As air racers collectively search for new venues in a post-Reno world, the Sport Class continues to lead. Step one is achieving FAA accreditation for their aircraft and racing program, where the big hurdle is holding one successful demonstration race.

To reach that goal the Sport Air Racing Council—the organization the Sport Class has formed to negotiate such events—has three demonstration races planned in the near future. In fact, all three races are planned before the big finale at Reno this coming September.

Two of these events are in western Canada: The Red Deer Regional Air Show, Spring Book, Alberta on July 29-30 and the Alberta International Air Show in Villeneuve Airport, Edmonton, Alberta August 5-6. The U.S. event is The Airshow of the Cascades Festival in Madras, Oregon August 24-26. All three are air shows where the Sport Class would run its single-class race (no F1’s, Biplanes, Unlimiteds, etc.).

Bill Beaton, SARC’s point man for future racing, stressed that contracts had not been signed with any of the three air shows, but he expected all to finalize shortly.

As these are SARC’s first-ever races outside of Reno and are intended as demonstrations to the FAA of SARC’s ability to run a single-class contest, entries are limited to seven race planes running 240 mph or slower, plus one pace plane. Once accreditation is gained more and faster planes will be allowed in future events.

As expected, the only real weather front in all this is insurance. A web of three levels of insurance among the event promoter, SARC and the individual pilots is required and apparently there are only two underwriters in the world who will even contemplate such policies. It appears that if insurance can be written the planned races will takes place.

Past the three 2023 demonstration races, Beaton says SARC has significant opportunities lining up in 2024 but says it is too early to discuss details regarding them.

More anecdotally, we asked the race pilots in the fast, expensive Sport Gold division if they were ready for support running more than one event per year, as has been the norm with just Reno on the schedule. All said yes, explaining they’d need to dial the power down to about the 350 mph level to get engine reliability into the three-race neighborhood, but were excited about such a series. They’re hoping to eventually arrive at several races around the country with one final race annually for the championship as this would help them secure sponsorship and bring new fans to the sport. They predicted all bets on manifold pressure would be off at the year-ending championship race and it would take 400 mph to win the Gold as is currently the case at Reno.

There’s certainly strong interest in Sport Class racing. No fewer than 13 rookies are attending Pylon Racing Seminar this week in Reno, and the ramp is covered with 42 Sport Class aircraft at PRS. That’s more than all other racing classes combined. Furthermore, our wanderings in the pits at PRS this week have uncovered high interest in Formula 1 as well, with more than one story of dormant race planes being dusted off for pylon duty. Certainly there are plenty of F1 racers in the backs of hangars across the U.S., along with many eligible Biplanes. Rumors of F1 races being planned outside of Reno are also in the wind. Given their smaller, internationally defined and recognized 3 km course often fitting inside the runway confines of larger airports F1/Biplane racing seems assured in 2024 and beyond.

These may be interesting times, but they are not without hope by any means for air racing fans.

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Matt reports the Formula 1 class already has 26 entries for the September races and only 24 available slots. It’s just another data point saying the last Reno races are going to be well subscribed as everyone tries to get one last shot at air racing’s now ancestral home.

Matt, who’s from Reid Hill airport in San Jose, California, is running race #1, the now ACME Special ll seen in the foreground. It’s a bit scruffy at the moment with its vinyl wrap tattered in spots and wearing a wooden prop and low-po daily driver motor. Not to worry as Matt will race prep his new-to-him plane for September with a race engine, composite prop and new graphics.

The ACME Special ll was previously Zipper and won the F1 Gold in 2009 with Thom Richards on the stick.

Race 31 in the background is the also very fast, multi-Gold winning Fraed Naught, now owned by Josh Taylor. He’s planning on getting used to his new mount at PRS, saving any modifications for next year. So far Josh finds Fraed Naught attention getting at lower speeds with little aileron feel and touchy elevators, but coming dead stable once over 200 mph. Sounds like a race plane!

The slab wing Cassutt with the green leading edges and 3-blade toothpick prop is Josh’s earlier racer, which will be run by his wife Jen this September.

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Tom’s racer is jammed full of custom work we’re photographing for Kitplanes, and in the meantime he took us along during an outstanding if tiring formation clinic flight. Those guys get close to each other!

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Pilots interested in polishing pylons at the National Championship Air Races learn their trade at the Pylon Racing Seminar, or PRS as all the cool kids say.

The official PRS school begins Monday and runs all next week, but many racers are already here at Reno-Stead where a formation clinic is in full swing. As the Sport class sees formation flying as the underlaying fundamental of pylon racing, gaining a formation clinic stamp of approval is a requisite for PRS entry in the Sport class. It’s also fun, with many racers saying they enjoy the clinic and PRS more than the races because there isn’t the competitive and time pressures of the big air racing weekend.

For us it’s a low-key opportunity to catch-up with the racers and ferret out their latest speed secrets, not to mention their attitude towards Reno-Stead going away after next September’s races. In short, their collective attitude towards a post-Reno future is somewhat apprehensive to upbeat. Count us in the upbeat camp as there is simply too much interest and passion for pylon racing for it to disappear. Certainly there are plenty of racers here at PRS. We haven’t counted spinners here today, but there are enough for at least four flights of Sport racers, along with several Jet flights. The F1, T-6 and Unlimited classes are scheduled for later in the week, so they’re not expected here yet.

We’ve only been at Stead for a few hours, but so far the formation clinic is going well. A few cowlings have come off for light-duty tweaks or look-sees, but mechanical mayhem has been thankfully nil and the flying routine. Well, as routine as winging around with your race buddies gets.

The big sour note is the Biplane class is not here for PRS, foretelling a complete shut-out of the Biplane class in September. The problem is an intramural lawsuit inside the Biplane class and their subsequent resignation from Reno participation. We had been hoping a positive resolution would appear, but it hasn’t yet.

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“We are incredibly excited to look at this next evolution of the National Championship Air Races and the ways in which we can further grow the event for current and future generations of air race fans,” said Fred Telling, chairman and CEO of the Reno Air Racing Association. “This year’s event will be a celebration of our legacy and allow us to springboard forward as we search for a new home for the event. We’re thankful for all of the interest we’ve already received from prospective sites and look forward to an exciting RFP process.”

The National Championship Air Races is the only event of its kind in the world and is a vibrant part of aviation’s culture and history. The event annually brings tens of thousands of patrons from all over the world and has generated an economic impact of over $100 million for the region. Potential partners may be able to host the current seven race classes at one location or hosts may be part of a larger, multi-city series of race events. Other attractions, such as various military displays and demonstrations, will continue to be a part of future events.

“Our RFP selection committee is excited to get to work on this project and to see the possibilities for the event’s next home,” said Terry Matter, vice board chairman for the Reno Air Racing Association and RFP committee lead. “We have a talented group of 12 members made up of other RARA board members, race pilots, engineers, and consultants who have been chosen for their combined knowledge and familiarity with the detail and scope of what it takes to produce, manage, and market the National Championship Air Races. With their expertise, we feel confident we will select the best location for the event’s continued success.”

To learn more about the event’s final year, stay up-to-date on event news or purchase tickets, visit airrace.org.

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While the company is flying an example now in a Cirrus SR20, none have been delivered into the Experimental market. The company says it was waiting for FAA certification. Work is in progress on both “generic” engine mount solutions for tractor and pusher aircraft but there’s interest in more detailed propulsion kits for RVs and Velocity aircraft, according to the company. When last discussed, the target price was just under $90,000, but the current target for the engine alone is $60,000, which gets it much closer to the Jet A-burning competition from Continental.

The company says the DHK180 has “40% fewer moving parts than other engines in its category” and is “highly responsive and produces more usable torque than traditional aircraft engines in its class, all while burning significantly less fuel and with a resulting lower net carbon footprint. Its performance characteristics are extremely well-suited to a wide variety of conventional aircraft, as well as those powered by hybrid propulsion systems.”

DeltaHawk says production will begin in 2024 and it would seem likely that if it has an OEM partner—such as a Cessna or Cirrus—we’ll hear more about it at AirVenture this year.

While Jet A engines have failed to take hold in the U.S. except in certain training situations, it’s a different situation around the world, where avgas is much less common than here. In addition, aero diesels have suffered from lower specific output, greater weight and higher cost over conventional gas-burning aircraft engines.

The post DeltaHawk Receives FAA Certification appeared first on KITPLANES.

First, the Verner we saw delivered to a local builder hammering out a Fokker Dr.1 triplane came with a 12 oz can of fine Czech pilsner beer and a mug to put it in. The suds were packed right in with the engine.

If that doesn’t seal the deal, one of Verner’s North American dealers, Brahn Sport Aviation, is offering a limited time $1,000 discount on the Verner 5S, 7U and 9S engines. Call it a spring sale says BSA main man Brett Hahn.

Terms of the sale include a 40 percent deposit up front followed by engine delivery in approximately four months. That’s approximately August if you place an order in early May. It’s also one of the fastest deliveries in aviation engines today and August is a great month for beer.

For more information see www.radialsrock.com or contact Brett directly at Brahn Sport Aircraft at brettvhahn@gmail.com or (575) 640-0312.

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Thanks to popular demand, Sonex now offers a dual stick option for all B-Models, including the Sonex, Waiex and Xenos. Customers wishing to convert their existing B-Model aircraft can purchase a retrofit package for $1500. New B-Model kits can be upgraded to include dual sticks for $760.

This change includes a new universal seat pan installation that accommodates not only dual stick, but center configuration installations as well. It also features a removable forward seat pan to improve access for autopilot servo installations and the installation and service of avionics sensor antennas and boxes. 

The removable forward seat pan is installed with a piano hinge and includes cover plates for unused center stick or dual stick locations. The dual stick installation weighs approximately 2.25 pounds more than the center stick install. Dual stick B-Model upholstery options are coming soon.

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I had to be home after Sun ‘n Fun by Saturday night. I fully intended to get up at the crack of dawn, break camp and then get on the road to Atlanta before the spring break traffic could clog the roads. I got the first two tasks accomplished by breaking down the tent and stowing everything in the truck just as the first beams of light brightened the eastern sky. However, I just could not bring myself to open the cab door and get in.

I walked to the other end of the campground and ordered breakfast from the Texas Cheeseburger trailer. I then walked into the show, aimlessly wandering around until the exhibitor hangars opened. I walked through all four hangars one more time, just to make sure I had not missed anything. I could not put it off any longer, so I trudged back to my truck, hopped in and set course.

As feared, returning spring breakers clogged I-75 like rush hour in Los Angeles. It took me six hours just to reach the Florida state line. Half way there, I looked up into the azure sky to see a slight scattered layer at about 5,000 feet. If I had only flown, I would have been landing at KLZU by now.

Fifteen years ago I lost my medical when I had a stent placed in my heart. It was not that big a deal. I never had a heart attack, but I was huffing and puffing whenever I did work around the house (believe me, I did dang little work). After trotting on the treadmill for a bit, the cardiologist studied the long strip of paper she was pulling between her fingers and stated, “That ain’t right”. Next thing I knew, I was the proud owner of a little spiral spring (I think they use ball point pen springs) in my left anterior descending artery. I understand it’s a popular spot to have one.

When I went to get my next medical, you would have thought that I had a heart transplant. The FAA made me and my cardiologist move heaven and earth before “granting” me a special issuance medical certificate. Every year since then, I had to have an EKG stress test to earn my medical. When they made the new rules for BasicMed, I was the first to sign up. That worked will for several years until the first of 2021, when my cardiologist decided that I needed another stent. Now, my BasicMed certificate is null and void and I have to reapply for a new class III medical. I submitted the reams of documents about four months ago, but the FAA had not “granted” me permission to fly just yet.

The last time I regained my medical, I raised my fist to the sky (trying to channel Scarlett O’Hara) and declared, “As God as my witness, I will never drive to a fly-in again.” Sure enough, I flew my trusty Skyhawk to SNF and OSH many times, only to be struck down by my lack of medical authorization to fly to Lakeland this year. Oh well, I spent the time on the road contemplating how sweet it will be when I get back in the left seat. I have decided that I will spend the first few hours in rusty pilot training and then transition straight into working on my long overdue instrument training.

Those happy thoughts carried me north on I-75 until I finally reached my driveway. I lifted my duffel bag, crammed to the top with my tent, sleeping bag and air mattress, and smiled, thinking that the next time I pulled it off the shelf in the garage, it would be to begin the journey to another fly-in. Until then, I will be working on my beloved RV-8A, trying to get it into the air. I am working on the firewall-forward at this point and I can almost hear the tower clear me for my first takeoff. When that happens, my friends, you will be the first to know. Until OSH, we’re down and clear of the active.

The post Old Pilot’s Camper Journal #6 – Sun ‘n Fun 2023 Edition appeared first on KITPLANES.