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Hi Michael, perhaps those with more experience in these areas would be able
to help you, but here is my 2 cents in two areas.

Experimental aircraft lacks certain things that are common with certified
aircraft and one of them is a maintenance manual. This is why the FAA
requires you to build the aircraft before getting a repairman's
certificate. Perhaps someone in the Earthstar community has done one
informally or perhaps Mark has something to help you.

You Odyssey can handle a lot more wind and turbulence than you think it
can. The limits are more likely you: Your flying skill and fear (if any)
of turbulence. The airplane does have a lower wing loading than many GA
aircraft but my guess it that it will handle anything a 152 will handle (if
not more due to its greater maneuverability and in many cases greater power
to weight ratio).

FAA registration, who knows and I won't speculate (due to emails no longer
being a private means of communication).

-Alan

Thanks Alan..
You are correct about the wind factors. I will need to watch my own limits the most. Today I had a nice chat with a scratch builder here on Guam...building a Wittman Buttercup. Wings done. About 2 years to go. He has been flying for 30 years. With this fine gentleman on side, I now have a few highly experienced pilots who are happy to go flying with me. Will stay with calm air and over time slowly build up the needed skill.



Regarding annual condition / airframe concerns...hoping to hear what others have learned and what they use as "Best Practice".



RMM

(yet to fly in one, some static analysis..) spare fibreglass legs. at least two planes have replaced legs after hard landings in the last couple years; legs are replaceable by design

have read of only one major incident that required a BRS chute deployment in more than two decades so far. Mark (or his copilot) was seriously hurt once in one when the chute got entangled in the propeller, and the plane crashed into the ground at 50mph, while filming some immelman manoeuvre; and another odyssey looked as if it had pulled the red handle and recovered, with a nose repair, piloted by a very experienced acrobat, who died a year later (RIP), few tens of miles off from home base on an evening return flight, piloting a friend's plane, trying to deploy the chute at an unexpectedly low altitude for such experience

prefer this kinda preflight/campfire yaps; sobering. had ground training in reserve chute deployment with a paraglider; plenty of twists and free fall, entangled in para cord, while trying to successfully deploy a reserve under strange terrain -- that scared me enough in a sensible way to save my pennies for an odyssey

of course, Mark's flown coast to coast many a time, with 30mph+ tail winds, in rain and shine, way upto long cruises at 18,000' in an unpressurised cabin; always wondered if those kind of altitude shifts within an hour, would require any caution or medicine to cope with acclimatisation blues; (have seen guys get major headaches at 18k', by road, after three days of acclimatisation at 11k')

rc

Thanks Rahul..

Your comment regarding landing gear suffering cracks is highly relevant. BRS issues are a bit off topic.

Very interested to know more from owners who fly these aircraft.

How to check for any potential airframe problems at stress points?
What are the things you look for and how do you accomplish the task?

Thanks
RMM

Folks,

I have wondered about those welds myself, especially the wing attach fittings that must take tremendous loads in turbulence from that nice cantilever wing. Short of a x-Ray or some other high tech method, there is only the visual inspection. I would like to hear more too.

Skot

Odyssey N159BS with HKS 700E

www.weidemannphoto.com