Nobody

dsam, I agree with you that the aircraft will give you feedback that it is slow when straight and level but when banked the stall occurs at a much higher airspeed. The "feel" that you get through the controls is really the force required to deflect the control stick. This means that when banked the controls have the "feel" of a much higher airspeed rather than the light feel of being slow. Some gliders demonstrate this principle very well. If stalled straight and level the ailerons almost go limp in your hand, banked over at 60 degrees they still have plenty of "feel" as it enters a spin. This principle is one that I think gets a lot of pilots into trouble....

This is the one I have. I don't know its max RPM. You can control the speed with the lever. Taylor Angle Die Grinder ADG50 - Cleaveland Aircraft Tool

I posted about my deburing on my RV-12 previously but here is a bit more detail. It is a 3 step process. First step in with a smooth file to remove the punch marks from making the item. I run the file along the edge but holding the file at about 45 degrees to the edge. It is usually only 5 or 10passes with the file, less if the piece is thin The second step is to use emery paper of about 180 grit to remove the file marks, again along the edge. I used a timber block by hand and again it is only a few passes. Final step depends on the pieces size. For small pieces I use a bench grinder with a scotch rite wheel. You can get these in different hardness but you want a fairly soft one. Mine is 150mm diameter and 25mm wide and works well, http://solutions.3m.com/wps/portal/3M/en_US/3MIndustrial/Abrasives/Products/~/Scotch-Brite-EXL-Deburring-Wheel?N=7581697+3293241548&rt=rud For large pieces I use a pneumatic die grinder with a smaller wheel similar to the one on the bench grinder. This is done on large sheets that are too big to use the bench Grinder on as well as lightening holes that you can't get the big wheel inside. An RV- 12 uses 2024-t3 aluminum and not the 6000 series that I think the Savannah uses. The 2024-t3 is stronger but less tolerant to defects and scratches from a fatigue point of view and so the deburing and finish is important. It is actually very quick when you get organized and you can do a lot of parts in an hour or two.

Some of my friends think of a 737 as a light aircraft.... An A380 or 747 being a heavy....

Read FAR 91.413. Even VFR requires a transponder check in the USA.

If you have an electronic manometer you have to have it calibrated periodically. If you use a water one calibration is not required.

As far back as the original Discus most glider have had a tail tank. It is necessary because the water in the wings is in front of the spar and so forward of the CofG. If you add ~180l of water the CG moves a long way forward, still safe but detrimental to performance. The tail tank balances this out. When the tail tank is full there is a requirement to dump the water when the temperature gets to a certain value( i cant remember at the moment) lest the water freeze in the tail and cause structural damage. The small volume is prone to freezing before the main wing tanks. The temperature gauge is a required instrument if you use the water ballast.

I have used blackwoods to get aeroshell lubricants. On my last order they took quite a while to deliver but it came eventually. You need an account to see price but it was quick ish to set up. Blackwoods - First for industrial supplies and safety

No it doesn't.

My glue suggestion was as an alternative to welding where by definition the frame needed to be factory assembled at least in part. Getting the balance right between what is done by the builder and what is done by the kit maker is a big part of a successful kit. By trialing assemblies and practising on real parts Bex is likely to get the balance right.

As a thought... could you use a CA glue (superglue) to fix the gussets to the frame members for transport? The gussets could have undersized holes drilled (or laser cut or punched) in them and all the builder would need to do it is match drill to the frame member underneath and then ream out to the final size, no debuting needed. Because the glue is only holding the frame together for transport there would be less need for a high level of quality control, the loads in service would be transferred through the rivets. The frames could be build on a jig in the factory to ensure accurate alignment and placement of the members.

Is it registered charity or RAAus. If it is VH registered then you need to have either built it or have built a similar aircraft. You also need to do the SAAA maintenance procedures course. If you didn't build it( or a similar one) then you need to get a LAME If it is RAAus the yes you can... The question to ask though, is do you have the skills to do it properly?..

The oxygen doesn't go off but the bottles have a lifespan and need regular testing, the frequency of which depends on if they are metal or composite

Access to airports is critical, if there are no places to learn to fly there will be no new pilots and then RAAus(and general aviation in general) will disappear.... I also think that the decision to make the list aircraft owners details/registrations secret has built some resentment from airport owners toward RAAus aircraft. Why would they go out of their way to encourage more aircraft to fly into their airport when they are going to struggle to collect landing/parking fees?

Try a scuba shop. They use pure oxygen for the enriched gas diving and rebreathers that are getting more common these days. Some will fill cylinders for use in gliders.

For welding or for breathing in an aircraft?

OK, The $10m public liability is probably large enough but the $250k passenger limit is pretty low. Imagine taking a mate for a fly and the worst happens. $250k does not last very long... If you approach a broker you should be able to get an "Umbrella Policy" that covers the ammoun of a claim in excess of the RAAus limits.

Perhaps people could have a read of the article and form their own views. The article wasn't specifically about an Airport in Canberra. https://www.raa.asn.au/storage/64-december-2016-w.pdf "I reckon that by owning or taking over the management of a few airports or properties around the country in strategic locations, we would actually help to ultimately reduce our membership fees. Of course it wouldn’t come for free, but it shouldn’t be expensive either" and another quote: "To me, it would be less about the money and more about protecting what we do. In most communities there are sportsgrounds, swimming pools, halls, etc. which can be used by the public. For many years we’ve been calling for funding to do similar things for pilots and aircraft owners, but we get treated like a distant cousin no one cares about. Perhaps it’s time to change the way we look at the problem and pull together to address it in a way which would make a real difference. Perhaps if we stop doing what we’ve always done, we’ll stop getting what we’ve always gotten. Why not tackle the problem head on and address the issues directly? If we take control of our landing areas, maybe, just maybe, we could turn airports back into something for aviators and stem the tide of residential and commercial developments which now take priority over our safety."

Before we get the pitchforks out for a CASA lynching, do we know for sure that there are any changes planned? Are they being pushed by CASA or the airport operators?

Almost. The Morgan and others don't have the weld. They therefore don't have the residual stress and toe microcrack in the primary member that your detail will have. Even if the weld does not carry load the primary member will be affected.

My concern isn't the weld failing but that the weld causes a crack to start in the primary member that then propagates. I have tried to show the situation in the sketch below. It might be that it is all fine. I don't know the loads and the member sizes. Just get someone who has an engineering background in fatigue assessment to have a proper look at it.

I am compiling this list of places I want to fly to, some of them would meet your criteria: https://drive.google.com/open?id=1Hf8UY-V3tlvLTBsz5Z95SrcWKiE&usp=sharing

Anything welded to the primary structure reduces its fatigue life even if the varying load doesnt go through the part welded to the primary structure. This image extract below is from AS1664.1. This one most closely matches your detail. The variable loading is horizontal as shown by the double headed arrows. The welded attachment is not loaded but the weld will act as a defect at the edge of the member. A piece of extruded material without the weld is detail category A and this welded one D. The trouble with the curves in the design standards is that they are printed on "log-log" scales. This means that lines that don't look too far apart are very different values. For instance, the stress that causes failure in detail A in 100,000 cycles would cause failure at about 3200 cycles if the element is welded.

Just make sure that you get very good engineering advice about the fatigue of the welded aluminium connections. Stage structures are not subjected to the levels of cyclic load that an aircraft structure experiences.

How does that prevent the closure of the Melbourne airspace?