JSM Xcalibur User manual

Instruction
Manual
Specification:
Wingspan: 1855mm (73”)
Length: 1970mm (77.5”)
Weight: 7.5 - 9Kg (Approx.)
Radio: 6+ Channel (Required)
Turbine: 50-100N (5-10Kg) (Recommended)

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Congratulations on your purchase of the Xcalibur Jet. This performance model is ideal for use as a
first jet or as a sports jet model.
Before you build the model, please read the instructions the whole way through to understand the
construction sequence.
Warning: The Xcalibur has been designed to enable turbines of 50 to 100 Newtons thrust to be
installed, however it is VERY important to note that if turbines of over 80 Newtons thrust are fitted,
full power should not be used for any extended diving manoeuvres, as this will lead to speed in
excess of the design specifications. The use of full power in level flight or climbing manoeuvres is
completely acceptable. As the Xcalibur is a light and low drag airframe, turbines of more than 80
Newtons can have their maximum thrust level reduced within the ECU, which will in turn reduce the
fuel consumption and thus increase flight time, extending the period between services due to the
lower stress on the turbine yet still give the model superb performance including prolonged vertical
climbs.
• Turbine of 50 – 100 Newton (5.0 to 10.0Kg)
thrust
• Retractable Undercarriage set complete with
Wheels/Brakes
• Fuel tank (L-JSM001/FT recommended as
this has been designed specifically for the
Xcalibur)
• Suitable radio system of at least 6 channels
with receiver and battery pack of at least
1800mAh capacity
• 2 Standard size servos for ailerons of at least
6.5Kg/cm torque
• 2 Mini servos for rudders of at least
4.5Kg/cm torque
• 1 Standard size servo for elevator of at least
10.5Kg/cm torque
• 1 Standard size servo for flap of at least
4.5Kg/cm torque
• 1 Standard size metal gear servo for
nosewheel steering
• 2 Servos for retract and brake valves or 2
electronic valves
• Various extension leads for rudder, elevator,
aileron and flap servos
• Tygon fuel line
Introduction
Required to Complete

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Glue the hinges into the tailplane as shown, using
epoxy or a similar high quality, high strength glue,
whilst protecting the hinge point with a drop of oil or
grease. Allow to cure.
Glue the exposed ends of the hinges into the elevator,
and wipe any excess glue away before it starts to
cure.
Screw the elevator servo into place as shown, having
first fitted a short extension lead to extend the servo
lead out of the tailplane through the fin mounting. Use
a wrap of tape to secure the plug and socket together.
The minimum length lead required should be used as
once the tailplane is attached to the fin there is limited
space for excess lead material.
Attach the elevator control horn and make up the
elevator pushrod as shown, making sure that keepers
are fitted to the clevises for security. The hatch cover
is also re-fitted at this time, and the slot in the hatch
should be trimmed as required to allow free movement
of the servo arm and pushrod.
Run extension leads through the tail booms for
the elevator and rudder servos, note that the left
boom carries both elevator and rudder extension
leads, whereas the right boom carries only a
rudder extension lead. Fit the rudders to the tail
booms using hinges in a similar manner to that
illustrated for the elevator, note that the rudders
are handed and have hard points for the control
horns on the inboard sides, and the rudder servos
are consequently fitted on the inboard sides of
the booms - check this before final fitting of the
rudders.
Step 1
Step 2
Step 3
Step 4
Step 5

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Install the rudder servos as shown, with the
output arm towards the front of the boom. Attach
the control horn to the rudder and make up the
rudder pushrod in the same way as per the elevator
connection previously making sure that keepers are
fitted to the clevises for security. Repeat for the second
tail boom.
Mount the aileron servos to the supplied mounts as
shown, ensuring that the two servos are mounted in
opposition to each other so as to correctly fit both
wing panels.
Glue the servo mounts to the servo hatch covers
as shown, ensuring that the servo is not also glued
permanently into place, and that the control horn is
centred in the pre-cut slot in the hatch cover.
Fit the aileron to the wing panel using hinges in a
similar manner to that illustrated for the elevator.
Attach the control horn to the aileron and make up the
aileron pushrod as shown, making sure that keepers
are fitted to the clevises for security. Repeat for the
other wing.
Install the main retracts, legs and wheels as shown,
running the retract and brake airlines into the fuselage
and under the air intake ducting, then towards the
front of the fuselage.
Step 6
Step 7
Step 8
Step 9
Step 10

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Check that the legs/wheels retract fully, a small
amount of trimming of the underside fuselage skin may
be required to achieve this.
Prepare the nose retract for fitting by attaching the
closed loop cables to the steering arms, then check fit
of the unit. Clearance slots must be cut into the retract
recess for the closed loop cables. Once happy, fit the
nose retract, having previously connected the air lines,
and run these back into the main equipment bay.
Prepare the fuel system for the tank as shown – it is
strongly recommended that all fuel lines are safety
wired to all tubes/fittings to eliminate any leakage or
possibility of the fuel lines becoming detached. Note
the use of a felt clunk to eliminate any air bubbles
being passed through to the turbine.
Fit the fuel system/bung to the tank making sure that
the clunk is free to move up and down at the rear of
the tank, and that it does not jam anywhere. Ensure
the clamp screw through the centre of the bung is
tight, then check for leaks by sealing the fill and
vent tubes and immersing the tank in hot water –
the expansion of the air within the tank will quickly
produce a stream of bubbles from any leakage point.
Note safety wiring.
Test fit the flap to ensure the control horn moves
freely through the pre-cut slot in the fuselage without
binding.
Step 11
Step 12
Step 13
Step 14
Step 15

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Fit the flap to the fuselage using hinges in a similar
manner to that illustrated for the elevator, hold the flap
in correct position with tape whilst the glue cures, to
ensure free movement without jamming.
Install the flap servo and make up and fit the linkage
as shown.
Make sure that all extension leads, airlines etc are
installed and secured so that they cannot move or get
damaged, we used cable ties and sections of rubber
bands glued to the fuselage to retain these safely.
Fit the fuel tank and retain with a small amount of
servo tape onto the mounting plate and two heavy
duty cable ties – tighten these snugly, but do not
overtighten, as the fuel tank may be damaged. Glue a
short length of brass or aluminium tubing through the
bottom of the fuselage and connect the overflow pipe
from the tank to this. Note the fitting of a ply plate for
the air tank mounting. Alternatively the air tanks can
be glued direct to the tank.
Offer up the turbine to be used to the mounting rails,
depending on the turbine being used either 2 or all 4
of the supplied mounting blocks can be used to bring
the turbine centreline level with the centreline of the air
intake duct, ensuring that the turbine is positioned as
far forward as possible.
Step 16
Step 17
Step 18
Step 19
Step 20

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Epoxy the turbine mounting blocks into place, ensuring
that they do not move whilst the epoxy is curing.
Mount the turbine being used with self tapping screws,
note the use of a FOD guard and the run of the fuel
and starting lines. The electrical cable/s to the engine
should be run down the side of the fuselage.
ECU and receiver battery packs should be mounted
as far forward as possible to reduce the amount of
noseweight required. Do make sure that the nose
moulding will still fit correctly when the battery packs
are installed. Other heavy items should also be
mounted as far forward as possible – the prototypes
had the fuel pump mounted in the nose to aid
balance.
The nosewheel steering servo should be installed as
shown, then the closed loop cables to the noseleg can
be connected to the servo horn.
General installation will be affected by the turbine
being used and thus the type and size of ancillary
equipment – illustrated is a typical layout for a P-60
turbine with large ECU, more modern engines with
smaller ECUs and kerosene start will enable a simpler
and less cluttered layout. Note the air tanks on top
of the fuel tank – as the air tanks are very light there
is no problem in mounting them here, it will not
adversely affect the balance of the model.
Step 21
Step 22
Step 23
Step 24
Step 25

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More installation detail showing ECU and I/O board,
as well as the retract and brake air valves and servos.
Note the small screw at the rear of the left side
equipment tray, this retains the rear end of the tray
whilst the front end locks into the former at the front
of the equipment bay. The right side equipment tray is
secured in a similar manner.
The nose moulding is attached with one small self
tapping screws as shown.
The tailplane is attached to the tail booms with two
screws on each side, ensure these are tight but take
care not to crush the tailplane structure, and do
not forget to connect the elevator servo lead to the
extension lead that was previously run up through the
fin. Secure the plug and socket together with a wrap
of tape.
Tail booms are attached to the fuselage with long M4
screws and washers, at the same time connecting the
elevator/rudder servo leads from the booms to the
leads from the fuselage. Secure the plug and socket
together with a wrap of tape. Note that the sides of
the booms with the rudder servo should be facing
inwards.
Wing panels are fitted to the wing joiner tube, which
is itself slid into the tube installed in the fuselage,
connect the aileron servo lead up at this stage.
Step 30
Step 31
Step 32
Step 33
Step 34

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The wing panels are retained using the pre-installed
moulded clamps onto the wing joiner ends.
With the model completed it is vital to go through thorough checks of every part, as it is all too easy
to forget to do up a screw tightly, or neglect to safety wire fuel tubing. Any jet requires very careful
assembly and maintenance if it is to be safe and reliable, and the Xcalibur deserves this care and
attention. It is always wise at this point to get a second experienced modeller to go over the model,
even if they have never flown a jet, as they will be looking at the model with fresh eyes and might
detect a problem you may have missed.
Once the overall checks have been carried out, a further check of the fuel and air system should be
done, as problems with either of these systems can mean a destroyed or badly damaged model,
particularly if the turbine flames out just after take-off due to a leaking fuel fitting. It is suggested
that a hand pump is used to pressurise the fuel system through the fill connector, with the overflow
blocked, to check for leaks – do not overdo the pressure though as this could cause the tank to split.
A low pressure is all that is required to show up a leak.
The air system should hold pressure effectively, so pump it up to around 90psi and leave for 60
minutes, after which time the very maximum pressure loss should be no more than 10psi, preferably
much less. If your system leaks more than this the leak/s must be found and cured, as a landing with
the undercarriage retracted, or even worse, half extended will almost certainly result in damage!
Step 35
Step 36
Aileron: 18mm each way at root of aileron, with
20% exponential
Elevator: 20mm each way at tip of elevator, with
10% exponential
Rudder: 55mm each way at base of rudder, with
no exponential
Flap: 40mm deflection for take off
75mm deflection for landing
A small amount of down mixing on the elevator should
be added for flap deflection, no more than 5% initially
for full flap (landing) deflection.
Control Throws

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The balance point of the Xcalibur is 160mm back from
the leading edge at the root of the wing panels, this
should be measured with the undercarriage extended
and with any header tank (if used) full.
Balancing the Xcalibur
We recommend the use of a long runway for first flights, particularly if this is the first jet model you
have flown. The Xcalibur a good sized model with a matching performance, so it can cover a great
deal of sky in flight – having a long runway and plenty of available air space makes the early flights
much safer and more enjoyable.
Do carry out thorough range checks before flying, both with the turbine shut down and running,
and check for any radio interference caused by the turbine, throughout the rpm range. Also check
all the controls, ensuring that they operate in the correct direction and with the correct movements,
and that there is no slop or lost motion in any of the linkages. Check that all clevises and ball joints
are secure. Any clevises being used must have keepers fitted for added security. Finally check the
retracts to make sure they are operating correctly and that no air leaks have developed.
Once happy, refill the fuel and air tanks, and once the turbine is running check that it will hold full
power without any air appearing in the fuel lines which could then result in a flameout on take-off.
Taxi the model out to the runway being used – although flap can be used for take off we suggest
that this is not done for first flights. If the nosewheel is correctly trimmed then no rudder application
should be required during the early stages of the take off run unless taking off cross wind, and once
at flying speed a small amount of up elevator is all that is required to allow the model to lift off,
whereupon we suggest that the landing gear can be retracted and the model allowed to climb to
circuit height. Once at a comfortable height power should be reduced, as the model will quickly
build speed being a clean low drag airframe, generally around half power is ample to maintain a
comfortable cruise speed.
Fine trimming can now be carried out, and once the model is correctly trimmed we suggest that a
few handling manoeuvres are performed at a safe height, for example turns in both directions, slow
flight, a clean stall, etc, etc. When happy with the handling of the model it is recommended that the
model be slowed down, the undercarriage lowered and flap applied into landing configuration and
a simulated landing approach is flown at a safe height, so that descent rates and flight attitudes at
various throttle setting can be observed. With this completed the model can be flown through basic
and advanced aerobatics until it is time to land.
The Xcalibur is a fairly simple model to land, a normal approach should be flown to stabilise the
model and slow it enough to lower the undercarriage, once aligned with the runway the flap can
be lowered in stages until full flap is applied – note that more power will be required due to the
increased drag of the flap. You will find that the Xcalibur is very stable in the landing configuration
Flying Notes
160mm

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•Completelychargeyourtransmitterandreceiverbatteriesbeforeying.
•Carefullycheckyourmodelovertoensurethatallscrewsaretightandeverythingiswellbonded.
•Double-checktheCentreofGravity.
•Checkthecontrolsurfacesforboththecorrectthrowanddirection.Ensurethateachsurface
moves freely, without any binding.
•Ensurethecomponentsaresecure.
Always fly the Xcalibur in a safe location at a recognised club. For further information on flying in
the UK, please contact:
British Model Flying Association (BMFA)
Chacksfield House, Tel: [phone]
31 St Andrews Road, Fax: [phone]
Leicester. LE2 8RE www.bmfa.org
Pre-Flight Checks
and it should be relatively simple to position the model for an accurate touchdown, the stability
once on the ground being excellent due to the wide track of the main wheels. If new to turbines
then it is wise to fly a few landing approaches at a safe height to become used to the relatively
slow acceleration of turbines and the descent rate of the model, this will reduce the likelihood of the
model ending up too low and too slow on final approach, with power coming on too late to arrest
the descent and resulting in an off runway landing.
Due to the relatively light wing loading of the Xcalibur and the clean design it is a pleasure to fly
through most aerobatics, and rolls, loops, spins etc are all easily performed, as can be slow flight,
particularly as the tank empties and the model weight reduces. The model is also very stable and
smooth to fly and we hope that you enjoy flying your Xcalibur as much as we enjoyed test flying the
prototypes and pre-production models!

Always Fly Responsibly and Safely.
Distributed to your local model shop by:
Ripmax Ltd., 241 Green Street, Enfield, EN3 7SJ. United Kingdom
Made in China