Carf-Models CL-41 Tutor User manual

Brand: Carf-Models

Model: CL-41 Tutor

Type: User manual

CL-41 Tutor

www.carf-models.com

The Canadair CL-41, given the designation CT-114 Tutor in the Royal Canadian Air Force was used

as a jet trainer. Designed and built by Canadair around 1960, the aircraft went on to serve as the

Canadian Forces primary jet trainer until 2000. The Tutor is perhaps best recognized as the aircraft

used by the Snowbirds team, the scheme represented here. Other schemes are available, look at

www.carf-models.com

Following on from our hugely successful BAE Hawk, the Tutor is the perfect scale looking sports/

trainer jet. The Tutor would make a perfect rst turbine aircraft for people used to handling

large aeroplanes.

Composite ARF Tutor T-114 manual – [email protected]

Contents

Accessories                                                           3

Wings                                                                5

Gear Doors                                                           10

The Main Landing Gear                                                 12

Air System                                                           15

Horizontal Tail                                                        16

Rudder                                                              19

Fuselage Assembly                                                    20

Nose Access Hatch                                                    23

Nose Anti Stall Strips                                                  24

Tail Pipe                                                             25

Fuel Tank                                                            29

Front Screen Windows                                                 31

Installation Plate                                                      32

Cockpit tub                                                           33

Final Set Up                                                          34

Control Movements                                                    34

Composite ARF Tutor T-114 manual – [email protected]

The Canadair CL-41, given the designation

CT-114 Tutor in the Royal Canadian Air Force

was used as a jet trainer. Designed and built by

Canadair around 1960, the aircraft went on to

serve as the Canadian Forces primary jet trainer

until 2000. The Tutor is perhaps best recognized

as the aircraft used by the Snowbirds team, the

scheme represented here. Other schemes are

available, look at www.carf-models.com

Following on from our hugely successful BAE

Hawk, the Tutor is the perfect scale looking

sports/trainer jet. The Tutor would make a

perfect rst turbine aircraft for people used to

handling large aeroplanes.

Composite ARF Tutor T-114

Accessories

This list will help you chose the main additional

items needed to nish your CARF-models

CT-114.

Fuel Tank 200106.

Landing Gear Set 250500.

Pneumatic Support 250550.

Smoke Tank 670202

Some of the recommendations we make are

mandatory and others can be sourced and

chosen by the builder. The items we list here

are highly recommended by CARF and have

been tested on both the prototype aircraft used

during the development of this aeroplane.

Cutting corners to save a few cents can only

reduce your enjoyment of this wonderful

product. CARF models form partnerships with

companies known for quality, guaranteeing

reliable landing gear operation. A must!

1. Servos (minimum 8 high quality servos) All

the main control surfaces require a minimum

11kg digital servo such as the Graupner/JR

8411/8711 metal geared servos. Both the

prototype models used JR 8411 and 8711

servos and we recommend these for perfect

results. The tailplane servos need to be

19mm wide servos like the 8411.

2. Heavy duty servo arms are recommended,

for the JR servos we used JR part JRPA215

or Graupner #Nr 3544. Two packets required.

Aluminium arms are not required.

3. A receiver power supply system like the

excellent Powerbox units are recommended,

these all use two separate batteries and

feature independent circuitry for true

redundancy. The Tutor tends to build quite

tail heavy, so any size of PB can be used and

larger batteries are recommended.

4. Turbine choice. Turbines in the 14-16kg

(30-38lb) thrust range can be used, both

prototype aeroplanes used JetCat 160SX

turbines. Turbines in the 16kg (36lb) 160N

thrust class are perfect for this aeroplane. All

CARF models display aeroplanes use JetCat

turbines.

5. Retractable Landing Gear sets are available

from CARF. The Tutor was designed

specically around the German manufactured

Behotec C50 units, the high quality set

include three units and legs, the mains

tted with Intairco wheels and high quality

brake units. The 112mm 4 ½" main wheels

and 90mm/ 3 ½" nose wheel make grass

operation a breeze, even with the straight

legs supplied.

6. Landing Gear support equipment is

also available from CARF models. The

Tutor requires four air rams to operate

the gear doors. Robart 165 cylinders are

recommended. The retract valve chosen

needs to operate air up/down units and a

suitable method of controlling the gear door

opening sequence.

7. Our Tutor has all the gear doors stay

open when the landing gear is in the down

position simplifying the operation. The

C-ARF air support set features high quality

Composite ARF Tutor T-114 manual – [email protected]

parts including air valves from Jet Tronic to

control the gear operation, door opening and

brakes. Robart rams with required hardware,

suitable air tubing and a large capacity air

tank for landing gear/door operation. Filler

valves, Festo joiners and quick disconnect

joiners. We strongly recommend you use this

proven high quality set.

8. A radio system with a minimum of

7 channels could be used coupled with a

Powerbox unit and matchboxes, but CARF

recommend a quality system with 9 or

more channels to allow individual servo

connections to the receiver system. A

Powerbox unit is recommended particularly

as the Tutor has quite long servo leads. All

PB units feature signal amplication which

is critical for perfect servo resolution when

using long extension leads (talk to your

CARF rep for advice on a suitable system)

High quality extension leads are required and

a guide to the sizes and quantities required

are listed in the instructions.

9. The Tutor kit has been designed with a large

4.2,ltr fuel tank giving long ight times,

a space is also included for a smoke tank,

both available separately from

CARF-models.com.

The Tutor features a large cockpit area which

benets from some additional detail. The Tutor

is a close to scale copy of the real aeroplane,

adding additional cockpit detail benets the

nished aeroplane. C-ARF supplies a set of

mouldings to assemble into a basic cockpit tub.

The Tutor is approx 1:4.25 scale. The canopy

area is designed to be hinged and includes a

method of keeping it open. Access to the nose

area is through a scale hinged access hatch

which can be easily opened without tools. The

kit features a clear nose lens, which deserves a

light unit tting. Various systems are available.

The high tail position and scale type ap

hinging mean the Tutor requires no elevator

mixing with takeoff or landing ap, this is

one of the easiest to land jet models available

today and would make a perfect rst jet model.

The super wide undercarriage position makes

the Tutor very stable on the ground, even in a

cross wind.

We suggest you start the construction with the

wings and tail assembly, though any order is

possible as the wings and tail parts have been

factory tted to ensure a perfect t.

Radio set up you have several choices

dependant on how many channels you have and

your choice of Powerbox. The set up used here

is with 12 channels, each aileron, ap, elevator

has its own channel for the best redundancy.

Then you have a choice, if you intend to t

smoke use a single channel for the rudder and

nose steering-if you use the same make servo in

each position the directions are correct without

a reverser. The nose wheel steering can operate

in the nose area and this has no ill affect. We run

gear and gear doors on separate channels and

simply use servo slow from the Tx to sequence

the gear and gear doors. Gear up the gear works

at normal speed and the doors are slowed, then

for gear down the doors work normal speed

and the gear is slowed. This works perfectly.

You could obviously use a gear door sequencer

and save a channel there. Brakes use their own

channel as does the throttle. The use of a PB

with matchbox facility or even the new PB

Cockpit version with built in sequencer will

allow less channels to be used.

Composite ARF Tutor T-114 manual – [email protected]

Wings

The Tutor features two part wings that plug

into a single 40mm aircraft grade aluminium

tube either side of the fuselage. Two carbon

pegs locate into the fuselage, these are factory

tted (Photo 1) xing the incidence. Two M6

x 30 high-tensile steel socket head cap screws

retain the wings. Access to the screws is via the

main gear door aperture. The gear needs putting

down before the screws can be easily installed.

A model stand like the excellent Byron stand is

recommended, though tipping the aeroplane one

wing at a time will allow straight forward xing

of these screws using a 6mm ball end driver.

The aileron and ap surfaces are separately

moulded items, factory nished with scale

type hinging and ready for installation onto the

wings. Actuating horns are also mounted ready

for installation of the linkages.

Wood/carbon laminated gear mounting plates

are factory installed to accept the CARF-Models

recommended gear. The landing gear openings

are factory cut, but may require a small amount

of trimming to clean up the gear door lip. The

factory hinged inner gear doors are ready to

accept the operating system. The outer doors are

actuated by the undercarriage legs. (Photo 2)

A large cover plate xed by nine 2.9 x 10 sheet

metal screw, make access to the ap servos and

gear mounts easy.

The aileron servos are screwed into CNC milled

plywood servo mounts that must be bonded to

the servo covers.

The Flap servo mounts are factory installed just

outside of the gear structure. All commonly

used servos will t the openings in either mount.

If you use the recommended JR servos two

500mm long leads are needed for the aileron

servos and two 320mm leads for the ap servos.

The leads run in the forward D section of the

wing, accessed through the wing spar openings.

Tip-Use the airline tube supplied with the

undercarriage set to aid pulling the servo wires

through. Threading it through from the root, the

natural curve of the tube will feed in to the rst

of the lightning holes just along from the ap

servo mount.

Assemble the ailerons servo mounts from the

milled plywood parts provided. Use either thick

CA or epoxy resin.

We strongly recommend JR 8711 servos for the

ailerons. Before xing the servo frame prepare

the servo with a JR super servo arm to allow

accurate positioning of the servo arm in the pre

cut slot. Use your radio or a known servo tester

to centre the servo arms before installation. JR

servo arms can be rotated 180 degrees to gain

better centring with minimal sub trim use. Tip

there are several moulds for the arms which are

numbered, these have different offsets.

Before bonding the Aileron servo mounts onto

the cover plate, sand the gluing area with course

glass paper to provide a good key. (Photo 3)

Tack glue the frame in place with CA and test

t the servo to ensure correct positioning. Once

satised, reinforce the joint with 30 minute

epoxy or Hysol. Ensure you rmly bond the

frame onto the cover plate, making a left and

right hand plate.

The servo should be mounted with 2.9 x 13mm

sheet metal screws provided (not with the servo

manufacturer supplied items) Some servos

require a small amount of the frame support

gusset trimming to clear the servo wire as it

exits the servo case.

The ailerons are hinged using a 4mm diameter

brass tube slid from the tip end. There are

various methods available to you for xing

of this tube, the easiest is a small amount of

glue. It is unlikely the aileron will ever need

removing during the life of this aeroplane.

The Aileron linkage is assembled from the

65mm length of M3 all-thread tted with an M3

steel clevis and M3 nut at one end, plus an M3

Nylon ball link at the other. Fix this between the

Composite ARF Tutor T-114 manual – [email protected]

Photo 2: Undercarriage legs.

Composite ARF Tutor T-114 manual – [email protected]

control horns using an M3 x 16 Allen screw and

nylon stop nut. Fit the clevis in the outer hole of

an 18-20mm radius arm.

Finally x the servo cover plate to the wing

using four 2.9 x 10mm sheet metal screws.

The ap servos are mounted into the larger

servo mounting frame and installed on the

factory installed mount, accessible through the

main gear opening in the wings lower surface.

The servo is mounted with the servo arm nearest

the wing leading edge and root. Assemble

the frame with thick CA or epoxy, making a

handed pair.

We recommend a servo with minimum 11.0kg

torque as the Tutor aps are quite large.

C-ARF strongly recommends using the JR

8411/8711 servo for the aps, (ideally the

8711) tted with a heavy duty servo arm. The

required ap travel requires a minimum 20mm

radius servo arm to exploit the available travel.

The Dubro high strength arms allow 22-25mm

radius which is ideal for a little more ap

travel. The depth of the wing allows a double

sided arm to be used without trimming the

unused side.

The ap servos are xed into the frame using

four 2.9 x 13 sheet metal screws-note do not use

the stock servo mounting screws. The frame is

mounted in the wing using three M3 x 10 Allen

screws tted with a washer. Note the centre

xing washer may need a at cutting to clear the

servo case. (Photo 4)

Some time should be spent cleaning up the

factory cut openings in the wing trailing edge

where the ap linkage passes through. Use a le

to remove any material left around the opening.

This will stop any possible binding of the

linkage during ap operation.

Photo 3: Aileron servo mounts.

Composite ARF Tutor T-114 manual – [email protected]

Photo 4: Servo mounting.

Photo 5: Flaps.

Composite ARF Tutor T-114 manual – [email protected]

The ap linkage is assembled using two M3 x

140mm all-thread rods tted with a locking nut

and steel M3 clevis at each end.

To allow perfect ap operation it is important

to set the two ap servo arms neutral with your

radio in the centre position of any control switch

or lever (take off Flap), the arm should then be

moved one spline forward of this position to aid

full ap movement. From this point the arm will

swing forward and back. Some additional ATV

may be required to gain the optimal landing

ap angle.

The aps are hinged using three M3 x 12 Allen

screws and nylon stop nuts screwed through the

three factory tted hinge arms. (Photo 5)

Composite ARF Tutor T-114 manual – [email protected]

Gear Doors

The main gear doors are factory hinged ready

for the operating system to be installed.

CARF recommend using Robart 165 rams as

supplied in the Air kit part No 250550. These

are connected to the horn using ball links the

ram requires a 2-56 stud which screws into the

ram rod. Remove the base mount supplied with

the ram and use an M4 x 30 Allen screw as the

mount. Fix the base end with an M4 T nut and

ply mounting disc provided. Mark a line 30mm

down from the wings lower surface, this is the

centre line of the ram base mount. The standard

length Robart 165 ram is exactly the correct

stroke, so actually positioning is critical.

The operating horns supplied with the Tutor will

require some trimming to function perfectly.

Looking at the photo for reference remove

approx 3mm (1/8") from the mounting face and

notch the horn around the hinge tube keeping

the operating point as close to the hinge tube

as possible. (Photo 6) (This helps reduce

the required stroke) Make up the ram with a

suitable ball link-we used Graupner part No

4618.55. Fix the ball to the outside of the horn

using an M2 x 10 screw and M2 nut. Fully

retract the ram and attach the ball link. Holding

the gear door approx 10 degrees off vertical,

tack glue the ply disc with a few drops of CA.

The ram needs to be fully closed with the door

open enough to clear the wheels as they swing.

It is important that the ram has not fully opened

with the gear door completely closed, this puts

a pressure on the door keeping it shut. Small

adjustments can be made to the base mount

position to ensure the doors close fully. Once

satised, fully bond the plywood mount to the

wing spar.

Note: Where the ram/horn passes through the

root rib ensure the corresponding opening in the

fuselage matches the wing root one. (Photo 7)

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Photo 6: Hinge tube.

Photo 7: Wing root.

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The Main Landing Gear

If you have purchased the CARF-Models Tutor

landing gear, installation is easy. The Behotec

units are proven over many thousands of ights

in other CARF models designs. The C-50 units

are CNC machined from quality aircraft grade

aluminium guaranteeing smooth, twist free

operation.

The Oleo legs are large 18mm diameter units

designed to take even grass eld landings,

coupled with the large 4 ½" main wheels the

CARF set will take most surfaces with ease.

Start by assembling the wheel/brake units onto

the oleo legs. The base of the oleo features a at

side and curved side. The at side is designed

to go against the brake unit with a 6mm spacer

washer to allow tyre clearance over the A link

pivot. The A link is designed to be on the front

of the leg. At this stage it is a good idea to

install the outer door attachment ring. Only

lightly tighten the set screw to hold the ring

in place.

During assembly ensure you grind ats on

all undercarriage pins where the set screws

seat. The wheel axle pin benets from the at

stopping short of the end, this will reduce the

chance of a lost wheel should the set screw

come loose.

Start by adding ats in the correct position

to match the two set screw positions in the

oleo legs. Tighten the set screws against these

ats and loosely assemble the complete oleo

legs into the yokes. Tighten to a point where

the oleo/wheel assembly can just be rotated.

The retract unit is mounted hard against the

closed end of the mount opening with 3mm

plywood between the mounting lugs and carbon

mounting plate. Cut four lengths of 3mm

plywood from the supplied strip and tack glue

these to the underside of the retract mounting

lugs. (Photo 8)

Place the retract unit into the wing and retract

the leg. Check clearance between the wheel and

gear door ram and mark the four mounting hole

positions with a 4mm drill bit. Remove the units

and drill through with the 4mm bit. Reinstall

the unit and place the four M4 mounting screws

through the clearance holes to check exact

centres match the retract units. When satised

open the four holes to 5mm and install the M4 T

nuts supplied, use epoxy to secure them.

Reinstall the retract units and screw in position.

Before grinding ats on the pins to suit the yoke

set screw positions the wheel must be aligned

to be parallel with the wing root, or set with

1 degree toe in. Tip: Use a sheet of A4 paper

placed along the wing root to sight the wheel

at outside face. Placing a stick across the

face held by bands will aid accuracy further.

(Photo 9)

Once satised tighten the set screws with an

L key, tightening as much as possible to mark

the pin. Remove the oleo leg and grind ats

for the set screws to seat against. Install with

a small amount of loctite to stop the screws

working loose from operation on hard surfaces

is recommended.

The leg gear door is hinged with a single at pin

hinge bonded in position between the door and

cover plate. It is important to le the area where

the hinge sits to allow the hinge pin to be as

close to the outer surface as possible. (Photo 10)

This reduces the gap required between door and

cover plate. Trim one half of the hinge tted to

the cover plate section to clear the carbon wing

rib. Bond the hinge with epoxy resin, and x

with self tapping screws if desired.

During the hinging process it is best to hold

the cover plate in position with tape to allow

quick and easy remove for adjustments. Once

the hinging is complete the cover plate can

be screwed home with nine 2.9 x 10 sheet

metal screws.

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Photo 8: Mounting lugs.

Photo 9: A4 paper on the wing root.

Composite ARF Tutor T-114 manual – [email protected]

Photo 10: Hinge.

Photo 11: Leg door mechanism.

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The leg door is opened by a bent wire link

shaped like an open rectangle. The closed end

has a section of 3mm plastic tube bonded to the

door approximately 98mm from the hinge. It’s

important that the link pulls the door against a

light tension with the leg fully retracted, this

will stop the door opening in ight. (Photo 11)

Air System

There are several slots and holes machined in

the wing spar suitable for routing the airlines

through. All the services need to exit the wing

in the D box area in front of the wing spar.

The brake line needs enough slack to allow

free movement of the leg. There are ve lines

in each wing, t these with ¼ turn quick

disconnects provided in the air kit. Mixing

male/female on the up and down line lessens the

chance of a wrong connection, coupled with the

different colour air lines provided. (Photo 12)

Photo 11: Leg door mechanism.

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Horizontal Tail

The Tutor features a high or T tail position. The

xing screws and brace tube spar have been

completed in the factory. It is imperative that

the tailplane seats properly on the n top to

guarantee correct incidence. It may be necessary

to shorten the carbon tube, check the depth of

each socket with a stick and reduce the overall

tube length by 2mm. Chamfer each end for easy

installation. (Photo 13)

The two elevators require servos with a

maximum thickness of 19mm. The JR 8411 is

ideal for this and the servo chosen for our two

prototype aeroplanes. The elevator servos are

mounted onto the cover hatch using aluminium

angles. (Photo 14)

Screw the servos to the aluminium angles using

M3 x 10 Allen screws and 3mm washers, use

a small amount of loctite. The angles will seat

better if you trim the buffer section off the JR

servo grommets to allow the angles to seat

against the servo case. Using your radio, centre

the servos and t with heavy duty arms with

minimum 18mm radius. Cut off the unused half.

Position the servo with the servo arm in the

centre of the cover hatch slot, position the

servo equal distance from each side and then

mark the four mounting hole positions on the

cover plates. Drill the cover 3mm and t the

servos using four M3 x 6 button head screws.

(Photo 15)

The two servo wires exit the tailplane between

the rear xing screw and carbon spar socket.

(Photo 16) Dremel a suitable size opening in

the tailplane and n, just large enough for your

chosen connectors. The second prototype model

shown here uses stock heavy duty leads for the

elevator and rudder.

Assemble the elevator pushrods from M3 x

45mm all thread, tted with an M3 nut and

clevis at the servo end and ball link at the other.

Bolt the ball link between the elevator horns

using an M3 x 16 Allen screw and M3 stop nut.

Adjust the clevis for a neutral elevator and lock

the nut against the clevis. The 2mm hinge wire

is simply held in position with a spot of epoxy.

You can recess the end with a drill to allow

easier removal. (Photo 17)

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Photo 13: Fixing the tail.

Photo 14: Elevator servos.

Composite ARF Tutor T-114 manual – [email protected]

Photo 15: Mounting holes marked and drilled.

Photo 16: Exit holes for servo wires.

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Carf-Models CL-41 Tutor User manual

Carf-Models CL-41 Tutor User manual

Carf-Models CL-41 Tutor User manual

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