergency procedures
Introduction
Pre-stall ight
Stall
Engine failure
Landing out
Engine re
Electrical cable re
Carburator icing
Exceeding VNE
Emergency procedures
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Emergency procedures
Introduction
This chapter provides information on how to react when confronted with typical ight hazards.
Pre-stall flight
The powered-hangglider typically begins to stall at airspeeds below 50 km/h (27 kts) , depending on
the current weight. The powered-hangglider is constructed and built in such a manner that a pilot
cannot maneuvre the aircraft into a deep stall where the aircraft would drop the nose and start to
loose height rapidly.
Pre-stall with engine idle or o
Even if the triangle is completely pushed forward the powered-hangglider still remains yable, but
looses height relatively fast. Under such conditions the airspeed stabilises at about 45 km/h (24 kts)
and the vertical sink at about 3 m/s (600 fpm). The powered-hangglider is rather unstable and the
pilot should constantly correct eventual bank deviations using gentle, non sudden movements.
Should you attempt to perform pre-stall ight in a slightly banked curve you shoud know the perfor-
mance is rather the same. However, at banks exceeding 20° the nose drops signicantly.
Pre-stall under power
With the triangle pushed completely forward and full throttle the powered-hangglider begins to
climb and remains under full control authority. At banks over 40° the nose will drop signicantly.
Stall
If the powered-hangglider stalled while in a banked turn, rst set the triangle to neutral position,
then pull the bar towards yourself to ensure proper airspeed.
If the powered-hangglider stalled in straight ight for whatever reson, it is enough to pull the tri-
angle towards yourself to ensure proper airspeed and then reinitiate horizontal ight by pushing the
bar slightly forward.
This maneouvre must be performed gently, since the airspeed may inscrease greatly during a pro-
longed recovery phased. The airspeed may be so high that a sudden push of bar may result in a look
or inverted ight. This causes the trike to fall into the wing and concequentially in-ight break-up of
the aircraft.
WARNING! During nal recovery phase the movements of the triangle must be gently, as
the airspeed may be very high. Special attention must be payed not to exceed the maximum per-
mitted speed (VNE) and/or maximum g-load factors.
After reinitiating horizontal attitude, add throttle and continue ight.
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Engine failure
Engine failure on take-o
Ensure proper airspeed rst (triangle back)! Land while maintaining runway heading and avoid even-
tual obstacles. Master switch to ''OFF''.
WARNING! IF NOT ABSOLUTELY NECESSARY, DO NOT CHANGE YOUR COURSE AND DO NOT
MAKE ANY TURNS!
After having landed ensure proper safety to the aircraft and remove it from the runway not to
obstruct other air trac (if possible).
Engine failure en-route
Ensure proper airspee rst (triangle back), anayise the terrain underneath and choose one most suta-
ble for landing out.
WARNING! The decision where to land when landing out is FINAL! DO NOT change your
mind even if you happen to come across a dierent, perhaps more appropriate landing site.
Provided there is enough height, react as follows:
Make sure the master switch is in the ON position (key full right) and magneto switches both set to
ON.
Should the propeller not be spinning (motor blocked!), the engine is probably seriously damaged.
In this case DO NOT attempt to restart the engine. Instead, begin with the landing out procedure
immediately.
Should the propeller be spinned by air current freely, fuel or electrical system is probably malfunctio-
ning. Verify on-board fuel quantity and make sure both magneto switches are set to ON.
Restart the engine.
Emergency landing out
1. Master switch OFF (key in full left position).
2. Approach and land with extreme caution, maintaining proper airspeed.
3. After having landed abandon the aircraft immediately.
The landing out manoeuvre MUST be preformed with regard to all normal ight parameters.
Emergency procedures
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Emergency procedures
Engine fire
Engine re on ground
This phenomenon is very rare in the eld of Ultralight aviation. However, coming across engine re
on ground, react as follows:
1. Come to a full-stop, engage starter and set throttle to full power.
2. Master switch OFF immediately after the engine has stopped.
3. Abandon the aircraft and start re extinguishing.
WARNING! After the re has been extinguished DO NOT attempt to restart the engine.
Engine re in ight
2. Set power to full (throttle lever in full forward position).
3. Disconnect the battery from the circuit (pull battery disc. ring on the switch column)
4. Close all windows and set all ventilation devices to OFF.
5. Perform side-slip (crab) manoeuvre in direction opposite the re.
6. Perform emergency landing out procedure.
Electrical cable fire
Spreading smoke is most denitely a concequence of electrical cables overheating due to a short cir-
cuit. Should you encounter this phenomenon:
Set master switch to I position, which disconnects all of the electrical system (also instruments)
from the circuit, except for the engine. As engine continues to function normally, plan and per-
form landing as soon as possible.
Carburator icing
First noticable signs of carburator icing are loud engine noises and gradual loss of power.
Carburator icing may occur even at temperatures as high as 10°C, provided the air humidity is
increased.
One should know that aircrafts equipped with two-stroke engines, powered by fuel and oil mixture,
hardly ever suer from carburator icing phenomenon. However, the probability of carburator icing is
increased by planes equipped with two-stroke engines using a separate oil injection unit and four-
stroke engines.
Should you be suspecting carburator icing to take place, descent immediately!
In case of complete power loss perform emergency landing out procedure.
Exceeding VNE
Should the VNE be exceeded, reduce airspeed slowly and continue ying using gentle control de-
ections. Land safely as soon as possible and have the aircraft veried for airworthiness by
authorised service personnel.
This manual suits for next models
2
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