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Reno Race #84 "Stiletto" (autographed by: Race Pilot Skip Holm) ~ 35% Off ~ Free Shipping

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Frame Size: 21" x 23" .... autographed in pencil by; Race Pilot Skip Holm. Comes with a COA


Reno Race #84 ~ Stiletto

Stiletto #84

Stiletto debuted at Reno in 1984, having been built by Dave Zueschel and his team in Southern California. Their goal was to have the lightest P-51 racer ever, and to remove as much drag as possible. They were successful in this effort, with the primary changes being removal of the classic P-51D belly scoop, installation of radiators with water spray-bars located in the wings and significantly clipping the wings themselves. Weight changes necessitated moving the pilot’s seat some 20 inches to the rear, as well as placing the 40 gallon (150 liter) engine ADI tank and 12 gallon (45 liter) oil tank behind the pilot.

Piloted by Skip Holm the racer won the Gold its first time out with a speed of 437.621 mph (704.283 km/h). In subsequent years the racer suffered a number of problems with its engine and landing gear. After an aborted effort to eliminate the air-cooled radiators in the wings by installing a boil-off cooling system, pilot Matt Jackson came to the project in 1992. With only two months to get the racer ready for Reno, Pete Law got involved and they were able to get the vapor-cooling system to work. The final configuration of the systems was as shown in Figure 3. The airplane, piloted by Matt Jackson, qualified at 427.319 mph (687.703 km/h) using much less than race power. He reported that during preliminary heat races with the boil-off cooling system he was able to go as fast with 60 inHgA (2.0 atm, 14.7 pounds boost) manifold pressure as other Mustangs using 100 inHgA (3.34 atm, 34.4 pounds boost). Matt only used race power a few times during the heat races on Friday and Saturday, just enough to fully check out his systems. Unfortunately, engine ADI system problems during the Sunday Gold race required a power reduction and Matt finished fourth at 426.219 mph (685.933 km/h)[16]. This was the last time the aircraft appeared as a racer, as it was sold and the new owner returned it to stock TF-51D configuration.

In its original configuration, with air-cooled radiators in the wings, the airplane consumed about 9 gpm (34.1 l/m) of water for the spray bars on the engine coolant and oil cooling radiators, and 4 gpm (15.1 l/m) of ADI into the engine. With the boil-off system, spray bar water was no longer required, and that 100 gallon (379 liters) tank could be devoted to supplying ADI to the boiler. Total ADI fluid quantities, designed for running at race power (3,000 BHP, 2,237 kW) amounted to about 4.0 gpm (15.1 l/m) of ADI into the engine, 1.5 gpm (5.7 l/m) to the oil boiler and 6.8 gpm (25.7 l/m) to the coolant boiler. Stiletto never used an aftercooler boiler, which would have required about 1.9 gpm (7.2 l/m) if it had, though the ADI into the engine would have been reduced by about 1.5 gpm (5.7 l/m). Accounting for the requirements of startup, taxiing, takeoff, form-up, a ten minute race, cooldown and landing could consume as much as 175 gallons (662 liters)of ADI fluid and 110 gallons (416 liters) of fuel. Forty seven gallons (178 liters) of ADI was held in tanks specifically for the engine and two other tanks, with a capacity of 200 gallons (757 liters), held ADI for the boilers. At 3,000 horsepower the calculated peak rate of ADI boiling, to cool the coolant radiator alone, is 5.2 gpm (19.7 l/m).

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