Great Planes Wagstaff Extra

Update June 1st, 2003 - Well, I now have about 15 flights on the Taurus in the Patty. Can say without a doubt that it is, for me, a better performing package overall. The T-52 is starting to break in, I'm able to consistently idle lower, haven't tweaked the needles much at all since new.

With the Menz 22 x 10 Std blade, it is extremely over-powered. Sequence work, even in pretty windy conditions needs about 1/2 throttle or less, except for the extended verticals.

It isn't overly-loud, but DEFINITELY not anywhere near as quiet as the canister setups would be. But, Three flip cold starts, ONE flip restarts makes me believe the combo works pretty well. All in all, I think I've put together the best package FOR ME for this airplane. (please remember the opinions expressed herein are mine, and mine alone, without influence of sponsors nor alliances - just how I'm playing with MY toys...)

Update May 9th, 2003 - Important news to those following my progress, perhaps. After much testing, and discussion, I concluded that the ZDZ 50 with the Pitts muffler just didn't have what I wanted for the higher pitch props!! in MY chosen configuration using the Bisson Pitts muffler. The ZDZ is reported to perform with a great deal more torque in a tuned-canister setup.

Please note: I'm writing specifically about MY experience with a 22 x 10 and 22 x 12 pitch prop. Consider that and that I choose to use an "in cowl Pitts muffler" before reacting to my change of equipment. I'm NOT bashing ZDZ in ANY way.

ANY-way, I negotiated a fair sale on the motor, took a bit of a hit, had to include some stuff that cost me a little. Then, ordered the Taurus T-52, based on my past experience.

I've replaced the old ZDZ engine photos below with new shots showing the Taurus installation!

First Flights Day ONE - Today, finally, a chance to fly this beautiful airplane. After the usual preflight checking, and engine running, it was time to let it go....

Takeoff was quite an event - it literally leapt into the air in less than 50 feet, and that using about 1/2 throttle. With the ZDZ purring like a kitten, and the Bisson muffler making it sound real, we were ready to go.

Knees knocking, I flew some gentle circuits, did a couple of rolls, half cuban eights, climbed high and learned the stall characteristics, then got after it.

Snaps, any portion, any attitude, VERY crisp with EXCELLENT damping. The airplane stops IMMEDIATELY when returning sticks to center. It was almost sort of spooky.

Knife edge, rolling circles, and point rolls...all easy. Heck, I even managed a rolling Loop....and I've NEVER completed that maneuver with any airplane, ever.

Torque Rolls - I am probably the worst at these, but this airplane will do them well, and easily. Hover - pull out - snap, climb...just anything you want to do.

Then came the upline, low climb setting to a Hammerhead. Oops. As soon as it stopped vertical, I *knew* what I had forgotten. And the stopped prop told me - throttle trim low. So my VERY FIRST landing with this airplane becomes a deadstick. And it went sailin' by, let me tell you. The prop braking on the approach is REALLY important on this bird!!! Keep the motor turning, and all will be better.

For some time now, like many others, I've been anxiously awaiting the availability of this beauty from Great Planes. So anxious, in fact, that I committed the ultimate error of settling for something else (the DP Extra as an ARC - what a dismal disaster/failure that project was).

So a few weeks back I read on RCU that it was finally shipping, so I ordered mine. Having heard that there may have been some quality issues, I was slightly apprehensive when opening the box.

I was only more PLEASANTLY surprised last spring, when I received the GP Pitts ARF. I've been a builder for a long time, and I never thought I would be an ARF-convert, but I think I have changed that perspective just a bit.

Mine is equipped with a ZDZ-50, Bisson Pitts muffler, JR PCM R649 receiver, JR 8231's on both elevators and both ailerons, with TWO 8411's on the rudder. Single 2700mah NiMh battery, and MPI (MaxxProducts) heavy duty harness, and extensions, with the MPI "On Board" Voltage indicator mounted on the fuse.

The overall weight of the RTF airplane is 15 lbs 14 oz. A little much for the wing area, but should be fine with the ZDZ turning a ProZinger or Menz S 22 x 10 up front. I would SERIOUSLY doubt if she'd be much good at aerobatics with a 1.6 or something like that in glow. I'd even doubt if a 40cc gasser would do it justice. But time will tell.

Photos below show various features/installation of either the ZDZ or the Taurus T-52....check out the minimal differences in the cowl carving needed.



Pictures ABOVE are Taurus T-52 Installation/Cowl mods
Pictures BELOW are ZDZ 50 Installation/Cowl

	Cowl cutting photos....had to do a bit more carving that I would have liked, and the notch for the front lower left 'corner' of the Bisson muffler was a pain, but it looks okay, all said and done.
Throttle Servo (Aitronics 94141 coreless)	Throttle Pushrod Routing
	Tailwheel Steering/Rudder - using two springs, and threw away the single pushrod affair.
Receiver Installation	Pushrods - note Ball Links now in use.
Photos below detail the various angles of the motor installation. The Taurus T-52 uses a "wrap-around" Pitts muffler, and sounds surprisingly quiet in the air.

These photos show the carb side, showing the installation of the Y in the fuel line, and the ignition module. If you look closely, you can see the 90 degree bellcrank system on the carb.

Note how "clean" looking this installation is. The machined bell-housing motor mount uses 5 point attachment to the firewall. I used 10-32 socket head screws into blind nuts on the back of the firewall. For this motor, the standoffs had to be 7/8", to provide the spacing needed in the manual, 7" firewall to back of spinner backplate.

Engine Installation	Smoke Installation	rcguy1 Wagstaff MOVIE DEADSTICK,Patty!
Engine Installation GLOW

Setting Up a TME Smoke System on the Extra
Following the successful flights of the PW so far, I decided it was time to go "smoke"....having done that before using the TME very successfully on my AW Edge a couple years' ago, I figured we'd give 'er a go again. THIS is the article I wrote based on info from Len Alessi, Team JR, and my thanks to him! It works. Below are photos of my smoke setup on the PW Extra!
This is the left side view of the smoke module. TME pump, Perry adjustable needle valve, TME check valve in pump OUT line, on/off electronics tied to side of tank between pump. Note fittings to disconnect lines.	Right side view of module, showing 5 cell, 700mah batt. Light, and gives plenty of volts to turn the pump. To recharge, I just unplug from pump electronics, plug directly to charger extension.
Here's a close up of the "business end to show the various fittings and attachments. It looks busy, and it is...but it really works. The win is the Perry adjustable needle...easy to set smoke volume with it. Of course, I drilled out the nipples to 3/32" to optimize flow.	This is a BUSY photo; spend some time looking at it. At the right center is my choke servo. It operates a nylon pushrod up into the engine compartment. Center bottom of pic is the receiver; amidship is the battery for the smoke module. Note how it snugly nestles beneath the throttle servo and nylon throttle pushrod at top of photo.
A close up of the installed module in the fuselage, showing how close things are, but with it in there, I can easily remove/tighten fittings, and put in/take out the forward wing retainer bolt. What isn't showing is a velcro strap that holds it all in there.