ICARO paragliders MAVERICK 2 User manual

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MANUAL
© Fly & more Handels GmbH, ICARO paragliders
LTF/ NfL II 91/09 „C“
EN 926-2:2005 „C“
Version: 1.4 – E, 19.06.2011
Fly & more Handels GmbH ICARO
p
aragliders
Hochriesstraße 1, 83126 Flintsbach, Germany
Telephone: [phone] Fax: [phone]
Email: off[email protected]om Web: http://www.icaro-paragliders.com

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Congratulations on buying your
MAVERICK 2 and welcome to the
family of ICARO- pilots!
All technical data and instructions in this
manual were drawn up with great care.
Fly & more Handels GmbH ICARO
Paragliders cannot be made responsible
for any possible errors in this manual.
Any important changes to this manual
will be published in our Homepage
http://www.icaro-paragliders.com.

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LIST OF CONTENTS
I. YOUR MAVERICK 2.................................................................................................6
C HARACTERISTICS OF MAVERICK 2..........................................................................6
T ECHNICAL DATA ........................................................................................................7
C ANOPY ....................................................................................................................7
L INES ........................................................................................................................7
R ISERS ......................................................................................................................7
A CCELERATION SYSTEM ..............................................................................................8
H OW TO MOUNT THE ACCELERATION SYSTEM AT THE HARNESS .....................................8
H ARNESS ...................................................................................................................9
II. FLIGHT TIPS............................................................................................................9
P RE F LIGHT C HECK & F LIGHT P REPARATION ...............................................................9
L AUNCH ...................................................................................................................10
T URNING ..................................................................................................................10
A CCELERATION ( WITH SPEED SYSTEM ) ......................................................................10
L ANDING ..................................................................................................................11
T OWING ...................................................................................................................11
G ROUND T RAINING ...................................................................................................12
T HERMALS AND FLYING IN TURBULENCES , “ ACTIVE FLYING ”.........................................12
III. DESCENT TECHNIQUES......................................................................................12
B IG & S MALL E ARS ...................................................................................................13
B-L INE -S TALL ..........................................................................................................13
S PIRAL D IVE ............................................................................................................13
W INGOVERS .............................................................................................................14
IV. FLIGHT INCIDENTS...............................................................................................14
G ENERAL INFORMATION FOR SAFETY TRAINING WITH THE MAVERICK 2.....................14
K NOTS .....................................................................................................................15
D EEP / P ARACHUTE S TALL ........................................................................................15
R AIN - INDUCED DEEP STALL .......................................................................................16
A SYMMETRIC C OLLAPSE ...........................................................................................16
S YMMETRIC C OLLAPSE .............................................................................................16
C RAVAT ...................................................................................................................17
E MERGENCY S TEERING ............................................................................................17
N EGATIVE S PIN ........................................................................................................17
F ULL S TALL ..............................................................................................................17
V. SERVICE, REPAIRS AND MAINTENANCE...........................................................18
C ARE I NSTRUCTIONS ................................................................................................18
H OW TO PACK YOUR GLIDER .....................................................................................18
ADHESIVE LOGOS .................................................................................................... 19
OVERLOADING ......................................................................................................... 19
S ALT WATER ............................................................................................................20
R EPAIRS ..................................................................................................................20
I NSPECTION , P REREQUISITES AND P ERSONAL QUALIFICATION .....................................21
I NSPECTION I NSTRUCTIONS .......................................................................................21
VI. TERMS OF THE GUARANTEE..............................................................................22
W HAT IS COVERED BY THE GUARANTEE ? ...................................................................22
W HAT ARE THE CONDITIONS OF THE GUARANTEE ?......................................................23
W HAT IS EXCLUDED FROM THIS GUARANTEE ?.............................................................23
H OW CAN I CLAIM GUARANTEE ?.................................................................................23
VII. ENVIRONMENTAL ASPECTS...............................................................................24
VIII. ATTITUDE AND BEHAVIOR TOWARDS NATURE................................................24
IX. LAST BUT NOT LEAST..........................................................................................24
A
PPENDIX : G UARANTEE CARD , L INEPLAN ...........................................................................25

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IMPORTANT INFORMATIONS
THIS PARAGLIDER WAS PRODUCED WITH GREAT CARE SO
THAT YOU CAN ENJOY MANY FLIGHTS, BUT BE AWARED:
•PLEASE READ THIS MANUAL THOROUGHLY BEFORE YOUR
FIRST FLIGHT WITH THE MAVERICK 2. THIS MANUAL GIVE YOU
INFORMATIONS ON THE ENTIRE SPECIFIC AND GENERAL
FLYING CHARACTERISTICS OF THE MAVERICK 2.
•PARAGLIDING IS AN EXTREMELY DEMANDING SPORT
REQUIRING THE HIGHEST LEVELS OF ATTENTION, JUDGMENT,
MATURITY, AND SELF-DISCIPLINE. DUE TO THE INHERENT
RISKS IN FLYING THIS OR ANY PARAGLIDER.
•NO GUARANTEE OF ANY KIND CAN BE MADE AGAINST
ACCIDENTS, INJURY, EQUIPMENT FAILURE, AND/OR DEATH.
•IT IS ASSUMED THAT THE PILOT IS IN POSSESSION OF THE
NECESSARY QUALIFICATIONS AND PROVISIONS OF ANY
RELEVANT LAWS ARE OBSERVED.
•EVERY PILOT MUST ENSURE THAT THE PARAGLIDER IS
PROPERLY CHECKED AT REGULAR INTERVALS.
•THIS PARAGLIDER IS NOT COVERED BY PRODUCT LIABILITY
INSURANCE.
•DO NOT FLY UNLESS YOU ARE PERSONALLY WILLING TO
ASSUME ALL RISKS INHERENT IN THE SPORT OF
PARAGLIDING AND ALL RESPONSIBILITY FOR ANY PROPERTY
DAMAGE, INJURY, OR DEATH, WHICH MAY RESULT FROM USE
OF THIS PARAGLIDER.
•THE USE OF THIS PARAGLIDER IS ENTIRELY AT YOUR OWN
RISK. EVERY PILOT BEARS THE RESPONSIBILITY OF HIS/HER
OWN SAFETY. THE MANUFACTURER OR DISTRIBUTOR
ASSUMES NO RESPONSIBILITY FOR ACCIDENTS OCCURRING
WHILE USING IT.
•THIS MANUAL DOES NOT REPLACE ATTENDING A
PARAGLIDING SCHOOL.
•AT THE TIME OF DELIVERY THE MAVERICK 2 CONFORMS TO
EN 926-2:2005 AND LTF NFL II/ 91/09. ANY CHANGES OF
CONFIGURATION INVALIDATE ANY AND ALL CLAIMS UNDER
THE GUARANTEE.
•SHOULD YOU DECIDE TO SELL THIS PARAGLIDER AT A LATER
DATE, PLEASE PASS ON THIS MANUAL TO THE NEW OWNER.

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IT IS STRICTLY PROHIBITED TO FLY THE MAVERICK 2
•WITH INSIGNIFICANT TRAINING AND EXPERIENCE OF THE
PILOT
•OUTSIDE THE SPECIFIED WEIGHT RANGE
•IN RAIN, SNOWFALL, CLOUDS OR FOG
•IN TURBULENT WEATHER CONDITIONS
•WITH ROLL ANGLES EXCEEDING 90°
•AEROBATICS ARE HIGHLY DANGEROUS AND THEREFORE
NOT PERMITTED
GUARANTEE INFORMATION
WE ASK FOR YOUR UNDERSTANDING THAT ALL GUARANTEE
CLAIMS (CAN BE READ IN THE SECTION GUARANTEE TERMS IN
THIS MANUAL) CAN ONLY BE PUT TO A CLAIM IF
•THE CORRECTLY COMPLETED GUARANTEE CARD IS FILLED
OUT (CAN BE FOUND IN THIS MANUAL OR ON OUR WEBSITE
WWW.ICARO-PARAGLIDERS.COM) AND SENT TO FLY & MORE
HANDELS GMBH ICARO PARAGLIDERS WITHIN 6 WEEKS
AFTER PURCHASING THE GLIDER AT AN OFFICIAL
DEALER/SCHOOL OF ICARO PARAGLIDERS AND
•THE FIRST 2-YEAR-COMPLETE-CHECK IS CARRIED OUT BY
AN FROM ICARO PARAGLIDERS AUTHORISED CHECK
ESTABLISHMENT.
The Guarantee will be prolonged to
next 2-year-complete-check.

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I. Your MAVERICK 2
Characteristics of MAVERICK 2
MAVERICK 2 offers the pilot a high safety potential, but the pilot must observe the
rules of the air for all flight sports, especially the rules of right of way so as to avoid
dangerous situations.
Our main design goal was to develop sophisticated wing profiles that result in
maximum safety combined with well balanced handling. These profiles were
calculated and designed one by one. In combination with an optimised leading
edge, we created a paraglider with high safety factor.
The cleverly designed line gallery gives the MAVERICK 2 a line layout, which
ensures stability and excellent flight characteristics.
The use of extensive internal v-ribs makes the canopy more stable, especially in
turbulence, and maintains a cleaner, more tensioned, wing profile.
This also causes the load to be distributed more uniformly throughout the glider,
allowing for a reduced number of line attachment points. Fewer lines lead to less
drag and an increase in glide performance.
The final note of the MAVERICK 2 is “C”; is the result of the lesser note assigned
in any of the tests. This means that no test was rated higher than „C“.
We recommend the MAVERICK 2 performance-oriented cross country pilots with
several years of regular flying behind them and no less than 50 hours/ year in
combination with adequate knowledge of safty training because wings in this class
are characterised by their demanding behaviour in case of in-flight disturbances.
Short brake travel, dynamic reactions and little dampening along all 3 axis require
a great deal of feeling and experience from the pilot.
Intensive training of the control techniques as well as profoundknowledge of the
appreciation and prevention of unintended wing configurations are required.
Attention: The behaviour during manoeuvres of paragliders in this class
can be demanding (e.g. spiral dives, B-line- stalls, …). You
should possess adequate skills for the safe execution of these
rapid descent manoeuvres. In case of insufficient skills or
experience in this department we strongly recommend a safty
training with the MAVERICK 2.
The glider has not been certified for aerobatic. Performing
aerobatic with the MAVERICK 2 can be very dangerous. Doing
aerobatic can induce flying configurations well beyond the
tested flight envelope, and can lead to total loss of control.
Aerobatic can also overload your glider and break it in flight.
“MAVERICK 2 is not suitable for training”.

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Technical data
MAVERICK 2
S S / M M L
Wing Area flat m² S S 27,10 29,88
Wing Area projected m² S S22,42 24,72
Wing Span flat m S S12,81 13,45
Wing Span projected m S S10,60 11,13
Aspect Ratio A/R 6,06 6,06 6,06 6,06
Cells 67 67 67 67
Take off weight kg 65 - 80 75 - 95 85 - 110 105 - 130
V trim km/h 39 39 39 39
V max km/h > 57 > 57 > 57 > 57
Number of risers 3+1 3+1 3+1 3+1
Certification LTF/
EN C CC CC CC C
Canopy
Porcher Marine NCV 9017 is used for the MAVERICK 2 in different colours.
Selected for its durability and resistance to UV-damage and it reduces weight.
Lines
To ensure durability, we use Liros Dynema and Edelrid Technora with HMA core
(High Molecular Aramid) and a PE covering for the other lines. Depending on the
line level, we use different line diameters.
Attention: The length of the steering lines is set correctly at the factory and
should not be changed. The improper adjustment of the steering
lines can cause severe changes to in flight behaviour.
All lines were hung and sewn with precision. The end control of all line lengths is
documented for all paragliders produced by ICARO paragliders.
The complete geometry of the lines is shown on the single line plan, which you
find in the annex of the manual.
Risers
MAVERICK 2 has 3 fold risers with acceleration system. Big and Small Ears are
made easier by the separation of the A-risers.
Simple launch behaviour, B-Stall, steering with the D-risers and an optimal
geometry for accelerated flight were important aspects in the development of
these risers.
We use 10 mm Kevlar with PE covering for protection (Race-Risers) and Maillon
Rapide oval, 3,5 cm.

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Risers not accelerated Risers accelerated
Acceleration system
When you use the accelerator, the D-risers remain unchanged the C-, B and A-
level aero design-related under the D-level at full acceleration. This decreases the
angle of attack of the whole glider and increases speed.
How to mount the acceleration system at the harness
Put the ropes which are attached at the foot bar through the rings at the front right
and left of the harness from the outside and then through the eyelets on the side.
Afterwards put the ropes which are now running inside the harness through the
pulley which can be found at the left and right of the sitting board.
The ropes which have been put through the eyelets and the pulley need to be
bypassed on the outside along the harness bands and fastened with the brummel
hook.
Adjust the length of the rope in this way that both legs are straightened completely
when flying maximum speed (both pulley of the risers are laying on top of each
other).
Attention: Please pay attention that the glider will not be pre-accelerated,
while the accelerator is loosened, when the acceleration ropes
are set too short.
At the start we advice to fix the accelerator with the Velcro which is attached at the
front of the sitting board, in order to avoid tripping while pulling up the glider or
when starting up.
Attention: The description refers to the rope characteristics of an ICARO
harness. When using a different harness the application can be
different.

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If you have any problem or queries to the assembly please
contact your flight school or get in touch with ICARO paragliders
directly.
Functionality
Before starting the brummel hook (foot accelerator-glider-riser) are stuck together.
When flying normal all risers have the same length. When using the accelerator
system the risers A, B and C are shortened by a constructive exactly defined
length and therefore the angle of attack of the canopy is smaller. The length of the
D-riser however is not changed.
This causes a reduction of the angle of attack of the whole glider and results to an
increase of speed.
Harness
MAVERICK 2 certification is valid using any harness which has been categorized
by the DHV “GH”. Harnesses with the category “GX” and other special single
purpose harnesses are not recommended because of the cross-braced strapping
which detracts from the ability to steer by weight shifting.
To find out which class of harness your harness belongs to, check the certification
sticker or ask the manufacturer. A list of all harnesses certified by the DHV is
available from the DHV.
II. FLIGHT TIPS
Pre Flight Check & Flight Preparation
Attention: Before the first flight the MAVERICK 2 must be inflated in the
wind on a flat surface. An approved ICARO dealer should carry
out the first flight before the wing is handed over to you.
It is important to perform a pre flight check before taking off. Please give the
following points your special attention:
•Whilst unfolding your paraglider check the canopy and cell walls for damage.
Always take into consideration that the paraglider may have become damaged
during transportation.
•Check the lines for knots, twisting and damage. Also check the brake lines for
knots and kinks. Check the main brake lines. They must be symmetric.
Attention: Loose or incorrect brake knots can cause serious accidents
through loss of the steering of the glider!
The correct length of the main brake line must not be altered.
•Check your harness and make sure that all connections to pilot are correctly
closed. Check that all karabiners are closed and can not be opened
accidentally in flight and that the risers are not twisted.
•Please ensure that you are wearing gear which offers optimal comfort and
protection (helmet with chin protection, boots, gloves and an overall).
After that lay your glider in an arc form and observe the following points:

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•When you pull on the A-risers, the lines in the middle of the wing should be
under tension before the lines on the wing ends. This ensures an even easier
start.
•Separate the line groups carefully and bring the risers in order.
•All lines must run freely from harness to canopy. It is equally important that the
lines are unhindered and cannot get caught up during the launch. If the risers
are not twisted, the brake lines run freely through the roll on the D-riser to the
back of the canopy.
•It is also important that no line is under the canopy. A cravat during the launch
can be extremely dangerous.
Launch
The most important thing during the take-off is, like at all other gliders too, not the
force but the constancy of the pull.
Hold the A- risers but not the baby- risers (they are for small and big ears) and the
handles of the brakes. Use progressive pressure on the A-risers and the energy of
your own body weight until the wing is fully inflated overhead.
The canopy of the MAVERICK 2 is inflated quickly. Hold you arms out and up as
an extension of the A-lines. When there is no pull from the lines and the wing is
overhead, use slight pressure on the brake. Look up and make sure that the
canopy is fully inflated. After a few accelerating steps and at the same time let go
of the brakes gently, you will take off. Then use slight pressure again on the
brakes to fly at a speed with minimal sink rate.
Turning
A combined steering technique (weight shift and pulling the brake line on the
inside of the curve) is suitable for every situation. The MAVERICK 2 is agile and
reacts to steering impulses quickly and directly. Strong, one sided pulling of the
brakes brings the MAVERICK 2 into an obvious side angle and the glider flies fast
steep curves until spiral dive begins.
Attention: If the brake lines are pulled too fast or too far the glider will be
stalled! A one-sided stall is signalized clearly by: The curves´s
inner side of the wing is getting soft, and nearly stops. In this
case you have to release the brake-line!
Acceleration (with speed system)
The length of the accelerator is adjusted to the left and right of the foot pedal so
that when your leg is fully extended, then the acceleration is at maximum – both
rollers are touching.
Before using an acceleration system you must ensure that it is attached properly
and that the speed system and harness are adjusted to each other for best
performance. For the majority of your flight you will not use the accelerator. For
better penetration in headwinds you can fly faster by using the accelerator system.
When you want to descend quickly and the ears have been folded in, push down
on the foot accelerator.

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The flight stability of the MAVERICK 2 remains intact at increased speed because
of the adapted geometry of the acceleration system.
Flying with an integrated acceleration system should be used in proper doses. The
more turbulent the weather conditions and when near the ground, the less
acceleration should be used. Using the accelerator decreases the angle of attack
and can make the glider more prone to collapse.
Therefore excessive use of the accelerator near the ground should be avoided.
The increase in speed using an acceleration system is considerable and should
not be underestimated.
Attention: Do not use the acceleration system and brakes at the same time!
It is very dangerous to use both simultaneously as it can result in
serious collapses.
All extreme flight situations, such as collapses, happen more
dramatically at increased speed. Therefore the speed system
should not be operated near the ground or in noticeable
turbulence.
Landing
The MAVERICK 2 is very easy to land. Always stand up in the harness in the
landing position very early in order to be able to react as fast as possible to
sudden events. Give yourself plenty of options and a safe margin of error. Set up
your final landing leg to face into the wind to minimize groundspeed.
Once below 25 m and on final landing approach, the glider should be allowed to fly
at trim speed by going "hands up" with the brakes. This allows more energy to be
converted into a full flare. Then, 2 m above the ground, both brakes are applied
smoothly and forcefully to full arm extension, below the seat of the harness,
resulting in a full flare and reduced speed on landing. In stronger winds, the flare
can be reduced or eliminated to prevent being blown back when landing.
Attention: If you leave the inflated leading edge bang on the ground, this
can cause the cell walls to burst! Please always keep check on
other pilots in the air so that you can avoid a collision.
Do not brake it too much, to avoid a stall of the glider in this very
low altitude!!
Do not reduce height by “pumping” with the brakes.
Do not fly sharp turns or changing the direction while landing.
Towing
Generally the MAVERICK 2 is also allowed for towing. You have to note the
regulations of the country where towing is in practice.
Attention: If you are using a frontmounted reserve system when winch
towing it is very important to verify the unhindered deployment
before every flight. In case of doubt please only tow using a
textile release system.

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Ground Training
In order to get to know your MAVERICK 2, we recommend that you practise with
your glider on the ground. Pulling up in flat gradients is great practise for fine
tuning your launch techniques.
Here you can get to learn the reactions of your glider without any stress and
hectic. Ground practise pays off in the air.
Thermals and flying in turbulences, “active flying”
The MAVERICK 2 has an extremely high stability due to its construction. Through
the innovative profile in combination with the battens in the profile nose and the far
back attached A-level the MAVERICK 2 softens in a great manner.
The advanced pilot may think that the conditions are not very turbulent. We
recommend flying your old glider with the same conditions in order for you to get a
feeling for the cushioning effect of the MAVERICK 2.
We advise you to apply the brakes at all times whilst flying in turbulences. You
hereby increase the opening angle and the wing is more stable. At the same time
the pilot has a better feeling for the canopy via the brakes.
When the pressure on the brakes decreases, then pull down more on the brakes
for a short moment to avoid a possible collapse. According to the strength and
length of turbulences this can be more than 100% of the brake path for a short
time. Under normal conditions, with 100% of the brake path is the point where
deep stall begins.
When flying into strong thermals please pay attention that the canopy does not
remain behind the pilot. This is avoided by releasing the brakes when entering an
up-wind to increase speed.
Vice versa the glider must be slowed down with the brakes if the canopy falls
before the pilot when entering a down-wind or exiting a thermal. We recommend
increasing speed when crossing a downwind or during headwind.
This type of flight technique is called “active flying”. The pilot may roll his body with
weight shift to move with the glider when the glider rolls to the right or left. These
subtle adjustments keep the glider flying smoothly.
III. Descent Techniques
Attention: Training of descent techniques and simulation of flight
incidents (SFI) should only take place at professional
safetytraining seminars with professional trainer and only while
flying over water.
Use the manoeuvres Small/ Big ears with the acceleration system, B-line-stall and
spiral dive as ways of descending.
Attention: Manoeuvres such as full stalls and spins should be avoided as
fast descent techniques. They are not very efficient, and
incorrect recovery can have dangerous consequences (as with
any paraglider)!
Never pull Big Ears in a spiral dive, as it's relatively easy to
overload the paraglider, pilot and equipment.

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Big & Small Ears
The aim of this manoeuvre is to descend in strong thermals. Take the outer A-
isers of the MAVERICK 2 in your hand, without releasing the brakes and pull down
leaving it run through your hands (use gloves!). Sink rate increases to 5m/ sec but
not the forward speed.
If you use the acceleration system then sink speeds of 5m/ sec can be achieved.
Reopen the wing by pushing up with your hands and if necessary then pump the
brakes with short symmetric movements. For directional control while using the big
ears, you should use weight shift.
The pitch angle of your paraglider is increased using small and big ears, the brake
path is shortened and the risk of inducing a deep stall is high. Using acceleration
system during this manoeuvre helps reduce these negative risks.
Before landing, release the pulled down A-risers to achieve normal sink speed for
a gentle landing. Just like in the C-line-stall manoeuvre, keep the brakes in your
hand. In this way, it is possible to fold in up to two thirds of the leading edge.
Attention: The pitch angle of your paraglider is increased using small and
big ears, the brake path is shortened and the risk of inducing a
deep stall is high. Using acceleration system during this
manoeuvre helps reduce these negative risks.
Never attempt tight turns or spirals with Big Ears, as the A-lines
will be over stressed.
B-Line-Stall
It is common knowledge that to enter and hold a B-line-stall requires considerable
strength. Entering a B-line-stall in strong upward air movements may not be
possible for weaker pilots, even with gliders equipped with easy enter B-line-stall
aids.
Entering a B-line-stall can also be damaging to the canopy material because of the
strain on certain points of the material. This is mentioned in several other user
manuals.
Attention: It is very dangerous to exit a B-line-stall incorrectly and following
errors must be avoided:
•Exit is too slow
•Releasing the B-line-stall aid without simultaneously pushing
up with your hands
•Using brakes during or directly after exiting
•Pulling too far on the B-line-stall aid, so that the A-lines are
pulled too
•Brakes must not be shortened by twisting around your hand
during the manoeuvre
Spiral Dive
To initiate a spiral dive, look in the direction you want to go, roll your body weight
in that direction and at the same time smoothly pull down on the inside brake. The
MAVERICK 2 will start to turn, speed up and then drop into a spiral. To keep the

Page 14
wing under control you must pull and release the inside brake. Safe decent rates
of 7-9 m/ sec are possible. Please ensure that you have enough distance to the
ground to exit the spiral dive.
Please exit slowly. Bring your body weight back to a neutral position and as soon
as the wing levels out, apply the brakes gently. This procedure should be done
slowly and will take a couple of turns to complete.
The MAVERICK 2 does not have a tendency for stable spiral dive. If under certain
conditions, it should go into a stable spiral dive then actively exit the manoeuvre by
bringing your weight into a neutral position, release the brakes of the inner curve
side and brake gently on the outer curve side until you notice that the wing starts
to level out. Then gently brake on the inside curve for several turns until normal
flights returns.
Attention: If you pull abruptly and too far on the brakes, the canopy may
enter a negative spin. When entering a spiral dive keep the brake
on the outer curve released.
Nearly every paraglider at some point reaches a sink-speed at
which the canopy moves with its frontal edge downwards and
stays in this position and keep spiralling (stabile steep-spiral),
even if the brake-line is released. During a stabile steep-spiral
very high G-forces will occur, which require a high strain of a
physical fit pilot!
Wingovers
Wingovers are induced by flying alternating turns; each time letting the pendulum
effect increase the bank angle.
Attention: The MAVERICK 2 is a agile glider, and it is quite easy to get to
an excessively high angle of bank in just a few turns. Practice
wingovers gently at first, as there is a chance of quite large
collapses at high bank angles.
Also notice that a wingover flown with more than 90 degrees
bank angle is classified as illegal aerobatics in some countries!
IV. Flight Incidents
General information for safety training with the MAVERICK 2
The innovative concept of the MAVERICK 2 offers an unmatched stability in non-
accelerated and accelerated flight through strong turbulences.
This stability has also an effect when stimulating clappers and front stalls:
The forces to get the glider clapped are extremely high and in accelerated flight
hardly to manage.
With lots of force and a courageous pull of the A-risers you can still manage big
clappers. The faster you pull the less fierce will be the reaction in the canopy.
This is because the profile is bent down due to the built in battens when pulling the
A-risers. Through this and the negative flow angle a low-pressure develops on the
lower sail which accelerates the glider downwards.

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This is less distinctive in conventional gliders and the reaction is according to this
more moderate.
The conventional clapper generated through pulling the A-risers has hardly
anything to do with reality. The deformation of the profile in real flight is missing:
clappers are possible but the acceleration downwards is missing mostly.
This is why the real clapper behaviour is being simulated by using an A-folding line
at certification.
Clapper and front stalls which you create through pulling the A-risers during safety
training for example will turn out much more fiercely than is real flight.
The advantage is that you can practise the correct reaction. The training effect is
very high and the increased safety you gain covers all situations in free flight.
For this reason we offer all interested Safety trainers a practical and theoretical
briefing for the MAVERICK 2.
Attention: We recommend that you only book safety training with trainers
who have been briefed in this matter. The simulation wants to be
learned because the MAVERICK 2 can not be clapped as any
other glider will.
Knots
The best way to avoid knots and tangles is to inspect the lines before you inflate
the wing for take-off. If you notice a knot before take off, immediately stop running
and do not take-off.
If you have taken-off with a knot you will have to correct the drift by leaning on the
opposite side of the knot and gently apply the brake line on that side too. You can
gently try to pull on the brake line to see if the knot becomes unfastened or try to
identify the line with the knot in it. Try to pull the identified line to see if the knot
releases.
Before trying to remove a knot, make sure there are no pilots flying nearby and
never try these manoeuvres near the mountainside. If the knot is too tight and you
cannot remove it, carefully and safely fly to the nearest landing place.
Attention: Be very careful when trying to remove a knot. When there are
knots in the lines or when they are tangled, do not pull too hard
on the brake lines, there is an increased risk of the wing to
stalling or negative turn being initiated.
Deep / Parachute Stall
Your MAVERICK 2 has been carefully designed to resist entering deep stall. If you
pull strongly on the rear risers the MAVERICK 2 normally ends a deep stall
independently when you release the rear risers. Before exiting a deep stall please
ensure that the brakes are fully released. Actively exit the deep stall by reaching
up and push forward with both palms on both A-risers or pull on the risers.
Attention: Never pull the brake-lines during a parachutal stall, because the
glider would go into a full stall immediately.
Does the glider stay in a repetitively parachutal stall without any
noticeable reason the glider have to be checked before the next
flight by your dealer or by the manufacturer.

Page 16
Rain-induced Deep / Parachute Stall
There are two reasons why flying with a wet wing increases the risk of deep
stalling:
First reason is that the canopy cloth may absorb water, making it much heavier
and moving the centre of gravity around in unpredictable ways, increasing the risk
of a stall/deep stall.
The more water a wing can absorb the higher the risk, which means that older
wings with damaged coating are more prone to these deep stalls than new wings.
It should also be noted that a wing already flying close to the edge due to line
shrinkage or other factors will deep stall sooner due to water absorption.
Second reason has to do with the actual rain drops on the top surface – if enough
large rain drops form that the entire top surface is covered, but they don’t join
together to either flow off or become a homogenous mass, the surface will become
so rugged that the airflow separates and the wing stalls.
This phenomenon has been observed on hang gliders and gliders for years but
only recently have we discovered that paragliders may also be affected. It is more
likely to happen with new wings where the cloth is still highly hydrophobic and the
drops thus do not penetrate but remain on the surface.
We know from computer simulations and practical tests that this is physically
possible but we also suspect that it occurs very seldom in real life flying.
In both cases the brakeline travel becomes very short and even small input may
suddenly induce an airflow separation; in some cases even a gust or a sudden
thermal may change the angle of incidence enough to cause the deep stall.
If you find yourself flying in unavoidable rain we strongly recommend that you
avoid any sudden movements or radical brakeline input, that you do not pull Big
Ears or B-Line-Stall, and that you steer clear of turbulence and avoid a deep flare
on landing.
Attention: Avoid flying in very humid air or in rain. A wet canopy may have
very unpredictable flying characteristics, one of which is a
radically increased risk of deep stall!
Asymmetric Collapse
While flying in turbulent conditions it may occur that a portion of your glider
deflates. This is normally not a critical situation and re-inflation occurs quickly
without any input from the pilot. However, just like in flying in turbulences, please
pull gently on both brakes. Re-inflation is speeded up by counteracting the turning
movement of the canopy until normal forward flight return. Then pump the brake
line on the collapsed side.
Attention: If the collapsed part of the canopy is very big, you have to break
the open side very dosed (not too much!) to avoid a stall.
Symmetric Collapse
A glider may collapse symmetrically when flying through sudden down draughts in
a front stall or by pulling strongly on the A-risers. The leading edge collapses
abruptly along the whole wing span.

Page 17
The pendulum movement is eased by applying the brakes and speeds up re-
inflation. Your MAVERICK 2 normally re-inflates promptly in a symmetric collapse
without pilot input. Applying the brakes symmetrically will speed things up.
Cravat
This never occurred during any of our test flights. However, it could happen in rare
circumstances that a part of the glider, particularly a wing tip, gets caught in its
own lines (e.g. in extreme turbulences or an error in the visual line check of the
canopy before take-off. Large cravats result mainly in uncontrollable spiral dives.
There are a few ways to try to rectify this situation:
•Try pumping on the side of the cravat
•Pull the stabilo line (the outermost B-line)
•Actively collapse the cravat side and release
•If all else fails, attempt a full stall – only if sufficient altitude remains.
Attention: Freeing a cravat may be complicated, even for an experienced
pilot. If you have exhausted all these options, you are uncertain
how to proceed and you do not have control over your glider
and you are running out of altitude, immediately deploy your
reserve parachute.
Emergency Steering
Should it no longer be possible to steer your MAVERICK 2, for example due to a
broken line, the glider may be steered by gently pulling on either D-riser.
Attention: Handling will be more direct so be careful not to pull too hard. A
good way to get practice is during ground handling.
Negative Spin
A negative spin should not happen in normal flight. However, spins are often
performed in SFI training to experience the gliders limits and so that pilots have a
better understanding of the safe range of brake use.
If the pilot abruptly applies full brake to one side of the glider while the other side is
at zero brake, the faster side may fly around the braked and stalled side resulting
in a spin. Alternatively, if flying very slowly with almost full brakes on both sides, if
one hand releases one brake suddenly, while the other continues with full brake,
the glider may enter a negative spin.
To exit a spin with your MAVERICK 2 just do “hands up” to release the brakes and
the glider will return to normal flight.
Attention: If you do not have control over your glider and you are running
out of altitude, immediately deploy your reserve parachute.
Full Stall
To initiate a full stable stall, apply both brakes to maximum arm extension. If
possible grasp the seat of your harness to assist keeping your arms locked.

Page 18
Attention: It is imperative that the pilot fully completes this manoeuvre and
holds on, as a premature release while the glider is still falling
back may cause the glider to rapidly dive ahead past the pilot.
There is a possibility of the pilot landing in or entangling in the
glider.
Do not –under any circumstances- release at this point. The glider will slow down
and stall, falling quickly behind the pilot. Avoid the urge to release. The pilot will
swing back under the canopy and finally the canopy will stabilize to a full stall.
Once in a stable stall, the manoeuvre can be completed. Release the brakes just a
little and let the glider fill until it regains shape. Then release the brakes fully and
your MAVERICK 2 will return to normal flight.
Attention: Spin and full stall are both dangerous and somewhat
unpredictable manoeuvres. Do not stall or spin your paraglider
on purpose. However it is very important to learn how to
recognize the symptoms of a glider about to stall or spin so that
you can take correct action to avoid it happening.
V. Service, Repairs and Maintenance
Care Instructions
Even with good care and maintenance, just like any item exposed to the elements,
your glider can wear out after a certain amount of use. This can change flight
behaviour and safety. We recommend a regular safety inspection of the canopy
and all lines.
•If you wish to clean your glider it is best to use warm water and a soft sponge.
Store your glider in a dry and dark place, ideally between 5°and 30°Celsius.
Do not store it near chemicals or petrol.
•If you will not fly for longer period, store the glider releasing all compression
straps and take it out of its backpack so that the fabric is not compressed,
creased or stretched.
•Avoid storing your glider for days at a time in a hot car.
•If the glider has become wet, lay it out so that air can get to all areas of the
fabric.
Attention: It may take several days for your glider to dry out completely
especially the lines, which take longer than the fabric. Do not
fold and store your glider prematurely if it not completely dry.
The performance of a wet glider can change significantly.
How to pack your glider
It is not necessary to pack the glider in a special way. ICARO paragliders
recommends the following method:
•The glider should be laid out neatly, the lines sorted, the risers stowed away
either at the trailing edge or at the leading edge. The pilot stands at the leading
edge by the outspread glider and a helper at the trailing edge.

Page 19
•Both start on the inner side and putting one lane onto the next pulling the end
oft he glider more and more to the middle. Like this the reinforcements can be
put on top of each other without being flexed.
•The same is done on the opposite side. Like this only two lane wide packages
are left.
•These are being folded on top of each other and beginning at the trailing edge
during simultaneous pressing to get rid of any air. The first fold over of the
package should be between 30cm and 50cm. This way the material of the
lower- and upper sail will not be stressed at the same area.
•ICARO paragliders recommends not rolling in the glider material since different
strains apply to the material. Through folding this can be avoided.
•The last fold is carried out at the side of the leading edge. This is wrapped in
direction of the trailing edge and packed between the part which has been
folded before. Please pay attention that the reinforcements aren’t flexed.
•The compression band is being attached to the glider package crossways to
the folding direction and fastened only to hold the glider gently.
•Afterwards put the package into the glider bag….ready!
In order to pack your glider in the same way as above without a helper there are
two possibilities:
1. Lay out your glider neatly, sort your lines and stow away your risers either at
the trailing edge or at the leading edge. You begin at the trailing edge and fold
these together. Like this the glider lays fan-shaped in front of you. Now you put
the leading edge on top without flexing it and carry on folding the glider, as
described above.
2. You use an ICARO fast packing bag (available online in our shop).
The fast packing bag has many advantages – not only folding your glider
without any help.
•Even at strong winds the glider can easily be handled since the canopy
does not need to be spread out for folding.
•The glider is lying during the procedure on the material of the packing bag
therefore it is shielded from stones, plants and humidity of the ground.
•Through the fixation in the front part of the packing bag the reinforcements
of the leading edge stay flex-free on top of each other.
Adhesive logos
Always make sure that your intended logo will not in any way influence the glider
behaviour. If in doubt we suggest avoiding the attachment of advertising logos on
the wing. ICARO paragliders cannot be held responsible for any mishaps caused
by intentional aftersales changes done to the wing.
Attention: Attaching heavy adhesive logos made out of unsuited material
to the wing may result in the revocation of the glider
certification.

Page 20
Overloading
The MAVERICK 2 is a very strong paraglider. Flying all the descent manoeuvres
will not normally pose a structural problembut aerobatic training does accelerate
the ageing process dramatically.
ICARO recommends having wings that are often used for training of descent
manoeuvres (or aerobatics) subjected to checkups at shorter intervals than
normally stipulated.
Salt water
If you are flying near the sea mostthe wing may age faster because the air is
humid and salty. In this case we suggest you have it checked more often than
prescribed in this manual.
Attention: Never use chemical cleaning agents, brushes or hard sponges
on the material, as these destroy the coating and affect the
strength of the cloth. The canopy will become porous and
will loose structural strength.
Never attempt to clean your paraglider in a washing machine.
Even without using detergents the simple mechanical
abrasion will quickly finish the canopy and render it useless.
Also avoid dipping it in a swimming pool; the chlorine will
damage the cloth.
If you must rinse or clean your glider do so with fresh water.
Frequent cleaning will accelerate the ageing process.
Aerobatic flight
Although the MAVERICK 2 has been tested by expert aerobatic pilots in extreme
situations.
Attention: The MAVERICK 2 has not been designed for aerobatic flight and
we do not recommend the MAVERICK 2 for that use.
Extreme manoeuvres take you and your wing to high centrifugal
forces. Materials will wear more quickly than in normal flight.
If you do a lot of extreme manoeuvres we recommend a full line
check at least every year or every 100 hours, whichever is the
soonest.
Repairs
Small holes in the canopy can be repaired by the pilot by using self adhesive
sailcloth on both sides of the perforation.
Damage to the lines or any other repairs should only be carried out at an
authorized ICARO centre. If your MAVERICK 2 needs to be repaired, please
contact your local ICARO paragliders dealer.