Composite-ARF SuperXtra 330L User manual

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Composite-ARF SuperXtra 330L (3.1m span)
Instruction Manual
Composite-ARF SuperXtra 330L, 3.1m
TAVS Technology version 2.0

Instructions for Extra 330L IMAC-Airplane
Thank you very much for purchasing our Composite-ARF Extra 330L all composite aircraft, made
with the revolutionary Total Area Vacuum Sandwich (TAVS) technology
Before you get started building and setting-up your aircraft, please make sure you have read this
instruction manual several times, and understood it. If you have any questions, please don’t
hesitate to contact us. Below are the contact details:
Email: [email protected]
or [email protected]
Telephone: Phone your C-ARF Rep!!! He will be there for you.
Website: http://www.composite-arf.com
This instruction manual aims to do 3 things:
1) Show you how to build your aircraft accurately and properly.
2) To explain about your fully-composite aircraft, and how to handle and maintain it.
3) How to set up and trim your finished IMAC type aircraft perfectly to give you the most enjoy-
ment from it.
Below are a few of the TOC pilots who helped to design and modify our 3m Extra 330S to the
championship-winning standard it is now at. And your 2.6m span Extra 330L is based on the
design of that plane and the experience of these experts.
Composite-ARF SuperXtra 330L (3.1m span) [email protected]
2
Jason Shulman
Sebastiano Silvestri
Ivan Kristensen
Mike McConville
Composite-ARF
would like to thank all of
these 4 very experienced
pilots for their co-operation and
help, which has made this 330 Extra
aeroplane as good as it is today.
Of course all four of them are also Rep’s for
C-ARF, and if you want to ask them any questions
you can email them (see our website for links) directly,
or email your questions to us at ‘feedback@composite-
arf.com’ and we will forward your comments to them.
We are sure that they will answer you right away.

Liability Exclusion and Damages
You have acquired a kit, which can be assembled into a fully working R/C model when fitted out
with suitable accessories, as described in the instruction manual with the kit.
However, as manufacturers, we at Composite-ARF are not in a position to influence the way you
build and operate your model, and we have no control over the methods you use to install,
operate and maintain the radio control system components. For this reason we are obliged to
deny all liability for loss, damage or costs which are incurred due to the incompetent or incorrect
application and operation of our products, or which are connected with such operation in any
way. Unless otherwise prescribed by binding law, the obligation of the Composite-ARF compa-
ny to pay compensation is excluded, regardless of the legal argument employed.
This applies to personal injury, death, damage to buildings, loss of turnover and business,
interruption of business or other direct and indirect consequent damages. In all circumstances
our total liability is limited to the amount which you actually paid for this model.
BY OPERATING THIS MODEL YOU ASSUME FULL RESPONSIBILITY FOR YOUR ACTIONS.
It is important to understand that Composite-ARF Co., Ltd, is unable to monitor whether you
follow the instructions contained in this instruction manual regarding the construction, operation
and maintenance of the aircraft, nor whether you install and use the radio control system
correctly. For this reason we at Composite-ARF are unable to guarantee or provide a
contractual agreement with any individual or company that the model you have made will
function correctly and safely. You, as operator of the model, must rely upon your own expertise
and judgement in acquiring and operating this model.
Supplementary Safety Notes
Pre-flight checking:
Before every session check that all the model’s working systems function correctly, and be sure
to carry out a range check.
The first time you fly any new model aircraft we strongly recommend that you enlist the help of
an experienced modeller to help you check the model and offer advice while you are flying. He
should be capable of detecting potential weak points and errors.
Be certain to keep to the recommended CG position and control surface travels. If adjustments
are required, carry them out before operating the model.
Be aware of any instructions and warnings of other manufacturers, whose product(s) you use to
fly this particular aircraft, especially engines and radio equipment.
Please don’t ignore our warnings, or those provided by other manufacturers. They refer to things
and processes which, if ignored, could result in permanent damage or fatal injury.
Composite-ARF SuperXtra 330L (3.1m span) [email protected]
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Composite-ARF SuperXtra 330L (3.1m span) [email protected]
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Attention !
This IMAC-Aircraft is a high-end product and can create an enormous risk for both pilot and
spectators, if not handled with care, and used according to the instructions. Make sure that you
operate your Extra according to the AMA rules, or those laws and regulations governing the
model flying in the country of use.
The engine, servos and control surfaces have to be attached properly. Please use only the
recommended engines, servos, propellers, and the accessories supplied in the kit.
Make sure that the ‘Centre of Gravity’ is located in the recommended place. Use the nose heavy
end of the CG range for your first flights, before you start moving the CG back to a more critical
position for 3D-maneouvres. If you find that you need to relocate your batteries or even add
weight in the aircraft to move the CG to the recommended position, please do so and don’t try
to save weight or hassle. A tail heavy plane, in a first flight, can be an enormous danger for you
and all spectators. Fix any weights, and heavy items like batteries, very securely to the plane.
Make sure that the plane is secured properly
when you start up the engine. Have at least 2
helpers hold your plane from the tail end or
from behind the wing tips before you start the
engine. Make sure that all spectators are
behind, or far in front, of the aircraft when
running up the engine.
Make sure that you range check your R/C
system thoroughly before the first flight. It is
absolutely necessary to range check your
complete R/C installation first WITHOUT the
engine running. Leave the transmitter antenna
retracted, and check the distance you can walk
before ‘fail-safe’ occurs. Then start up the engine, run it at about half throttle and repeat this
range check with the engine running. Make sure that there is no range reduction before ‘fail-safe’
occurs. Only then make the 1st flight. If you feel that the range with engine running is less then
with the engine off, please contact the radio supplier and the engine manufacturer and DON’T
FLY at that time.
Check for vibrations through the whole throttle range. The engine should run smoothly with no
unusual vibration. If you think that there are any excessive vibrations at any engine rpm’s, DON’T
FLY at this time and check your engine, spinner and propeller for proper balancing. The light-
weight sandwich composite parts don’t like too much vibration and they can suffer damage. The
low mass of all the parts results in a low physical inertia, so that any excess vibrations can affect
the servos and linkages.
Make sure that your main spars are not damaged. Check that the front and rear anti-rotation pins
for the wings and horizontal stabiliser are located correctly in their holes, and are not loose.
Check that the 4 plastic wing retaining nuts are tight, that the M3 bolts retaining the horizontal
stablisers on to the aluminium tube are installed and tight, and that the hinge wires for the rud-
der and elevators cannot come out.
If you carefully checked all the points above and followed our advice exactly, you will have a safe
and successful first flight - and many hours of pleasure with your Composite-ARF Extra 330L.
NO !!!
Secure the plane
before starting the engine.
DANGER ZONES
NO NO

General information about
fully-composite aircraft structure and design
All the parts are produced in negative molds, manufactured
using vacuum-bagged sandwich construction technology.
All parts are painted in the moulds, either single colour or
designer colour schemes. A new production method, called
TAVS (Total Area Vacuum Sandwich), enables us to pres-
ent this aircraft with incredible built-in strength, while still
being lightweight, and for a price that nobody could even
consider some years ago. This production process has
huge advantages, but a few disadvantages as well. These
facts need to be explained in advance for your better under-
standing.
Description of Parts
The Wings:
Both wing halves are made in negative moulds, and fully
vacuum bagged, using only 2 layers of 2 oz. cloth in com-
bination with a very hard 2 mm foam sandwich form a hard
and durable outer skin. Because of this TAVS technology
no additional structural parts are needed except for main
spars, which are the fully-floating, carbon reinforced type.
The ailerons are hinged already for you. They are laminat-
ed in the wing mould and are attached to the main wing
with a special nylon hinge-cloth, sandwiched between the
outer skin and the foam. This nylon hinge is 100% safe and
durable. You will never have to worry about breaking it, or
wearing it out. There is no gap at all on the top wing sur-
face, and there is a very narrow slot in the bottom surface,
where the aileron slides under the main wing skin during
down throw. This hinge setup is the cleanest you can ever
obtain, but you have to take some care during assembly for
proper installation and servo set up.
First, the hinge line is on the top surface of the wing, not in the centre. This is NOT a disadvan-
tage, if you set in about 10% NEGATIVE aileron differential in your transmitter program. This
means that the ‘down’ throw needs to be about 10% more than the up throw.
Why? Because the axis of the hinge is not at the centreline of the aileron, so it moves slightly
in and out when it travels, and the aileron gets a little "bigger" in surface area when moving up,
and "smaller" when moving down. This is why you have to set the negative differential in your
transmitter to compensate for the size changing. 10% is a good starting point, and you will find
out the exact setting during the first flights, doing fast vertical rolls and watching the fuselage
rolling in a perfect line. You can set it perfectly, this is guaranteed.
The bottom slot needs some explanation, too. The cut line is exactly in the correct position so
that the aileron slides under the wing skin smoothly. If the cut was a few mm forward or back, it
Composite-ARF SuperXtra 330L (3.1m span) [email protected]
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Centreline of hinge axis
Phenolic control horn
3.1m SuperXtra wing moulding,
showing full-carbon composite
spar and anti-rotation dowels.

would not work properly. So, make sure that the lip is not damaged, and that the aileron slides
under this lip perfectly. It will NOT lock at any time, as long as the lip is not damaged. If damage
occurs to the lip, you can cut off 2-3 mm, but you should NEVER need to cut off more than this.
The wings are already set-up for 2 servos per aileron, and designed specifically around a pair of
JR/Graupner 8511/8611 servos which fit into a CNC-milled phenolic plate. For normal pattern
style flying, a pair of JR8411, or equivalent, servos should
be sufficient, but we highly recommend that you use the
suggested 8511/8611servos.
The wings are attached to the fuselage with the 4 threaded
aluminium dowel anti-rotation pins, with 4 plastic nuts
inside the fuselage. If the aluminium dowels come loose in
the wing, the wing will slide outwards, away from the fuse-
lage, and the main spars will definitely break. So take great
care to inspect the glue joints of these anti-rotation dowels
in the wing REGULARLY. Excessive vibrations or hard
shocks can cause the glue joints to weaken or break.
Monitor these joints whenever you set up your plane. Never
forget to tighten the nuts inside the fuselage. Your flight will
end after 100 ft and you will have to fix a hole in your club’s
runway. Please DO NOT modify these attachment dowels in
any way, their perfect function is proven for many years.
The Fuselage:
The fuselage is also made in negative moulds, and
(except for the bottom surface) it is also all constructed
using TAVS technology, with the diagon-technique carbon
strengthening for improved torsional stability. All the load-
bearing internal parts are glued in during manufacture, to
ensure accurate location and reduce the assembly time
for you. The pockets in the wings to receive the other ends
of the fully-floating blade spars, the stab spar tubes, and
the holes and reinforcement plates for the anti-rotation
dowels, are already installed. Although it is possible to
adjust the incidences of both the wings and the stabilisers
very easily using the C-ARF adjuster system, we have
already set these to the nominal zero position at the fac-
tory, which will be fine for 1st flights. See Wing and Stabiliser
sections for details, and the 2 photos here.
The landing gear mount is strong and doesn’t need any
extra reinforcement. You have an extremely light weight
fuselage, and the gear loads need to be led into the struc-
ture gently. No glue joint needs to be stronger than the
materials that it is attached to, as it would just result in
increased weight for no advantage. The landing gear is a
fairly flexible design, which works very much like shock
absorbers. This plane is not made for crashing, but the
landing gear will take some hard landings without prob-
lems. Do not change or modify it, as the results would only
be negative. We had plenty of time and experience to
engineer the strength needed in this area - and we did !
Composite-ARF SuperXtra 330L (3.1m span) [email protected]
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(above) The moulded incidence
adjusters are already set correctly
in the factory for your 1st flights.
(below) The stabiliser incidence is
also adjustable, but has also been
pre-set for neutral at the factory.
The whole fuselage is manufac-
tured using the ‘Diagon-techique’
with carbon tows to give excep-
tional torsional stiffness combined
with extremely low weight.

The motordome and firewall are pre-installed, and provide
plenty of strength for any engines up to 150cc on the mar-
ket today. See the Engine Installation section for details of
engine and setting thrust angles.
The engine cowling should be attached using the method
shown. It is only a little work and this mounting has been
tested and proven for many years.
The Stabilisers:
The stab parts are also vacuum bagged sandwiched. The
rudder and elevator control surfaces are hinged with 4mm Ø
tubes, fitted through phenolic hinge bearing plates which are
installed during manufacture for perfect alignment.
All the structural parts are pre-installed. The horizontal
stabs are mounted with one 20mm tube and one alumini-
um anti-rotation pin each. The rudder and elevator design
allows for at least 50 degrees throw. For the SuperXtra it
is necessary to keep the tail area as lightweight as possi-
ble, but it is still mandatory that each stab is fitted with two
powerful digital servos (JR8411 or 8511/8611) installed in
each half. Please remember during assembly of the plane
that every gram of weight should be saved in the tail area,
without omitting our recomendations about mass-balanc-
ing of the elevators.
Take Care:
Composite sandwich parts are extremely strong, but frag-
ile at the same time. Always keep in mind that these con-
test airplanes are designed for minimum weight and max-
imum strength in flight. Please take care of it, especially when
it is being transported, to make sure that none of the critical
parts and linkages are damaged. Always handle your air-
plane with great care, especially on the
ground and during transport, so you will have
many hours of pleasure with it.
Composite-ARF SuperXtra 330L (3.1m span) [email protected]
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(below) The SuperXtra is 99% pre-
fabricated, with all the bulkheads,
Rx and Powerbox plates, tank
base, rudder servo plates, etc.,
installed at the factory.
Some views inside the new factory,
showing a small part of the ‘Finishing’ and
the ‘Quality Control/Assembly’ areas.

The ‘Paint Job’
Occasionally customers notice certain problem areas with composite parts.
But the question is: Are these real problems, or are they just a misunderstood sign of high-tech
construction, proving the high-end composite technology?
Seams:
ALL composite parts have seams.
They are there today, and they will
be there forever. You will have to get
used to them ... or you’ll have to
touch up the paint yourself !
But what is a seam? A seam on the
fuselage, especially already painted
in the mould, proves that this is a
vacuum-bagged high-tech part,
made in negative moulds. Our
seams are fine and straight, no neg-
ative impression at all ... but they are
there. When possible we include
5mm wide strips of self-adhesive
vinyl, painted in exactly the same
colour as the plane for you to cover
the seams if you want.
Paint flaws:
If the aircraft is painted in the
moulds, you can save a lot of
weight. At least 2 lbs ... and that is
definitely worth saving !
A negative paint job is very compli-
cated to make. The painter never
sees the result of his job. He cannot
see the design growing and devel-
oping - he is painting ‘blind’. He
even cannot see little mistakes and
flaws, and even if he COULD, he
could not correct them. The maxi-
mum time to apply a designer paint
scheme in the mould is no more
than 20 minutes. It is a big rush
against time, because even if it is
just few minutes too slow then the
masking cannot be removed without
pulling off the paint itself ! This is a
BIG challenge, but the result is
extraordinarily impressive. Even
with slight flaws the general appear-
ance of these one-of-a-kind paint
jobs is unique.
Composite-ARF SuperXtra 330L (3.1m span) [email protected]
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(above) The 3.1m SuperXtra, 2.6m Extra 330L and the
2.3m Extra, are also available in the ‘JR scheme’.
(below) One of our customers with the original
3m Extra 330S practising his tail-in hovering !

In a ‘positive’ paint job some effects can
never be done. Just think about the
shadows, peel backs, highlights, and
3D effects - and all with a perfectly flat
and uniform surface for optimum airflow
and aerodynamics.
Truly hard to do, but still possible, are
the paint jobs which seem to be so sim-
ple at first glance: Schemes with
straight lines and stripes. Quite easy
with positive painting, but it’s very hard
masking the lines in the negative
moulds, because we cannot assemble
the parts before masking. To get the
stripes lining up exactly at the rudder,
wing and cowling joints is therefore
almost impossible. This is why we sug-
gest using thin vinyl trim to make sure
that these stripes line up perfectly.
Sometimes it is necessary to do that,
and it is definitely not a quality problem
or a "flaw". It comes back to what is
possible, and what is impossible.
If you want to have a really
perfect paint job, then you
might decide to have a sin-
gle colour version and have
it painted by yourself or
your friend.
But don’t forget: Consider
the additional cost, consid-
er the additional weight,
consider that even if it is
painted ‘positive’ there will
be areas you won’t be
happy with.
Of course you won’t com-
plain, because you created
these flaws yourself… !
Composite-ARF SuperXtra 330L (3.1m span) [email protected]
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(above) The complex paintwork is completed in the
moulds by our skilled staff, to produce such stunning
schemes as this, all with a perfectly flat surface.
(below) This is the FiberClassics (now ‘Composite-
ARF’) force at the TOC 2000, with all models painted
in the moulds.

Tools and Adhesives
Tools etc:
This is a very quick and easy plane to build, not requiring difficult techniques or special equip-
ment, but even the building of Composite-ARF aircraft requires some suitable tools! You will
probably have all these tools in your workshop anyway, but if not, they are available in all good
hobby shops, or hardware stores like "Home Depot" or similar.
1. Sharp knife (X-Acto or similar)
2. Allen key set (metric) 2.5mm, 3mm, 4mm & 5mm.
3. Sharp scissors
4. Pliers (various types)
5. Wrenches (metric)
6. Slotted and Phillips screwdrivers (various sizes)
7. M3 tapping tool (metric)
8. Drills of various sizes
9. Small spirit level, or incidence meter.
10. Dremel tool (or Proxxon, or similar) with cutting discs, sanding tools and mills.
11. Sandpaper (various grits), or Permagrit sanding tools (high quality).
12. Carpet, bubble wrap or soft cloth to cover your work bench (most important !)
13. Car wax polish (clear)
14. Paper masking tape
15. Denaturised alcohol, or similar (for cleaning joints before gluing)
Adhesives:
Not all types of glues are suited to working with composite parts. Here is a selection of what we
normally use, and what we can truly recommend. Please don’t use inferior quality glues - you will
end up with an inferior quality plane, that is not so strong or safe.
1. CA-Glue ‘Thin’ and ‘Thick’ types. We recommend ZAP, as this is a very high quality.
2. ZAP-O or PlastiZAP, odourless (for gluing in the clear canopy)
3. 5 minute-epoxy (highest quality seems to be Z-Poxy)
4. 30 minute epoxy (stressed joints must be glued with 30 min and NOT 5 min epoxy).
5. Epoxy laminating resin (12 - 24 hr cure) with hardener.
6. Milled glass fibre, for adding to slow epoxy for strong joints.
7. Microballoons, for adding to slow epoxy for lightweight filling.
At Composite-ARF we try our best to offer you a high quality kit, combined with outstanding
value-for-money, and as complete as possible. However, if you feel that some additional or dif-
ferent hardware should be included, please feel free to let us know.
Email us: [email protected]. We know that even good things can be made better !
Composite-ARF SuperXtra 330L (3.1m span) [email protected]
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