What are the key features of the North Wing Maverick KS 15.2M single-place ultralight trike wing. How does the Maverick 2 improve upon its predecessor. What are the specifications and performance capabilities of this aircraft.
The Evolution of North Wing’s Maverick Ultralight
The North Wing Maverick has undergone significant improvements, resulting in the enhanced Maverick 2 model. This single-place ultralight trike combines innovative design features with improved performance, making it a standout choice for aviation enthusiasts. Let’s explore the key advancements and specifications of this remarkable aircraft.
Enhanced Trike Frame Design
The Maverick 2 trike frame has been thoughtfully redesigned to offer several benefits:
- Extended frame for increased storage space behind the pilot
- Capacity for additional fuel storage
- Room for camping equipment and other gear
- Improved folding design of the trike mast
- Spring-assisted mast for easier wing lifting
How much effort is required to lift the wing into position on the Maverick 2? Thanks to the spring-assisted mast, the effort has been reduced from lifting 83 lbs to only 15 lbs, making setup considerably easier for pilots.
Maverick 2 Wing Improvements
The wing of the Maverick 2 has also seen substantial upgrades:
- New strutted airframe components
- Increased load rating from 550 lbs to 650 lbs gross weight
- Ability to fold back while attached to the trike
- Improved flight performance
Why is the increased load rating beneficial? This enhancement is particularly advantageous for pilots who enjoy flying on floats, providing greater versatility and payload capacity.
Maverick 2 Models and Construction
The Maverick 2 is available in two distinct models:
- Maverick 2 Legend: Features streamlined fairings
- Maverick 2 RT: No fairings for a more stripped-down look
Both models are constructed using high-quality materials:
- Aircraft-grade aluminum tubing for the trike frame
- Aircraft hardware and fasteners throughout
- Strong fiberglass pultruded axle with drag struts for rear suspension
Can pilots customize their Maverick 2? Yes, North Wing offers the option to purchase the Maverick 2 trike and wing without the engine, propeller, or gauges for those who prefer to build part of their aircraft themselves.
Standard Equipment and Specifications
The Maverick 2 comes well-equipped with a range of standard features:
- RPM / Hobbs Meter
- Dual CHT / EGT
- Front Fairing (color options: red, yellow, or white)
- 4-point Seat Belt Harness
- Black Seats
- 6″ Nylon Mag Wheels
- Hand & Foot Throttle
- Front Drum Brake
- Side Saddle Bags
- Fuel Primer
Engine and Performance
The Maverick 2 is powered by a Rotax 447B engine:
- Engine: Rotax 447B, 40 HP
- Reduction: 2.58:1
- Propeller: 2-blade 62″ IVO
- Climb Rate: 1000 fpm (at Sea Level)
Dimensions and Weight
Key measurements of the Maverick 2:
- Weight empty: 254 lbs. + fairings
- Gross Weight: 600 lbs.
- Span: 31.5 feet
- Wing Area: 157 square feet
- Wheel Base (width): 62″ (outside)
- Wheel Base (length): 61″ (centre)
- Total Length: 108″
- Total Height: 8 feet
- Height – Trike folded: 5 feet (with prop), 4 feet (without prop)
- Wing folded up: 12″ x 20 feet
- Fuel Tank: 5 US gallon
Advanced Wing Design and Construction
The Maverick 2 wing incorporates several improvements over its predecessor:
- Strutted airframe design, replacing the kingpost and wires
- Reduced drag and improved flight performance
- Increased load rating from 550 lbs to 650 lbs gross
- Ability to fold back while attached to the trike
What materials are used in the wing construction? The Maverick 2 wing utilizes high-quality components:
- Frame: 6061-T6 aluminum
- Sail main body: 5.5 oz. fabric
- Number of top ribs: 15
- Rib Material: 7075-T6 aluminum
Wing Specifications
Detailed measurements of the Maverick 2 14.9M Wing:
- Weight: 84 lbs
- Gross Weight: 650 lbs.
- Wing Area: 157 square feet
- Span: 31.5 feet
- Aspect Ratio: 6.1 : 1
- Double Surface: 35%
Innovative Features for Stability and Performance
The Maverick incorporates several clever design elements to enhance stability and performance:
Dive Stick
What purpose does the dive stick serve? The dive stick is a device that holds the wing tip up, helping it stall later than the midsection. This contributes to improved pitch stability and overall flight characteristics.
Sprog Lever
How does the sprog lever enhance stability? The sprog lever is a midspan support that braces two wing ribs. This device helps maintain the wing’s shape and contributes to pitch stability, which is crucial for a flexible flying wing without a tail.
Engine Mount
The Maverick features a substantial motor mount with modern design elements:
- Clean, white powder-coated finish
- Dynafocal-type engine mount
- Aimed at the center of the engine’s mass for improved performance and reduced vibration
Comfort and Safety Features
North Wing has paid careful attention to both comfort and safety in the Maverick’s design:
Seating
- Generously cushioned seat
- Padded seatback and side walls
- 4-point shoulder harness pilot restraint system
Control Layout
The Maverick’s controls are thoughtfully arranged for ease of use:
- Hand throttle, choke control, and kill switch located in front of the seat
- Kill switch nestled between gusset plates to prevent accidental activation
Structural Design
The Maverick’s structural elements combine simplicity with effectiveness:
- Series of webbing straps for strength
- Plywood panels for added firmness and comfort
Manufacturing and Quality
North Wing takes pride in the quality and origin of their components:
- All parts are made in the U.S.A.
- Attention to detail in hardware and finishing
- Satin finish anodizing on chassis-to-wing mount
How does North Wing ensure the quality of their aircraft? By manufacturing all components in-house and using high-grade materials, North Wing maintains strict control over the production process, resulting in a reliable and well-crafted ultralight trike.
The Maverick Experience: Performance and Handling
The North Wing Maverick 2 offers an exhilarating flying experience, combining power and maneuverability in a compact package. With its 40-hp Rotax 447 engine, the Maverick provides ample thrust for this lightweight ultralight, ensuring impressive climb rates and responsive handling.
How does the Maverick 2 perform in various flight conditions? The improved wing design, featuring the strutted airframe and enhanced stability devices, contributes to excellent stability across a range of flight speeds and conditions. The increased load rating also allows for greater flexibility in payload, making it suitable for both leisurely flights and more adventurous outings.
Takeoff and Landing
The Maverick 2’s lightweight design and powerful engine combination result in short takeoff distances, allowing pilots to operate from small fields or airstrips. The robust landing gear, featuring 6″ nylon mag wheels and a front drum brake, provides stable ground handling and effective braking for safe landings.
In-Flight Comfort
What makes the Maverick 2 comfortable for extended flights? The well-padded seat, ergonomic control layout, and thoughtfully designed cockpit contribute to pilot comfort during longer flights. The side saddle bags provide convenient storage for in-flight essentials, while the extended frame allows for additional gear to be carried behind the pilot.
Versatility
The Maverick 2’s design allows for various configurations and uses:
- Suitable for recreational flying
- Capable of carrying camping gear for flying adventures
- Option to install floats for water operations
- Potential for aerial photography or surveying tasks
Maintenance and Ownership
Owning and maintaining a Maverick 2 is relatively straightforward, thanks to its simple design and high-quality components. The aircraft’s construction using aircraft-grade materials ensures durability and longevity.
What are some key maintenance considerations for Maverick 2 owners?
- Regular engine maintenance as per Rotax recommendations
- Periodic inspection of the airframe and wing for wear or damage
- Checking and maintaining proper tension on control cables and lines
- Keeping the fabric surfaces clean and protected from UV damage
- Lubricating moving parts as specified in the owner’s manual
How often should a Maverick 2 be inspected? While specific requirements may vary depending on local regulations, it’s generally recommended to perform a thorough inspection at least annually or every 100 flight hours, whichever comes first. More frequent checks of critical components should be carried out as part of pre-flight routines.
The Future of Ultralight Aviation: Maverick’s Role
The North Wing Maverick 2 represents the cutting edge of single-place ultralight trike design. Its combination of advanced features, improved performance, and thoughtful engineering makes it an excellent choice for both newcomers to the sport and experienced pilots looking for a capable and enjoyable aircraft.
How does the Maverick 2 contribute to the broader ultralight aviation community? By offering a well-designed, safe, and performant aircraft, North Wing helps to promote interest in ultralight flying and supports the growth of this exciting sector of general aviation. The Maverick 2’s versatility and ease of use make it an ideal platform for pilot training, recreational flying, and even specialized applications like aerial photography or surveying.
Potential for Future Developments
As ultralight aviation technology continues to advance, what potential improvements might we see in future iterations of the Maverick?
- Integration of more advanced avionics and navigation systems
- Exploration of alternative power sources, such as electric propulsion
- Further refinements in aerodynamics for even better performance and efficiency
- Development of additional accessories or modules for specialized uses
- Incorporation of advanced materials for further weight reduction and strength improvements
The North Wing Maverick 2 stands as a testament to the innovation and passion driving the ultralight aviation industry. As manufacturers like North Wing continue to push the boundaries of what’s possible in this class of aircraft, enthusiasts can look forward to even more exciting developments in the years to come.
North Wing Aircraft Maverick
North Wing Aircraft Maverick
Maverick II
The design of both the trike and the wing of the Maverick single-place ultralight has been enhanced to include features that benefit flight performance, improve set-up convenience, add storage space, and more.
The Maverick 2 trike frame has been extended to maximize storage space behind the pilot, enable additional fuel storage, camping equipment, and anything that fits in the space and maintains acceptable weight limits. Also changed is the folding design of the trike mast, so only the mast pivots just above the seat rail and now includes a spring-assisted mast as our Apache two-place trike has. The new spring-assisted mast on the Maverick 2 reduces the effort required to lift the wing into position, reducing the effort from lifting 83 lbs of wing to only 15 lbs.
The Maverick 2 Wing also has been improved, featuring new strutted airframe components, and increased the load rating of the wing, from 550 gross to 650 gross by a new airframe. The increased load rating is especially helpful for pilots who like to fly on floats. The Maverick 2 wing has the ability for the wing to fold back while attached to the trike.
The Maverick 2 is a “state of the art”, highly refined low profile single-place trike. This trike comes in two choices: Maverick 2 Legend (streamlined fairings) and Maverick 2 RT (no fairings).
This aircraft uses aircraft grade aluminum tubing throughout the trike frame, and aircraft hardware and fasteners. The rear suspension uses a strong fiberglass pultruded axle with drag struts. If you like to have a hand at building part of your trike, you may purchase the Maverick 2 trike and wing without the engine, propeller or gauges.
Standard Equipment includes:
RPM / Hobbs Meter · Dual CHT / EGT
Front Fairing – red, yellow, or white
4-point Seat Belt Harness · black Seats
6″ Nylon Mag Wheels
Hand & Foot Throttle
Front Drum Brake
Side Saddle Bags
Fuel Primer
Maverick 2 Trike
Engine: Rotax 447B, 40 HP
Reduction: 2.
58:1
Propellor: 2-blade 62″ IVO
Weight empty: 254 lbs. + fairings
Gross Weight: 600 lbs.
Span: 31.5 feet
Wing Area: 157 square feet
Climb Rate: 1000 fpm (at Sea Level)
Wheel Base (width): 62″ (outside)
Wheel Base (length): 61″ (centre)
Total Length: 108″
Total Height: 8 feet
Height – Trike folded: 5 feet (with prop)
Height – Trike folded: 4 feet (without prop)
Wing folded up: 12″ x 20 feet
Fuel Tank: 5 USgallon
The Maverick 2 wing has been improved, featuring a strutted airframe instead of the kingpost and wires design that added drag and reduced flight performance. The load rating of the wing has been increased, from 550 gross to 650 gross by a new airframe. The increased load rating is especially helpful for pilots who like to fly on floats. The Maverick 2 wing has the ability for the wing to fold back while attached to the trike. All parts are made in the U.S.A.
Maverick 2 14.9M
Wing Weight 84 lbs
Weight 253 lbs.
with Rotax 447
Gross Weight 650 lbs.
Wing Area 157 square feet
Span 31.5 feet
Aspect Ratio 6.1 : 1
Double Surface 35%
Frame 6061-T6
Sail – main body 5.5 oz.
Number of Ribs – top 15
Rib Material 7075-T6
Maverick – ByDanJohnson.com
POWERFUL SINGLE – The single-seat Maverick is powered by a potent 40-hp Rotax 447 that provides plenty of power for this lightweight ultralight. That’s designer Kamron Blevins at the control bar.
BURLY MOUNT – Made clean with white power paint, the substantial motor mount of the Maverick reassures potential buyers. The work is simply achieved but shows modern features, like the dynafocal-type engine mount that aims at the center of the engine’s mass.
PADDED SEAT – The Maverick’s seat shows concern about comfort with generous cushion, seatback and side wall padding. But it also pays attention to safety with this properlooking 4-point shoulder harness pilot restraint system.
STABILITY DEVICES – On a flexible flying wing with no tail, other means are needed to assure pitch stability. Here you see two of the ways North Wing solves the problem: A “dive stick” holds the wing tip up to help the tip stall later than the midsection, while the midspan is supported by this “sprog” lever that braces two wing ribs.
SHINY BITS – In contrast to its white powder coating, North Wing chose satin finish anodizing for this chassis-to-wing mount. All the hardware shows good attention to detail.
SIMPLE STRUCTURE – Under the contoured seats are simple support devices. A series of webbing straps provides plenty of strength while plywood panels impart some firmness to increase human comfort. Simple but effective.
TIDY CONTROLS – Tucked down neatly in front of the seat are your hand throttle, choke control and kill switch (arrow). The latter is nestled between two gusset plates in such a way that inadvertent bumping of the switch in-flight is unlikely.
WHOLE AIRCRAFT – From his days making wings for trikes, Kamron Blevins has now branched into producing entire trike ultralights, like this new Maverick with its strut-braced wing.
NORTH WING – With a return to Washington state, North Wing Design earns the name chosen by owner Kamron Blevins, who started in this business making hang glider sails.
SLOW AND STOP – At the left edge of the photo you see the piston (arrow) used to dampen wheel movement, a desirable addition to trike steering. Also, you can see the metal pad (over tire) that serves as a nosewheel brake.
STASH POINTS – Since North Wing started as a sailmaker, perhaps it isn’t surprising to see where the company added lots of zipper compartments for the pilot to stow things in flight.
All right, what is this? A trike with no upper support? What does the designer think he’s doing, trying to be some kind of maverick? Well, yeah!
Kamron Blevins runs the show at North Wing Design. When I first met him, I’d call him a mere lad, except that makes me sound old. So, Kamron was a “young entrepreneur” from the Seattle area who made hang glider sails for a living. (His mom probably thought this sounded like as odd an occupation as you think it does.
)
Funny thing, though. The kid grew up, got good at making wings, branched into trike wings, and now manufactures entire trikes. And you know what? It’s a darn good trike with some excellent thinking. Let’s look it over.
Youth Gains Experience
Blevins isn’t a kid anymore. But he looks around and sees all his old hang gliding buddies looking older, too. Some of them are using wheels on their gliders (as a backup safety feature for those not-so-perfect foot-landings). Some (like me) fly trikes with hang glider-type wings because we don’t like running landings all that much. And some just plain switched to ultralights. North Wing should be able to serve all of them very well.
Some facts of his experience help explain how Blevins reads the marketplace. Now 37 years old, he started the sailmaking enterprise when he was a tender 23, and he’s been at it ever since. In the last 15 years, he’s done quite well for himself, logging useful experience along the way as he put time in for other manufacturers while keeping his own irons in the fire.
The ’80s were a time of growth in hang gliding. Designs changed regularly as each manufacturer jostled for market share. During this exciting, if frantic time, Airwave UK in Great Britain was one of the most successful. Since then the company has gone out of business, while North Wing Design prospers. Airwave was also the only non-American builder to manufacture in the United States. Blevins worked for the company after the most turbulent days, but Airwave had lots of experience and expertise that Kamron could absorb.
Sailmaking – in this case wing making – is as much art as it is science. While Wills Wing, the largest manufacturer of flex-wings in the U.S., uses all computer pattern design and computer sail cutting, most builders still do it by hand. Like a tailor to movie stars, some acquire reputations for exacting work that customers appreciate.
Springing from these apprenticeships, Blevins started North Wing Design in the fall of ’96, and has now branched out into manufacturing entire aircraft.
Along the way, he became a parts supplier for gliders abandoned by their manufacturers, and began supplying trike wings to a market beginning to embrace these flex-wing ultralights.
Over the July 4th holiday this year, Kamron returned to his roots and moved his entire operation to Washington state. The new North Wing employs seven people, three of whom moved with Blevins from Marina, California. The old-timers go way back to the early days of Airwave’s U.S. invasion and therefore give North Wing a lot of time in the industry.
North Wing is now based at Pangborn Memorial Airport in the town of East Wenatchee, Washington. The company had outgrown their facility in California, and is presently quartered in 6,000 square feet of space where they can fly right outside their door. Ironically, though most folks think California has great weather, Kamron says it’s better in Washington.
East Wenatchee is on the east side of the Cascade Mountain range. Seattle is on the west side. On the Seattle side, rain is common while on the east side of the mountains, Washington state is desertlike.
Down in California, North Wing was in Marina, which has its share of wet weather.
North Wing is now poised to raise production at a bigger facility and to do more flying, keeping many employees with a great deal of useful experience. The world of ultralight trikes has been good to Blevins and his growing business.
Welcome the Maverick
The Maverick is North Wing’s first entry which they manufacture entirely themselves. So perhaps fittingly, Blevins fitted the Maverick with a maverick wing, a strutted trike wing (no kingpost and cable bracing on top).
Even the strutted wing isn’t new. Several have been built and flown, and one Southern California hang glider manufacturer put their Dawn model into production. However, it failed, possibly from being too far ahead of its time.
A few years ago, the new rage in hang gliding was topless (no upper rigging above the wing), led by big Euro manufacturer La Mouette, who called their hang glider simply the Topless. It doesn’t have struts, but rather retains the lower flying wires and uses a special crossbar system to support negative loads.
Within 3 years, all competition hang glider pilots were flying topless (now the generic term) gliders, and most pilots who flew cross-country for fun were buying them, despite their higher prices.
Most incorporate an expensive carbon fiber crossbar to hold the ground (negative) loads previously supported by upper rigging. In flight, loads tend to be positive, so the lower cable rigging works as it always has. To cover costs, these modern hang glider wings rose to $5,000 to $6,000 retail.
Blevins may be using a way that, while somewhat less exotic, offers most of the topless benefits without all the carbon fiber cost. Instead of an internal crossbar still relying on lower wires, Kamron installed struts. They’re heavier as a total – which is one reason why hang glider designers spurned the idea – but weight is somewhat less critical on a powered ultralight trike.
Blevins may have started something here. I’ve stuck my neck out and predicted trikes will eventually embrace rigid wings (that newest of all hang gliding innovations) in a big way.
Their control surfaces – still activated by weight-shift – will lower the handling barriers of more heavily loaded 2-place trike microlights, plus rigid wings come with other desired features like flaps.
Yet the flex-wing will maintain some share of the market as they’re (presently) a lot cheaper and as they work so well on a machine like the Maverick. In adding struts, Blevins is at minimum offering something new and flashy that ought to attract buyers.
That the strutted wing also fits in hangars better is simply one more candle on the cake. Kingpost gliders atop large trikes reach up too high for some smaller hangar doors.
For now, all this leaves aside the good flying qualities of the Maverick wing. We’ll cover that later.
On the downside of the different shape in trike wings, North Wing’s strutted wing is the only flying example I know of in trikes or hang gliding. Although the Dawn of the ’80s met most certification requirements of the Hang Glider Manufacturers Association (an industry group that certifies hang gliders), I am unfamiliar with other successes with this type of wing construction.
Some pilots will resist the strutted wing for the same reasons that others will request it: It’s different.
Until recently, only hang glider pilots pushed for topless wings. And they need very light aircraft for foot-launching. Trikes can add a few pounds, since the wheels do the ground transport work.
The Maverick successfully makes FAR Part 103 requirements, says Blevins, even with the struts and a twin-cylinder 40-hp Rotax 447 2-cycle powerplant that gives it lots of energy.
North Wing delivers the Maverick through their network of dealers in a ready-to-fly mode. No kit is envisioned as the trike is simple and because the manufacturer prefers to fully build the wing. The only assembly you must do is similar to a bicycle taken out of its shipping box, Blevins says. You will have to install the engine; more on this below.
In addition to the Rotax 447, North Wing is also offering the twin-cylinder 40-hp Hirth 2702 2-cycle engine. Costing $200 more than the Rotax, it weighs about the same, North Wing reports, and therefore still qualifies for Part 103.
A ballistic parachute can be added under the regulations without a weight penalty, and North Wing says a BRS fitting has been designed for the light trike. Floats are also weight exempted, but no plans for this option are presently in progress.
Sports Car Trike
I got my chance to fly the Maverick this past April in Florida. As a combination of old hang glider pilot, trike enthusiast and single-seat ultralight buff, I found the Maverick got my attention easily.
The Maverick sits lower to the ground than the bigger 2-seaters. Cosmos has an entry like this called the Echo and Air Création’s Racer is similar. All yield a certain sports car-like look that appeals to some buyers. Like me.
Entering the Maverick is as easy as most trikes and better than many 2-seaters. Since it sits low and has no rear seat to increase size, you need only step over the edge of the front fairing and sit down.
Immediately, you’ll notice the seat is very padded and very comfortable. I felt it offered a substantial reduction in vibration transmitted to the pilot.
A sturdy 4-point shoulder harness pilot restraint system comes standard, and it adjusts easily to many pilot sizes. Since the ultralight can accommodate a pilot of 250 pounds or even more, the seating of the Maverick proves versatile.
Under the seats is a construction of webbing and wood panels. The webbing offers some seat “suspension” and yields great strength. The wood panels under you and at your midback give shape that supports your body quite nicely, I felt. Though I flew for about 1 hour, I was comfortable enough to go for much longer flights without misery.
Blevins fully equips the Maverick with all you really need. Though some buyers will insist on adding equipment (wheel pants are now offered from North Wing, for one example), when they do so the ultralight may no longer meet the 254-pound weight limit of Part 103. The Maverick is fully assembled except for the engine, which dealers help customers add.
Despite the need for some owners to add stuff, I found the machine was complete.
The only additions I recommend are an airspeed indicator and an altimeter.
Steering on all trikes is good and bad. It is good because you have lots of maneuverability and a very steerable nosewheel. They are regarded poorly by those who believe push-left go-right steering is challenging. In fact, some experts note the system isn’t “wrong way steering” at all. Bicycles and snow skis also turn by the push-left go-right method. All steering is a learned response anyway, so it won’t take long to get the Maverick right.
Some trike nosewheels are too steerable. They swivel too quickly in faster landing situations. North Wing installs a piston on the nosewheel to dampen such erratic movements, but the piston hardly interferes. Rubber limiters keep the wheel from overturning, which may also be useful in some situations.
The Maverick’s brake is a simplistic device. A metal pad lowers onto the nosewheel tire when you push down, something advised with both feet simultaneously if you want more deceleration.
When you bear down on the pad, it produces more slowing than I expected.
Blevins expressed that this brake is a good thing. Since you must remove your foot from the foot throttle to get the most braking, you cannot make the common mistake of braking while still applying some power. The steel pad brake will never wear out, he adds. However, to address those who prefer a lever-actuated brake, North Wing can supply an Asuza drum brake system much like those found on other trikes.
Blast Off
With the Rotax 447’s 40 horses pushing you, takeoff roll is short (barely more than 100 feet, I’d guess) and climb is brisk. I couldn’t measure this myself as the test Maverick lacked an altimeter, but it felt all of the 800 feet per minute that North Wing advertises.
The Rotax 447 is well-regarded, plentiful and well-serviced, making it an attractive choice for many buyers. Since North Wing positions it upright, spark plugs are easily checked and rarely fouled by engine oil draining down on them.
I did find the hand throttle was too far away for me to reach comfortably with my short arms, though of course, you do have a foot throttle for use when tightly belted in during takeoffs and landings. This is proper takeoff technique in trikes, and once aloft, you can relax one shoulder belt to set the friction-locked hand throttle.
Opposite the hand throttle is a choke to hasten pull starting via overhead handle. Between these two levers, North Wing tucks the kill switch between gusset plates where it won’t easily be bumped inadvertently.
Since North Wing got started in the ultralight industry by making trike wings rather than powered carriages, you might think they refined this part of their art further. I’d have to agree after flying their wings on several other trikes.
North Wings manages a single-surface wing that handles better with a speed range as broad as most double-surface wings. This is a terrific combination, and the Maverick’s unique strutted wing continues the trend.
The wing on this test Maverick had a very slight turn in it and was a bit heavier to handle than I expected. Blevins was unhappy with this assessment and put some time into discovering that three ribs on one side had lost some of their curvature in transit from the factory. Like most flex-wings, his wings come with a batten or “rib” chart that allows owners to verify the correct camber of the battens. More changes occur to ultralights in transport than flying, and this was one of those times. However, the problem was small to begin with and fully corrected after some modest reshaping of the ribs (something you can do easily yourself).
Blevins assured me this solved the problem of the turn and lightened handling. Knowing Kamron to be a very picky wing builder, I’m sure he is right about this, although I did not refly the Maverick even though he invited another check flight. People who sew sails for hang glider pilots, as North Wing Design did when the business started, must pay close attention to good handling, as hang glider pilots demand it.
The Maverick’s wing may have also been set in a somewhat slow trim position. When I pulled in somewhat, handling seemed to improve. This is a consequence of the chassis-to-wing connection point which alters the trim speed. North Wing builds a good-looking part for this critical attachment, and it adjusts on the ground in just a few minutes.
The cylinder head temperature responded rather quickly to throttle input. On adding full power, the temperature dropped in reaction to greater fuel flow, which makes sense. The Maverick’s exhaust gas temperature never moved much at all, suggesting to me that North Wing has properly fitted the engine.
The Maverick seemed like it would hold altitude at about 4,000 rpm. I could see the power setting on the tachometer, but without an altimeter, I could not verify this sensation.
With every stall I tried, I was unable to get the wing to break clearly. I think this is partly a function of forward bar movement range which stems from the trim speed location.
However, it may also be the design of the wing to produce a modest stall. It appears to show the dive recovery devices are working.
How Maverick Are You?
Trike popularity continues to grow in the United States. Ultralight organizations all note more registrations for these ultralights. After many years of promotion by U.S. and European builders, the ultralight style has gained wide acceptance.
Some 3-axis pilots finally tried and liked the simple weight-shift control of trikes. Others value the easy breakdown to pickup truck transport. Still others admire their performance and the fine craftsmanship available. Since most are fully-built ultralights, those who don’t love building are also drawn to them.
When you order a Maverick, it will come complete with everything seen in the accompanying photos, although the builder must install the engine. Since Rotax does not weld mufflers for brackets, you must also deal with this to your satisfaction, but North Wing’s dealers will often handle this chore, according to Blevins.
North Wing Design joins a limited number of U.S. trike makers with a solid offering in the Maverick. Priced at $9,780 ready to fly, the single price trike represents an excellent value in a good performing and good handling ultralight. I had a lot of fun flying North Wing’s Maverick trike, and I think you will, too.
Published in Light Sport and Ultralight Flying
| Seating | Single-seat |
| Empty weight | 252 pounds |
| Gross weight | 550 pounds |
| Wingspan | 31 feet 6 inches |
| Wing area | 157 square feet |
| Wing loading | 3.5 pounds per square foot |
| Length | 7 feet |
| Height | 7 feet 3 inches |
| Fuel Capacity | 5 gallons |
| Kit type | Factory assembled (except for mounting engine) |
| Standard engine | Rotax 447 |
| Power | 40 horsepower |
| Power loading | 13. 8 pounds per horsepower |
| Cruise speed | 40-45 mph |
| Never exceed speed | 70 mph |
| Rate of climb at gross | 800 fpm |
| Takeoff distance at gross | 150 feet |
| Landing distance at gross | 150 feet |
| Standard Features | Topless strutted single-surface wing, steerable nosewheel (push left, go right) with nosewheel brake and tailing link suspension, hand and foot throttles, 4-point shoulder harness pilot restraint, instruments (EGT, CHT, tach), fiberglass rear axle suspension, pilot pod and skirt with storage bags, 3- or 4-blade composite prop. |
| Options | Electric start, Hirth 2702 2-cycle engine, drum nosewheel brake, ballistic emergency parachute, additional instrument panel, wheel pants, portable fuel tank. |
| Construction | 6061-T6 and 7075-T6 aluminum tubing, fiberglass, stainless steel and aluminum fittings, AN hardware, Dacron® sailcloth. |
Design
Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.
Pros – Carefully and simply designed chassis meets wing from experienced wing maker. Square tubing frame is gusset-joined for look of great strength and part simplicity; drag axle and forward support tube are faired. Engine is upright and uses mass-focused mounting. North Wing’s wings have a good handling reputation without sacrificing speed range.
Cons – Single-seat design only will limit resale somewhat (company offers 2-place wings on the Antares trike carriage). Not a soaring machine for those so interested. Strutted hang glider wings are rare, therefore less proven by years of customer operation. Wing strength evaluated by calculations.
Systems
Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).
Pros – Hand and foot throttles with override feature (hand over foot). Nosewheel steering is dampened by a piston and has rubber stops to prevent metal-to-metal contact. Overhead pull starters work pretty well in trikes like the Maverick. Remote choke provided on chassis keel. Kill switch neatly protected. Upright-mounted engine can reduce spark plug fouling.
Cons – No weight allowance to add system accessories like electric starting. Fuel tank feed lines hang down quite low and may be vulnerable in rough terrain; refueling can cause spills inside skirt. Brake has simplistic operation some may not like (a drum brake system is optional).
Cockpit/Cabin
Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).
Pros – Step over the fairing and sit; easy entry/exit. Beautifully padded seat with webbing “suspension” for vibration dampening; it works well. Side stash areas, one on left outside and one on right inside, will keep stuff handy yet secure.
Hand throttle and choke are convenient at front of seat on chassis keel. Four-point shoulder harness pilot restraint is strong and widely adjustable.
Cons – Minimal room for instruments on panel (though other locations are available with effort). Panel demands small instruments, which are then harder to read. No cargo area except small stash bags. Trikes are open-cockpit designs, so full-face helmets are wise but detract from wind-in-your-face flying. Reach to hand throttle was long for my short arms.
Ground Handling
Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.
Pros – Trailing link nosewheel suspension provides easy wheel tracking (further aided by dampener). Brake is helpful in taxi lineup situations. Nosepod helps keep nosewheel spray from reaching pilot. Terrific visibility in trikes, partly as you can just move the wing. Very maneuverable in tight quarters.
Cons – Brake is simplistic and requires both feet for best braking results.
Clearance concerns me with fuel lines hanging down low on the chassis. Suspension is limited to air in the tires (though they’re large and no more seemed necessary). Trikes require a firm grip in windy conditions. Push-left go-right ground steering still offends some 3-axis pilots.
Takeoff/Landing
Qualities; Efficiency; Ease; Comparative values.
Pros – Lively takeoff with 40-hp Rotax 447 power. Up or down takes only 100 to 150 feet of airstrip. Visibility is better than most ultralights, even open-cockpit ones. The Maverick landed as easily as most trikes, setting main gear down first with little effort. Good glide helps on low approaches.
Cons – No flaps in trikes and no slipping ability restrict your approach path options. Trikes are also not great in crosswinds (though the Maverick lands so short that cross-runway is a reasonable option). No other negatives.
Control
Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.
Pros – North Wing has a reputation for nice-handling wings; they’ve been quite successful in the trike wing supply business. With a wide leading edge pocket in lieu of double-surface, sail shift is enhanced and handling becomes lighter. Flying wings are devoid of adverse yaw and don’t spin readily. Harmony between roll, bank and yaw is easily achieved on the Maverick.
Cons – Trike control motions still confuse many 3-axis pilots; some just won’t try. Weight-shift in general is not as well understood in the U.S., even though it is very simple. Crosswind controls are nonexistent on trikes. (Take some instruction in trikes and most negatives disappear.)
Performance
Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.
Pros – Even with a good sink rate (for a powered ultralight), the Maverick isn’t strong on soaring. Most trikes don’t dive well under power. A broad speed range doesn’t come with trike ultralights (the Maverick stalls about 28, tops at 70; ratio is 2.
5, 4 is best).
Cons – For a single-surface wing, the Maverick wing also manages a decent speed range with a 70-mph top end. Climb is 800 fpm with the Rotax 447. Glide is better than average among Part 103 ultralights, and sink rate is even better. Excellent characteristics as a low-above-open-fields flyer. The Maverick was able to sustain altitude well down into 4,000 rpm range, a sign of good efficiency.
Stability
Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.
Pros – Trikes enjoy pendulum stability that is highly effective in most situations. Stall was quite docile and very slow, but I had no ASI to check speeds. Stalls with less than full power still keep climbing even at control limits. Spins are nearly impossible to enter. Longitudinal stability seemed quite good; the Maverick’s dive recovery devices felt functional.
Cons – Flying wings often use anhedral, which can tighten up turns if unattended.
Add lots of power on the Maverick and the trike will rise regardless of control input, a common trike complaint. No other negatives.
Overall
Addresses the questions: “Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?”
Pros – The Maverick can make Part 103 weight with the Rotax 447 and strutted wing, according to North Wing. The trike comes complete with everything you really need and is ready to fly (after shipping reassembly) for less than $10,000; that has to represent a good value. Pilots up to 250 pounds (even a few more) can fit in and fly the Maverick. Breaks down to pickup truck carry capability.
Cons – Good value or not, the Maverick remains a single-seat Part 103 ultralight with basic utility. Strutted flex-wing has yet to prove itself in the field over a long time. Some European trikes appear slicker and are more feature laden (of course, they don’t make Part 103). No 2-seat option.
Ultralight airframe. | Page 27
KAA
I hate Solidworks!
#521
clockmaker said:
But not a single test, not a single photograph. Because he simply does not exist, alive. For the quality, I just keep silent. But they are selling.
Click to expand…
This is a modern bourgeois commercial approach.
B-787 was also sold with might and main even before the first flight, with all future defects!
Although personally I am against such practice
ucs
I love this Forum!
#522
Flood for the sake of
BB with Boeing put
in the same row
Yuri K
I fly up sometimes
#523
Matushkin67 said:
:~) As an option “Kayak” https://vk.
com/public62884239
… you put the motor and the little green man on the wing… :~)Click to expand…
com/public62884239 It’s hard to catch your subtle humor. Well, it’s clear with the motor – but what is the green man for? Or is this the concept of full combat readiness?
SVM
Dreaming (flying) is not harmful!
#524
I answer Nind why go to fly to Ukraine.
It’s very simple – to fly, for some reason – I want to.
I didn’t manage to fly to Shevlino last year.
Went to Smolensk – flew out there.
Moscow – then there is no weather, then the sky is closed, then – …
It’s easier to go for a week or two to where they fly and where it’s warm.
5ZF
Senior Member
#525
alfa_DOP said:
But you have AC-5, don’t you? How is he doing, by the way?
Click to expand…
Bored in the trailer. I flew a little and realized that I needed something else, perhaps because of my paragliding past. Put up for sale.
alpha_DOP
I love airplanes!
#526
apiskarev said:
alfa_DOP said:
But you have AC-5, don’t you? How is he doing, by the way?
Click to expand.
Bored in the trailer. I flew a little and realized that I needed something else, perhaps because of my paragliding past. Put up for sale.
Click to expand…
.. Not for the sake of flooding, but only (C) … in order to understand oneself 😕
What does not suit the already existing and “combat-ready” AC-5?
My (hang gliding) past also vaguely tells me that AC-5, and Axel and Alatus are not very suitable for me either (even despite the prices), unless someone gives
VeSiL
I love building airplanes!
#527
Really, what’s wrong with AC-5? It is in a specific design or in the PW-5, L-33, carbon-fiber American swallow as a class of gliders with mediocre quality (aerodynamic)?
5ZF
Senior Member
#528
alfa_DOP said:
Not for the sake of flooding, but only (C) .
Click to expand…
.. in order to understand oneself What does not suit the already existing and “combat-ready” AC-5? Here I am talking about the same thing – to understand yourself before, otherwise it will be, as I did it – a long way of going through torment: circles and stare around. The first place has always been (and is) autonomy and mobility, the second is the ability to take off and land on a limited area, the third is a reasonable price. The paraglider met all these requirements until I ended up in places where there was simply nowhere to take off on a paraglider. Well, then the process of acquiring life experience in the field of flights went on – for the first couple of years I still flew on a paraglider and traveled on weekends for 3-4 hours one way to where there was an opportunity to start from the mountain. Then he got tired of driving, sold everything and took up radio-controlled gliders, fortunately he met a fellow countryman who was very strong in this area and was also a glider pilot.
At his suggestion, he joined a glider club, graduated, received a license, but there was sorely lacking time for club affairs and duties with a family with two teenagers. Autonomy is back in the first place. I bought an unfinished all-metal glider kit (HP-14T) on occasion and started building it with an eye to convert it into a motor glider in the hope that this would make it possible to fly independently of the club. Three years later, a crisis broke out, I was left without a job, and with two now students in the family, I had to sell an almost completed glider. A few years later, having gone through the process of restoring to flying condition again bought on the occasion of an ultralight motor glider (Mitchell Wing B-10) and transferring to an LSA aircraft (Eurofox), finally “an idiot’s dream came true”, as Ostap Bender said, and I became the owner of the AC-5M.
Modern gliders, as they are, were born to chase records and win competitions. This specificity leaves a certain imprint on how they fly and on those who fly on them.
As a rule, glider pilots are individualists with ambitions by their nature, and the slogan “Higher, further, faster!” is the best fit for them, and the gliders are sharpened under the same slogan.
But the dream and reality did not coincide – it turned out that I didn’t need “Higher, further, faster!”, I needed something simpler. The Mitchell Wing, if it wasn’t tailless and easier to transport, would probably be the perfect fit for me.
5ZF
Senior Member
#529
VeSiL said:
Indeed, what does not suit the AC-5? It is in a specific design or in the PW-5, L-33, carbon-fiber American swallow as a class of gliders with mediocre quality (aerodynamic)?
Click to expand.
..Well, I wrote about the AC-5, in relation to me, of course, but I already spoke about the aerodynamic quality – it is important for cross-country flights. For pleasure flights, the minimum rate of descent comes first – the task here is to stay in the air for as long as possible, and not to whistle over the fields and forests as far as possible. This does not mean that quality does not matter at all during such flights, I would also like to fly from thermal to temic, but here, as elsewhere, one cannot do without a compromise.
parakot
Full Member
#530
And my paragliding past led me to flying in a glider – this is freedom, this is a different flight minimum, this is the absence of folding, this is the possibility of flying not only in the wind.
AC-5 is the best alternative to blanik with a very small team of like-minded people. Quality (aerodynamic) is important – it is the ability to fly to the next stream, which I often lacked on a paraglider, especially against the wind. Anyone who dreams of flying in a glider, let him fly in the currents for a couple of hours at the beginning, and everything will become clear: is it yours. But we must not forget that glider flights are an event, and the event is not cheap! But how much freedom and pleasure! Recently, friends suggested to go paragliding on the Azov to the breeze – I just winced – not the slightest desire to shave the slopes! A friend has a deltic – after flying on a glider, he doesn’t want to go to a raspberry (such a winch). Yes, flying a glider around an airfield is always different, unlike shaving slopes. And the escape distances from the airfield are greater than many paragliding routes. And the desire to fly away from the airfield is an agreement with other airfields (where there are towing vehicles) or only the desire to take the glider out of the site by cart.
VeSiL
I love building airplanes!
#531
Thank you, it means that the gliders that appeared due to the FAI competition in 1989-1991 are excessively sporty, space eaters…
Real athletes AC-5 – nag. It is clear that you are at a respectable age and it is a pleasure to simply be in the air in the cone of guaranteed return to the runway.
Perhaps I should be content with this already ;D
ucs
I love this Forum!
#532
For myself, in many respects, even in everything, I agree with 5ZF.
Hind
Sailplanes my love
#533
v-school said:
It’s easier to go for a week or two to where they fly and where it’s warm.
Click to expand…
To Orel, definitely… Starting this year – to Usman (Voronezh), they officially fly without days off at all.
SVM
Dreaming (flying) is not harmful!
#534
Who on their own experience knows and checked the load (according to gliders, instructors, medical requirements, etc.
) and the real opportunity to fly on May (and after, in the summer) in Orel and Voronezh?
You can in a personal. Ready to join. Car is
5ZF
Oldest member
#535
VeSiL said:
The
enjoys simply being in the air in the runway return cone.
Click to expand…
But this is not at all necessary, in the sense that it is in a cone. For myself, I see the possibility of expanding the flight area in a light motor glider like the Mitchell B-10 (only with a tail) with a pusher folding propeller, ideally on electric propulsion (but this is not at all necessary). Slipped or thermal died – poked the button and start over.
But where to get it?
So we returned again to option number 5.
henryk
I love building airplanes!
#536
http://www.homebuiltairplanes.com/forums/light-stuff-area/11888-ul-sailplane-footlaunchable-foldable.html
=A-Z…
5ZF
Senior Member
#537
henryk said:
http://www.homebuiltairplanes.com/forums/light-stuff-area/11888-ul-sailplane-footlaunchable-foldable.
=A-Z…
Click to expand…
htmlNo, I’m talking about REALLY affordable options. I can also post a bunch of such links. In addition, this is very old information, it is enough to look at the date. Then it’s better to look at this device, at least there is progress:
http://www.electricmotorglider.com/Progress/March_2014_progress.html
clockmaker
I love building airplanes!
#538
I consider such a conversation very useful for myself, because it allows me to get around the rake as much as possible and decide even before you start spending money and time, that is, learn from the mistakes of others.
And at least two points of view have already coincided with mine in terms of autonomy – independence and in terms of the nature of flights and the desired – expected result from them.
My expectations are met by a microlift glider with electric propulsion. Because it can provide a minimum sink rate and requires a minimum platform for itself. Allows you to fly with weak thermals and handle the maximum number of them. The electrical unit is controlled by two buttons and is very compact and light, which makes it easy to make it retractable inside, even without changing the aerodynamic shape of the airframe.
Of the microlift gliders, I still know only Carbon Dragon – AK 25 flight speed with a minimum descent speed of 42 km / h. It is available at least in working drawings, even CNC, and built more than once. Supplementing it with a retractable power plant is a very real task.
Who has a more suitable “candidate”?
henryk said:
http://www.homebuiltairplanes.com/forums/light-stuff-area/11888-ul-sailplane-foo…
=A-Z…
Click to expand…
Pan Henrik, do I understand correctly that this is still computer graphics? If not, did the designer meet the maximum weight of 35 kg and low price, and with what materials?
Another amateurish question, with these struts and without a streamlined cabin, how does he expect something serious?
After all, he himself then writes about all this, about his Supra, which he “licked” all over and switched to composites.
By the way, he does not give any data on the Supra, maybe they are somewhere else?
clockmaker
I love building airplanes!
#539
I wanted to ask why Carbon Dragon is called carbon?
After all, it is all wood and carbon fiber used only in some power elements, if I’m not mistaken.
VeSiL
I love building airplanes!
#540
The volatility of ultralight gliders, which attracts some paragliders, has certain disadvantages: significant weather restrictions.
Getting into powerful air currents, the rotors make the pilot helpless in controlling the glider. It is not easy to get out of a difficult spatial position, the trajectory of movement without overloads. Not everyone is able to act coolly and accurately. It is easy to destroy the glider.
So keep an eye on the development of thunderstorm activity and local climate surprises. And so, of course, the minimum effort and cost of flight operations.
Club for “Kites”. | Page 18
Well, in general, I have had this many times, so I will try to calmly explain once again to those who still do not understand what the essence of the teaching method I defend is.
How do two-seat accountants earn their skills on a modern, beautiful / hence shiny /, expensive and high-speed aircraft with an experienced instructor? The instructor tells him that if you do not hold a little roll to the wind during the takeoff run with a side wind, all the time parrying the side wind with pedals, then the plane may lose course and jump out of the runway into gullies, and there a breakdown may occur.
And when he takes into account something wrong on the takeoff run, the instructor corrects him with his legs and arms, corrects him a little, because he doesn’t want to lie in the bushes with a mouthful of earth, and then repair an expensive plane … And everyone rules correctly, are trained in such a way to steer correctly. They know everything only theoretically, but there is no practice – it’s a pity for the car. And so it has been and will be in all major aviation from time immemorial and forever, as long as there is a two-seat training system. You say: “What about the simulators?” . The simulator is also just a theory and annoyance from an incorrectly performed exercise. The bumps do not remain on the body from the simulator, and in general the pilot has a hundred lives there.
Another thing is in our single seat. Our instructor also takes into account all the physics of the exercise and its consequences in such a way that you no longer need to think. The theory is all in the head.
But when he starts the exercise, due to inexperience or inability to distribute attention, he still forgets to warn the roll to the wind and the wind fills him with a roll to the wind, and the plane, as it should be, instantly loses course and falls off the runway in bushes – you won’t have time to blink an eye. And already in this case, the accountant remembers his actions in emergency cases – turns off the engine and stops moving. Now you can think about everything. But his plane was not broken, because it was designed professionally for such tasks and nothing needed to be repaired. And again, the instructor analyzes the mistakes and again takes into account programs himself for the right actions. Accounting from time to time does not theoretically study the work on errors, but in practice each time works out practical skills to keep the car on the strip with a side wind. And when he finally grasps where he makes a mistake in piloting, the plane suddenly begins to be obedient, like a puppy that understands its owner perfectly.
And this is no longer a theory, but a practical victory over one’s shortcomings, which is perceived as a natural result of hard pilot work over one’s own shortcomings. This gives the right amount of self-esteem and self-confidence that the machine listens to you and your class is growing, because now you know all the subtleties of the craft and now they have been brought to automatism.
Well, has anyone on a two-seat and on a two-wheeler ever lay on the wing, if the run-up and taking the car to the ailerons were done at the wrong time? And with us, this is a self-evident effect from an incorrectly performed exercise. But then they pull the car out of the most unrecoverable rolls, helping themselves with their foot to the detriment of the course and confidently operating the device without a shadow of doubt and hesitation !!! After all, no one can do it like kites! And no breakdowns, only annoyance from not doing the exercise in front of the whole team. And others look and think, no matter how I fail.
They do not fly yet, but they are already working with their brains. And no one ever reproaches anyone even for breakdowns, because everyone can be in his place! and growing partnership and mutual assistance, the desire to help a friend, and not competition and ridicule !!! The very atmosphere of working in a team is probably one of our most beautiful assets. And since the plane is shared – no one makes fun of each other that his car is the coolest of all – this is also a huge plus of the system. We have true equality and democracy on flights. And everyone is asked to repair, if necessary, but you will not attract and install everyone.
Often on flights there are situations when everyone understands the material and works perfectly, but one does not understand at all. Then you look for the right words to explain to him, to reach him only with understandable words. These are the requirements for an instructor. And this is also a bottleneck. I have observed the work of many instructors and have come to the painful conclusion that most instructors have no pedagogical gift at all and they quickly lose their temper simply by forcing the accountant to do as he says, and this explains the percentage of accountants trained instead of teaching.
This just won’t work for us, and a worthless instructor would rather make a coffin than teach him to fly. It is at the school of the teacher that the result is unimportant, whether her student will be a continuous C student in life, or an excellent student. It’s still alive, but that’s fine. With us, it’s a different matter: I didn’t finish my kid’s education, but he looks and stuck into the ground. And it’s good, if only the glider is in pieces, like we, kites … And if the body needs to be taken to the morgue? And they do carry it. On a two-seat and carry. We haven’t had it yet.
So I hope that this story will enlighten a few more readers of the flume and give them the correct perception of our training system. Well, who else rests, then we will, as for negligent accountants, select other words. But here are the facts – a stubborn thing! – as one great character from our history liked to say. If / imagine such a fantastic event in our country / at one field airfield to collect two training units, say people of 8 accounts, some according to the Korshunist system, and others according to the Makarov or ordinary double, and give them a simultaneous start for training, and through a month to see the results – the depth of knowledge, practical training, etc.
