Flight Training

Supplement

(including Transistion Training Program)

October 19, 2012
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I Revision Table

Rev Level Reason for change Date Released Approved

NC Initial Release 6/28/10 TT

1 Production Release Updates 7/8/2011 TT

2 Production Release Updates 2/1/2012 TT

3 Transition Training Program Additions 10/19/2012 TT

II General

The Maverick has flight controls and systems that are unique from other current production S-LSA powered 

parachutes. This document explains some differences and unique skill requirements. It also includes 

transition training notes and exercises for powered parachutes pilots transitioning from general aviation 

aircraft and from conventional powered parachutes to the Maverick.

You must have a Sport Pilot Powered Parachute or other applicable rating to pilot a SLSA/ELSA powered 

parachute. 

This aircraft flies at approximately 40 mph at cruise. Be aware that this is faster than a typical S-LSA 

powered parachute. 

It is necessary for all pilots to get appropriate training for this aircraft. Serious injury and/or death can result 

if appropriate training and skills are not achieved. The Powered Parachute Flying Handbook (FAA 

document # FAA-H-8083-29) is a “must read” before flight in a powered parachute.

The training program contained herein should only be performed with an authorized CFI that has completed

training with an Itec authorized instructor. To make an appointment or attain list of current Itec authorized 

instructors, call or email Troy Townsend at 352-465-4545 email troy@mavericklsa.com.
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III For non-powered parachute pilots transitioning to the Maverick

The unique factors of powered parachute operation are directly counter to flight habits developed in 

flying fixed-wing and other non-powered-parachute aircraft.

Appropriate training to safely operate this aircraft is the responsibility of the operator. (All pilots 

should review the information below for transitioning PPC pilots and consider the training exercises

provide in Section IV below.)

1. Obtain proper training from a certified powered parachute instructor.

2. On take-off, the pilot can experience the feeling of unusual high angle-of-attack and the 

tendency is to reduce power, this can result in a nose-low high sink rate into the ground.

3. The pilot must keep climb power until reaching a safe altitude before reducing power.

4. Should an engine failure occur during departure, prepare to flare to avoid having the wing 

surge forward.

5. The flare is a learned skill requiring specific timing for landing. If not done properly, it can 

result in very high decent rate at touchdown.

6. Fixed-wing pilots are trained to flare for landing by pulling a control device. Flaring in a 

powered parachute requires an instinct to “push.” 
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IV For powered parachute pilots transitioning to the Maverick 

The Maverick has 4 distinct differences from a "typical" powered parachute:

1. A drive system that operates the transaxle for ground operation OR the propeller for flight.

2. A steering wheel which is the primary input for directional control for BOTH ground 

operation and flight. (It is important to be familiar with the back-up powered parachute 

traditional flight controls – steering pedals).

3. A Wing Deployment System which includes a spar and mast. This system is unique and 

must be understood.

4. A dual throttle system: an automotive-style gas pedal and a friction-lever throttle.

On the following pages are training modules for each of these unique operational features.
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Training Module #1: Drive/Fly Transition

The Maverick has one engine and two transmissions. One transmission sends power to the wheels for 

ground drive and the other to the propeller for flying. Only one transmission can be actively connected with 

the engine at any given time. 

The procedure to transfer the power train from drive-mode to flight-mode is as follows:

1. Shift the ground transmission to the neutral position. The shifters are located on the floor to 

the right of pilot. There are two levers: one for forward-neutral-reverse and one for low 

range-neutral-high range. The middle position for both is neutral.

2. Transition from ground belt drive to propeller drive by pushing safety lock pins, moving the 

transition collar to propeller drive position (aft on the engine shaft), and allow safety lock 

pins to return to the spring-loaded, locked position. Verify proper transition by verifying that 

locking pins are in the same position relative to the collar that they were before shifting.

When rotating with the transition collar, the ends of the pins should not interfere with or 

collide with the continuously variable transmission (CVT). If they do, the transition is not

complete.

3. Verify the propeller is engaged to the engine. If the propeller can spin easily by hand, it is 

not engaged to the engine. If both the propeller and CVT spin when spinning the propeller 

by hand, the transition collar is not in a locked position. Repeat steps 2 and 3.

The procedure to transfer the power train from flight-mode to drive-mode is as follows: 

1. Shift ground transmission to the neutral position. The shifters are located on the floor to the 

right of pilot. 

2. Shift from propeller drive to ground belt drive by pushing safety lock pins, moving the 

transition collar to ground belt drive position (forward on the engine shaft), and allow safety 

lock pins to return to the spring-loaded, locked position. Verify proper transition by verifying 

that locking pins are in the same position relative to the collar that they were before shifting. 

When rotating with the transition collar, the ends of the pins should not interfere with or 

collide with the continuously variable transmission (CVT). If they do, the transition is not

complete. 

3. Verify the transaxle is engaged to the engine. The propeller should spin easily by hand. If 

the propeller does not spin freely when turned by hand, the transition collar is not in a 

locked position. Repeat steps 2 and 3.

Training Module #1: Training Exercise (Ground-based)

1. While operating the Maverick in (ground) drive-mode, clear the area and drive to a suitable take-off 

area. 

2. Come to a complete stop. 

3. Shift Maverick into neutral by putting both shift levers in their neutral positions.

4. Turn off engine. Exit the aircraft. 
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5. Complete Steps 2 and 3 (above) for converting from drive-mode to flight-mode. 

6. Enter aircraft. Clear the area and start the engine. 

7. Clear the area and taxi around. Get familiar with using the hand throttle and the foot throttle in the flight 

mode. 

8. Repeat the process; transitioning from the flight-mode to drive-mode and drive around.
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Training Module #2: "Fly-by-Wire" Steering and Conventional (Manual) Steering

Steering and flaring of the Maverick can be performed exactly like a conventional powered parachute: push 

the left auxiliary steering pedal for left turn and right auxiliary steering pedal for right turn; push both to flare.

The Maverick also has an electric Fly-By-Wire Steering System. This system can be used in conjunction 

with pedal steering or independent of the auxiliary pedal steering. However, pedal steering and pedal flare 

is always available whether using the fly-by-wire steering system or not.

The system consists of a left and right linear servo motor/actuator. These are attached to the wing steering 

lines that are controlled by the steering wheel. If you want to turn left, turn the steering wheel left, and vice 

versa for the right. 

To engage the electric Fly-by-Wire steering, turn on the "Fly" switch on the instrument panel. Verify the 

electric steering is functioning correctly by turning the steering wheel both directions and verifying proper 

steering input, which results in proper cylinder deflection. Steering left should cause the left steering 

actuator to pull on the steering line, and steering right should cause the right steering actuator to pull on the 

steering line.

In the event of an engine failure, the electric steering will continue to work normally, as long as the battery 

power is adequate. Just before landing, a "pedal flare" should be executed by pushing both auxiliary pedals 

at the same time, as traditional in a typical powered parachute.

If an electrical failure occurs, immediately turn off the "Fly" switch on the instrument panel and steer with 

auxiliary steering pedals. Land as soon as safely practical. 

Training Module #2: Training Exercise (Ground-based)

This training exercise can be practiced in a hangar or virtually anywhere the Maverick is located.

1. Turn master switch ON.

2. Turn wheel left and right; notice that steering cylinders do not move.

3. Center steering wheel - confirmed by noting front wheels are straight.

4. Turn ON the "Fly" switch on the instrument panel.

5. Turn left. Notice that the left steering servo motor/actuator moves fast if you turn the steering wheel 

fast and slow if you move the steering wheel slow and stop when the steering wheel stops. 

6. Turn right and note same operation of the right steering servo motor/actuator.
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Training Module #3: Wing Deployment System

The Wing Deployment System consists of mast (vertical pole) and spar (horizontal pole). This system 

enables the Maverick to accommodate light crosswind components and eliminates the need to kite the 

parachute from the ground. The mast and spar system hold the wing in a position that, only with relativewind, is flight ready. The spar is attached to the mast and extends to form a semi-rigid support for the

leading edge of the parachute. The mast has ropes internally and a mechanism that allows a pilot/operator

to raise the spar for flight and, after flight, to lower it in a controlled manner. These mast and spar systems 

are not structural or safety-of-flight systems. ‘Line control’ is also implemented to prevent lines from being 

caught in the propeller when the parachute is not inflated.

It is the responsibility of the operator to understand how to properly use the Maverick Wing Deployment 

System and its effect on flight characteristics of this aircraft.

Setting up the Wing Deployment System for flight-mode:

1. If possible, point the Maverick into the wind. The parachute will tend to weathervane to a flying 

position (into the wind), so consider this when deploying the wing and planning a taxi route. At all 

times, avoid allowing the parachute and spar to wrap around the mast which could allow the 

parachute to act like a sail and place excessive forces on the mast, spar, and cart. 

2. Assemble the sections of mast.

3. Seat mast foot to vehicle, raise mast, and clamp and lock in the upper bracket.

4. Unfold spar and extend it with the parachute. Make sure all telescoping sections are fully extended 

except the most outboard section. The spar tips and most outboard parachute line attachment 

loops (on the most outboard edge of the most outboard OPEN cells) should be connected by a ring.

5. Attach tether on spar to mast.

6. Attach spar to the hoist clip. 

7. Hoist spar and parachute and secure at flight position. Be careful to check for and address 

parachute lines caught on parts of the Maverick that may prevent the parachute from being hoisted. 

Lower the spar and parachute if needed to untangle lines or undo any line snags. Especially if 

setting up in windy conditions, complete the hoisting process rapidly, as the chute is generally more 

controllable and chances of the spar and parachute wrapping around the mast are lower if the 

parachute is hoisted.

Stowing the Wing Deployment System for drive-mode: 

1. If you have not already done so, engage line control before stopping the taxi after landing.

2. Turn off the engine.

3. If possible, point the Maverick into the wind (or do this in Step 1, if convenient). 

4. Lower the spar and parachute with the hoisting mechanism in the lowering mode. Be careful to 

avoid getting any part of the parachute or lines on the engine or exhaust surfaces as they may be 

hot and could damage the parachute or lines.
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5. Retract the spar sections and pack the parachute into its compartment. Fold the spar during this 

activity or afterwards. Place the spar on top of the parachute and close the parachute compartment.

6. Unclip the tether from the mast and the spar from the hoist rope.

7. Unclamp and lower mast and unseat foot from vehicle.

8. Disassemble the mast, put it in its bag, and stow it on the vehicle.

Training Module #3: Training Exercise (Ground-based)

Practice setting up and stowing the Wing Deployment System. Practice taxiing with the wing in the flightmode. This exercise will give you a feel of taxiing around with the wing up but without the propeller spinning 

to add a level of safety as you learn how to taxi

1. Clear the area and drive to a suitable open area.

2. Position the Maverick into the wind.

3. Prepare the Wing Deployment System for flight-mode per Training Module #3.

4. Taxi around in transaxle drive-mode; so ground transmission is engaged propeller is NOT spinning 

wing is in flight mode. Start you taxi into the wind and then make gentle turns, carefully steering the 

wing around turns. (Note: The fly switch should be on and the wing will steer as you turn the steering 

wheel) If the steering wheel is not steering the wing around at a rate that matches your turn, add pedal 

input to help it around the turn. 

5. Stow the Wing Deployment System for drive-mode per Training Module #3.
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Training Module #4: Throttle

The Maverick has a dual throttle system: an automotive-style gas pedal and a friction-lever throttle. They

are interconnected and either can be used independently or together. (Be sure to understand the interaction 

between the two throttles). CAUTION: These controls operate in parallel, so reducing throttle on one will 

not decrease the throttle held by the other. Applying brakes will not decrease the throttle setting.

Training Module #4: Training Exercise (Ground-based)

1. While operating the Maverick in (ground) drive-mode, clear the area and drive to a suitable practice 

area. 

2. Convert the Maverick engine/transmission to the flight-mode as detailed in Training Module #1.

3. Taxi the Maverick in the practice area; while using the foot throttle (gas pedal) and the conventional,

friction-lever throttle. Notice that the foot throttle works in conjunction with the lever throttle and vice 

versa. (The throttle friction control is only on the lever throttle.)
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Transition Training Exercise #5 (In-flight)

This training exercise utilizes Modules #2 through #4 training in actual flying. Carefully review the 

approved and current Maverick Pilot Operating Handbook (POH) for the specific model and serial 

number aircraft to be flown. Utilize all operational procedures in the POH for the conduct of the 

following Transition Training Exercise. The current POH can be downloaded at 

www.mavericklsa.com.

1. Prepare the aircraft for flight as indicated in Training Modules #1 to #4 and in compliance with the 

approved and current Maverick POH.

a. Deploy the Wing Deployment System for flight-mode.

b. Turn Master Switch ON and verify the electric fly-by-wire steering is functioning properly.

2. Perform normal takeoff using hand throttle.

3. Climb to 500 feet AGL. Clear the area for other traffic.

4. Trim for straight-and-level flight.

5. Turn left and right using only conventional (auxiliary pedal steering) control. Verify steering wheel is 

centered.

6. Turn left and right using only steering wheel; first with 30 degrees bank angle, then approximately 45

degrees bank angle. Repeat to gain proficiency of timing and velocity of turning the steering wheel to 

the resultant flight performance.

7. Return to straight and level flight.

8. Put right foot on foot throttle. Equalize the foot throttle by depressing the pedal until slightly more RPM 

to the engine is felt. Hold that position with foot throttle and pull back fully on hand throttle. The foot 

throttle is now primary. Using only the foot throttle to change altitude, climb to 600 feet AGL, then 

descend to 400 feet AGL, then climb back to 500 feet AGL. Repeat this procedure multiple times to 

attain proficiency in the use of the foot throttle. Return to hand throttle use by bringing throttle forward 

and then reducing/eliminating foot throttle pedal pressure. Repeat this procedure multiple times to 

attain proficiency in the transition between foot throttle to hand throttle use. 

9. Prepare for landing. As a typical powered parachute, the Maverick can be flared with throttle or pedal 

flare. (Refer to POH for normal operation.) Execute 5 "touch-and-goes" with the hand throttle and 5 

"touch-and-goes" with the foot throttle. For a flare landing, you must use only the hand throttle.

10. Perform a full-stop landing, stow the Wing Deployment System and complete the transition to drivemode.

11. Repeat Steps 1 to 10 until proficiency in all operations is acceptable to supervising flight instructor.

END