# F **l i**  **g h**  **t T**  **r a**  **i n**  **i n**  **g**

**S u**  **p p**  **l e**  **m e**  **n t**  **(including Transistion Training Program**  **)**

**October 19**  **, 2012** 

# Flight Training Supplement

Date: Document #: 10/1 9/2012 2 of 11 500601 

## 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**  **Produ ction Release Updates**  **2/1/2012 TT**  **3 Transition Training**  **Program A dditions**  **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 doc um ent 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 parachute s to the Maverick. You m ust 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 fligh t in a powered parachute. The training program contained herein should only be performed wit h 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 .

# Flight Training Supplement

Date: Document #: 10/1 9/2012 3 of 11 500601 

## III **For non**  **- pow** **ered parachute pilot** **s transitioning to**  **the M averick**  **The unique factors of powered parachute operation are directly counter to flight habits developed in**  **flying f ixed**  **- wing and other non**  **- p**  **owered -**  **p arachute aircraft.**  **Ap propriate 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 exercis**  **es 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 p ower, this can result in a nose - low hi gh 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 re quiring 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 . ”

# Flight Training Supplement

Date: Document #: 10/1 9/2012 4 of 11 500601 

## IV **For po we**  **red p arachute pilots transitioning to the Maverick**  **The Ma** **verick has 4 distinct differences from a**  **"typical" powered p**  **arachute :**  1. A dri ve system that operates the t ransaxle for ground operation OR the p ropeller for flight. 2. A steering w he el which is the primary input for directional control for BOTH ground o peration and flight. (It is important to be familiar with the back- up powered parachute traditional flight controls – steering pedals). 3. A Wi ng Deployme nt System which includes a spar and ma st. This system is unique and mu st be understood. 4. A d ual t hrottle s ys tem : an automotive - sty le gas pedal and a friction - lever throttle . **On the following pages are training modules for each of these**  **unique operational features.**

# Flight Training Supplement

Date: Document #: 10/1 9/2012 5 of 11 500601 

### 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 propelle r for flying. Only one transmission can be actively connected with the engine at any gi ven time. The procedure to tran sfer the power train from drive - mode to flight- mo de is as follows: 1. Shift the ground t ransmission to the neutral positio n. The s hifters are located on the floor to the right of pilot . There are two levers : on e for forward - neutral - reverse and one for low range - neutral - high range. The middle position for both is neutral. 2. Transition from ground belt d riv e to propeller drive by pushing safety lock pin s, moving the transition collar to propeller d r i ve position (aft on the engi ne shaft) , and allow safety lock pin s 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 . Wh en 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 com plete. 3. Verify the propeller is en gaged 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 - mo de is as follows: 1. Shift ground t ransmission to the neutral position. The shifters are located on the floor to the right of pilot. 2. Shift from propeller d rive to ground belt d rive by pushing safety lock pins, moving the transition collar to ground belt drive po sition (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. Wh en 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 com plete. 3. Verify the transaxle is engaged to the engine. The propeller sho uld 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. Wh ile operating the Maverick in (ground) drive - mo de, c lear the area and d rive 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.

# Flight Training Supplement

Date: Document #: 10/1 9/2012 6 of 11 500601 5. Complete Steps 2 and 3 (above) for converting from drive - mo de to flight- mo de . 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 t he foot throttle in the flight mo de . 8. Repeat th e process; transitioning from the flight- mo de to drive - mo de and drive around .

# Flight Training Supplement

Date: Document #: 10/1 9/2012 7 of 11 500601 

### Training **Module #2**  **: "Fly** **- b** **y -** **Wire" Steering and Conventional (Manual) Steering** Steering and flaring of the Maverick can be performed exactly like a conventional powered parachute : p ush the left aux iliary steering pedal for left turn and righ t auxiliary steering pedal for right turn; push both to flare. The Maverick also has an electric Fly- By-Wi re Steering System. This system can be used in conjunction with pedal steering or in dependent of the auxi liary pedal steering. However, pedal steering and pedal flare is always ava ilable 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 tha t are controlled by the steering w heel. If you want to turn left, turn the steering wheel left, and vice versa for the right. To engage the electric Fly- by-Wi re s teering, turn on the " Fly" switch on the instrument panel. V erify 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 sh ould 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 "p edal flare " should be execute d by pushing both auxiliary pedals at the same time, as traditional in a ty pical powered parachute. If an electrical failure occurs, immediately turn off the " F ly" s witch on the instrument panel and steer with auxiliary steering p edals. Land as soon as s afely practical. 

### Training Module #2: **Training Exercise (Ground**  **- based)**  This training exercise can be practiced in a hanga r 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 whe el - confirmed by noting front wheels are straight. 4. Turn ON the "Fly" sw itch on the instrument panel . 5. Turn left . N otice 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.

# Flight Training Supplement

Date: Document #: 10/1 9/2012 8 of 11 500601 

### Training Module #3 **: Wing Deployment Sy** **stem** The Wi ng D eployme nt S ystem consists of m ast (vert ical pole) and s par (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 s ys tem hold the wing in a po sition that, only with relative wind, 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 fl ight, to l ower it in a controlled manner. These mast and spar systems are not structural or safety- of-flight s ys tems. ‘Line control’ is also implemented to prevent lines from being caught in the propeller when the parachute is not inflated. It is the res ponsibility of the operator to understand how to properly use the Maverick Wi ng Deployme nt System and its effect on flight characteristics of this aircraft . Setting up the Wi ng Deployment System for flight- mo de : 1. If possible, point the Maverick into the w ind. 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 tim es , avoid allowing the parachute and spar to wrap around the mast which could allow the parach ute 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 tel escoping 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 mas t. 6. Attach spar to the hoist clip. 7. Hoist s par 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 parachu te 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 lowe r if the parachute is hoisted. Stowing the Wi ng Deployme nt System for drive - mo de : 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 Maveric k into the wind (or do thi s in S tep 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.

# Flight Training Supplement

Date: Document #: 10/1 9/2012 9 of 11 500601 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 Wi ng Deployme nt System. Practice taxiing with the wing in the flightmo de. 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 are a. 2. Position the Maverick into the wind . 3. Prepare the Wi ng Deployme nt System for flight- mo de per T raining Module #3. 4. Taxi around in transaxle drive - mo de ; so ground transmission is engaged propeller is NOT spinning wing is in flight mode. Start you taxi in to the wind and then make gentle turns, carefully steering the win g 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 t urn, add pedal input to help it around the turn. 5. Stow the W ing Deplo ym ent System for drive - mo de per Training Module #3.

# Flight Training Supplement

Date: Document #: 10/1 9/2012 10 of 11 500601 

### Training Module #4 **: Throttle** The Maverick has a d ual t hrottle s ys tem : an automotive - sty le gas pedal and a friction - lever thrott le. 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. Wh ile operating the Maverick in (ground) drive - mo de, clear the area and drive to a suitable practice area. 2. Convert the Maveri ck engine/transmission to the flight- mo de as detailed in Training Module #1. 3. Taxi the Maverick in the practice area ; while using the foot throttle ( gas pedal) and t he conventional , friction - lever throttle. Notice that the foot throttle works in conjuncti on with the lever throttle and vice versa. ( The throttle friction control is only on the lever throttle. )

# Flight Training Supplement

Date: Document #: 10/1 9/2012 11 of 11 500601 

### Transition **Training Exercise #5 (In**  **- flight)**  **This t raining 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 Wi ng Deployment System for flight- mo de . b. Turn M aster S witch ON and verify the electric fly- by-wire steering is functioning properly . 2. P erform normal takeoff using hand throttle . 3. Clim b to 500 feet AGL . C lear the area for other traffic . 4. T rim for straight- and - level flight . 5. T urn left and right us ing only conventional ( aux iliary pedal steering) control. Verify steering wheel is centered . 6. T urn left and right using only steering wheel; first with 30 degrees bank angle, then approximately 45 deg rees bank angle. Repeat to gain proficiency of tim ing and velocity of turning th e steering wheel to t he resultant flight performance. 7. Return to straight and level flight . 8. P ut ri ght foot on foot throttle. E qualize the foot throttle by depressing the pedal until slightly mo re RPM to the engine is felt. H old that position with foot t hrottle and pu ll 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 betwee n foot throttle to hand throttle use. 9. Prepare for landing. As a ty pical 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 mu st use only the hand throttle. 10. Perform a full - stop landing, stow the Wi ng Deployme nt System and complete the transition to drive mo de . 11. Repeat Steps 1 to 10 until proficiency in all operations is acceptable to supervising flight instructor.

END