December 2013

Experimenter is a magazine created by EAA for people who build airplanes. We will report on amateur-built aircraft as well as ultralights and other light aircraft.

Issue link: http://experimenter.epubxp.com/i/234576

Contents of this Issue


Page 26 of 40

uses high-strength "Spectra" lines. The fuselage covering and side panels are made from waterproof, zero-porosity Sunbrella fabric. The custom-modified Subaru engines are remanufactured to Maverick specs with balanced cranks, rods, and pistons, and for improved reliability, the cylinders are rebored for greater piston clearance. These engines are liquid cooled with the radiator in the nose and a thermostatically controlled electric radiator fan, just like a traditional car. All engines are test-run and inspected before being shipped to Maverick. To dampen piston impulses to the propeller, Maverick designed a cushioned-drive flywheel with the six prop attach bolts mounted in rubber dampening bushings. During initial testing, the engines and drive trains were torn down and inspected every 30 hours, with no defects discovered. The higher-time Mavericks now have more than 400 engine hours logged without issues. When spec'ing out their Maverick, customers can choose the color of the frame and fuselage paint and have a choice of Sunbrella fabric and parachute colors. Troy Townsend The Beyond Roads facility is operated by a mixture of full-time employees and interns. The nonprofit I-TEC works closely with other groups and universities. For example, the welding jigs for the Maverick were designed and built as a school project by students in LeTourneau University's mechanical engineering program, and in the summer I-TEC hosts groups of engineering students at their Dunnellon facility. In 2010 the FAA issued the Maverick a special light-sport aircraft (S-LSA) airworthiness certificate. The Maverick also can be built and certificated as an experimental light-sport aircraft (E-LSA). Due to the extra equipment necessary to operate on the highway, the FAA granted a gross weight exemption for the Maverick in 2011, allowing a light-sport aircraft (LSA) gross weight of 1,430 pounds. The Maverick also can be certificated as an experimental amateur-built (E-AB) aircraft, and then LSA weight limits do not apply. (However, if the builder certificates his Maverick with a gross weight of more than 1,430 pounds, it must then be flown by a pilot holding a private pilot certificate or higher.) From lef to right: Carl Smithson, Steve Beuer (shop manager), Robby Wallis (mechanical engineer), Jim Massengill, and Troy Townsend The Maverick can be purchased as a completed S-LSA, or customers can come to Dunnellon and work with the factory under an FAA-approved 51-percent builder assist program. (Maverick was the first to get FAA approval for builder assist for powered parachutes and helped the FAA write the program checklist.) When aircraft are certificated in the E-LSA category, the 51 percent rule does not apply. With its light weight and 190 horses, the Maverick is a real kick to drive on the road. I drove it without side panels and enjoyed the "dune buggy" feel. Steering is positive and acceleration will push you back in your seat. With the engine and propeller drive in back precluding any rear Maverick has a line controller on the right side of the cockpit that gathers the slack out of the parachute wing lines before takeof to keep them clear of the propeller until the weight of the car straightens the lines. EAA Experimenter 27

Articles in this issue

Archives of this issue

view archives of Experimenter - December 2013