It's a straightforward airplane with no bad habits. If you are comfortable in any conventional-gear airplane you can handle this one. For a bi-plane, the visability is excellent.
If you haven't flown a bi-plane before, the drag as compared to a mono-plane will surprise you. I would suggest that you demonstrate this to yourself during your familiarization flight as follows. Fly a very tight landing pattern and close the throttle opposite your touch-down point. I believe you will find that the only way you will make the runway from that point will be to turn immediately and directly toward the touch-down point. Again, this will work only if you are flying a very tight pattern.
I do not recommend power off approaches as a normal procedure, just as a demonstration so you understand the man-hole cover-like glide ratio of this airplane with power off. Most pilots fly their approach with some power on mainly because slow, staged, and small power reductions are easier on the engine.
There are some things that about running internally supercharged, radial aircraft engines that would be good to learn. If you are interested, I would request a short treatise on this from Avbug. The man knows whereof he speaks.
Before starting, pull the propeller through 2 rotations by hand. The purpose of this is to check that no engine oil has collected in the bottem cylinder heads. If oil has collected there and the piston moves toward the top of the cylinder with both the intake and exhaust valves closed, you can damage the engine if the engine is being turned with any more force than pulling the prop through by hand. This is due to the oil having nowhere to escape and the fact that liquid is not compressable. This situation is called 'hydraulic lock". Something has to give and it is usually the connecting rod bending.
If the engine stops turning while you're pulling the propeller through, the rear spark plugs on the lower three cylinders (#4,5, and 6) will have to be removed in order to drain the trapped oil.
The other "gotcha" is remembering to both shut-down and start this engine with the propeller in the high-pitch, low RPM position (prop control all the way back). Opposite from most propellers, the Hamilton-Standard counterweight propeller installed on this airplane uses engine oil pressure to put the prop in the low-pitch, high RPM position. Starting the engine with the prop control forward can starve the master connecting rod of lubrication during the start. Pulling the prop control back prior to shut-down also leaves the propeller control piston in the prop hub covered and protects it from collecting dust [its oily] and corrosion.
Enjoy flying the old "Ag-Kitty". And with that R-1340 out front, you should be able to tug a banner with 10 foot tall letters that reads "Happy fiftieth Anniversary Mr. and Mrs. Katzenjammer from your kids Alouicious, Elizabeth, Elouise, Theodore, and Bo. Many happy returns".
