Nobody

Listen to the "commentary" on this one:

view from the cockpit:

not my video but I was standing about 10m away from where this was shot.

Do you know that you can get exactly this via NAIPS. You can enter either individual R numbers of a group code for a number of areas eg WMX is Williamtouwn. It gives this as output. Not always good news but easy to find if you know where to look.... Edit: looks like I was beaten to it....

If needed they can get it back out again. YWOL is about 1800m from memory and the charts in this document seems to indicate that at a low weight it should be ok even with zero wind. I understand that newish engines(for the reverse thrust) and tyres are being put on for the landing and will be swapped over to the original once it is in position. Edit forgot the link: http://www.boeing.com/assets/pdf/commercial/airports/acaps/747_4.pdf

I am not that sure that it is really a rumour. Here are a few links to news articles about it going back a few months. I expect that there will be a big media contingent there to watch and record. The landing has been practiced in the simulator and preparations are all go. http://www.abc.net.au/local/stories/2015/01/30/4171125.htm http://www.9news.com.au/national/2015/01/30/13/35/record-setting-qantas-jumbo-donated-to-illawarra-aviation-museum http://www.canberratimes.com.au/act-news/worlds-longest-flight-recordholder-qantas-city-of-canberra-747400-retires-20150129-1314lo.html http://blogs.crikey.com.au/planetalking/2015/02/18/goodbye-first-qantas-747-but-hello-plane-spotters-buzzfeed/ http://www.australianflying.com.au/news/qantas-donates-b747-400-to-hars http://www.australianflying.com.au/news/the-last-minute-hitch-30-january-2015 and from back in December when it was a rumour: http://australianaviation.com.au/2014/12/vh-oja-back-in-sydney/

Very very true. Weather permitting it will be flown in on the morning of 8th of March.

I used C&H twice bring in kits from Vans and they were good

Disregard my question, the details are in the document....

I wonder if this applies to an experimental amateur built(VH registered) and RAAus registered aircraft or just the certified VH registered ones?...

I think you misunderstand the US system. The image below shows the airspace situation as shown on the US sectional chart around Savannah Airport(KSAV), an airport with approximately 6.5 times more movements annually that Williamtown. The Class C airspace is shown by the maroon lines. Significantly there is an upper limit to the airspace at 4100 feet. Above that height the area is Class E which in the USA does not require a radio or a transponder* for VFR flight. The consequence of all of this is that the airport does not prevent movement of aircraft like Williamtown does. *slight correction. In Class E you do not need a transponder in the USA but above Class C as in this case you do.

Why do you say this? Where I have flown in the USA there was a lot of class E and it was very GA/recreational friendly. Ie no different to class g in most respects except for vis and cloud rules.

I don't want this to turn into an argument between generations about which is better. I just want people to understand that there will come a time for everyone when it is necessary to consider giving up flying. It will come at different ages for each of us depending on our health and past aviation skill but at some point it will come. As we age the risks of flying increase. We will all need to make a decision one day that the risk of flying is greater than the enjoyment that we get from it. It won't be an easy decision but like turning back before going into IMC is one that should be made correctly. I used the car data because as far as I know there is no equivalent study for aviation. Unfortunately there is limited recent, national data in the public domain for cars but there are a few state by state studies. Here is a graph extracted from this link which shows the situation from South Australia from 1994 to 1998. There have been reductions in the crash rate for younger drivers due to introduction of things like the 3 year P plate rule in NSW and the limits on passengers late at night and so the more recent data has a lower peak on the left. What this shows is that there is a relatively flat plateau through the middle years of life with higher risk at the beginning and the end.

I reckon you need to start thinking hard at about age 75. I don't have aviation statistics but on the road the data is clear. Per kM travelled males aged 75+ have higher crash rates and serious injury rates than the 15 to 19 age group. http://www.ncbi.nlm.nih.gov/pubmed/9663297

Or use a lithium iron phosphate (LiFePO4) battery?...

The distinction needs to be made between lithium iron phosphate (LiFePO4) http://en.m.wikipedia.org/wiki/Lithium_iron_phosphate_battery and lithium-ion polymer battery http://en.m.wikipedia.org/wiki/Lithium-ion_polymer_battery One type is probably ok in an aircraft. The other not so much...

But a pilot with the RPL has either a casa medical or the drivers licence thing signed by their doctor. The RPC holder only has a medical declaration....

but when they sell it the next owner has to get it done by a LAME. the point I make is that RAAus has some advantages and disadvantages over GA. Asking for the same privileges as GA may come with the same requirements...

Do you really want a level playing field though? What if CASA said that maintenance had to be done by a LAME on your RAAus aircraft?....

The SAAA program through QBE will but the excess may be high.