I’ve just gone and done it too.
This one (in the middle) will shortly be filling my hangar space.
Fun times ahead.

There are no formal qualifications for formation flying, but it will take several hours of good quality training to get up to a good standard and be comfortable with it (I wouldn’t go so far as to say relaxed).

Andy Hill at North Weald does quite a few very good formation training sessions, mostly around Yaks and RVs and has a lot of good ex-service coaches who do it mostly for the fun of it.

To get your display authorisation, you have to do a test with one of the senior examiners, like Peter Kinsey. That will set out clearly the limits of what you’re allowed to do in front of the paying public. I believe the authorisation lasts for one year from the test.

It’d buy you half an hour in a Pitts with Alan Cassidy.

You probably wouldn’t want a whole hour!

No real gotchas with the -4, but it’s not really a dual instruction machine for basics, as lacking rudder, brakes and forward vis in the back.

I’ve checked out several pilots for insurance purposes, but only with current tailwheel experience. Grass will make it a little easier at first, especially on landing. If she bounces a bit, don’t fight it, freeze the 3-point attitude until it settles down. Those taper rod legs are quite springy.

3-pointers work best and with the trim a little in the nose high position. Control is excellent right down to touch down.

The temptation to become an RV hooligan should be mostly, but not completely, resisted.

I’m just selling my 2nd RV-4 to make way for an RV-8 (the -4 looks like it is heading for the UK).

I’m sure you won’t be disappointed. Keep an eye on the CG. Even with a Hartzell prop and 180HP lycoming, you can be close to the aft limit with a heavy passenger and a bit of luggage. Aeros are best done solo give or take the odd aileron roll.

It wouldn’t be the one at Nayland by any chance?

(p.s. That’s me in the bottom photo of the Wiki page mentioned above)

The fact that he’s on a taxi-way not a runway may also be a clue.

I think the Valdez STOL competition in Alaska was last week. Google around and you’ll find lots of similar stuff.

I have to re-register by next December despite only having bought it this year.

The US is different in a couple (at least) of respects in that the registration defines legal ownership. If you buy an aircraft, don’t re-register it and the registered owner dies, then it becomes part of the estate of the registered owner legally. Surprising then that some people don’t keep the details correct.

The other point is that the CAA keeps tabs on the airworthiness state of aircraft through CofA and permit issues, whereas in the US a CofA is non-expiring and only requires the relevant A&P inspection signatures in the log book to be rendered valid. As a result, the FAA don’t know the airworthiness status unless they do a ramp check.

The US is also different in that they re-use cancelled registrations. Witness what happened to the Kings when they landed at Santa Barbara with a registration of a stolen aircraft that had been re-issued.