A look at the Composite-ARF Flash sport jet
Jim Hiller [[email protected]]
Overview and specs
I had an opportunity to fly a Composite-ARF Flash last fall. Neat airplane! Gerry Kerr Jr. attended the Spiderman Jet Rally with a new Flash, fresh out of the shop and ready for me to wring out. We arrived a day early to get in some flying, and I had fun with his new aircraft—that was, until he realized how good it was and then he wouldn't let go of the sticks.
The Flash is a proven design from Composite-ARF that's been around for a few years. It is an excellent high-performance sport jet.
- Construction: painted-in-the-mold composite, typical of Composite-ARF designs
- Wing: one-piece, 64.5 in span — suited to 19–28 lb thrust turbines
- Length: 81.5 in
- Empty weight (claimed): roughly 21–23 lb, depending on options
- Fuel: fuselage tank ~2.2 L; wing tank ~0.5 L
The jet is available in basic white up to colorful sport schemes and even military paint (including Blue Angels livery). Full details, including price and a listing of Composite-ARF representatives, are on the company's website (see Sources).
Gerry's test model started as a basic white Flash with simple black trim. Power was supplied by a SimJet 2300, and his retracts used Pro-Link struts.
Ground handling
Taxiing out for takeoff revealed two things: the main gear has a wide track, and the stiffness of the Pro-Link struts transmits runway bumps through the hollow composite wing (a nuance of trailing-arm link struts when pulled full vertical). The wide-track mains make for excellent handling on takeoff and landing rollout.
Flight impressions
In the air, the Flash performs as any good sport jet should—fast and smooth. The recommended setup from Composite-ARF was in place for the test flight, but Gerry and I didn't like it. It felt like a 3-D prop-p airplane setup: plenty of throw with ample exponential, which produced roll rates that were excessive for a jet and an elevator that could get you into trouble quickly if pushed.
We switched to a more conventional arrangement: reduced throws with a slight amount of exponential. That turned the Flash into a smooth-flying model with great aerobatic capability. I only had three flights, and a smooth setup better fit my flying style.
I like the wing for aerobatics. Elevator response felt good and locked in for both inside and outside loops. Roll maneuvers were solid; knife-edge holding is adequate (speed helps). Even at moderate cruise speeds, slow and point rolls came easily with good authority in knife-edge flight.
Flaps and landing
Slow flight is the real test for any jet model, and the Flash passed—though it is not a trainer. It is a 200 mph hot rod, but an honest one. The landing approach without flaps is flat (a sign of a clean airframe), but with flaps it slows down well.
The flaps are bottom-hinged, with the forward leading edge of the flap extending above the wing's top surface (similar in effect to spoilers). The result is an effective descent angle and rapid speed bleed-off, making landing easier. With the recommended CG, the final flare is consistent and sweet.
Dead-stick landings (turbine flameouts)
Even modern turbines, as reliable as they are, can flame out. Last year I had one flameout on a turbine airplane, which reminded me how difficult dead-stick landings can be.
Key factors in a successful dead-stick landing:
- How quickly you identify the loss of power
- The energy available in altitude and airspeed
- How the pilot handles the situation
Recognizing a flameout isn't always straightforward. My shutdown was obvious: a one-second blue smoke trail against a clear sky. Kerosene hitting hot metal with no fire meant no more power.
My usual check when things don't feel right: level the wings, initiate a mild climb, and open the throttle. If the airplane doesn't accelerate as expected, I treat it as a problem and act quickly.
Initial reaction: initiate a climb to convert airspeed into altitude while deciding on your first turn back to the chosen landing point. This gives you time and options.
Three common options after a flameout:
- Pull up, execute a 360° turn, and land on the runway — possible only with a low-drag airplane.
- Glide past the runway, turn back with a 180°, and land downwind — tricky but possible with many jets.
- Perform a sharp turnout, then reverse the turn direction to head back to the runway; turn to runway heading as you flare and extend the landing gear at that time (not earlier).
When to extend gear and flaps:
- The landing gear and when you extend it are powerful energy-management tools. Think of extending gear like a sailplane pilot deploying spoilers: it increases drag and reduces lift, causing a quicker descent.
- Extend gear only shortly before contact with the runway. Extending it too soon may cost the energy needed to make the runway.
- If you need extra float because altitude is running out, add roughly 15° of flap — enough for added lift without a large drag penalty. Use this as a last-ditch option during a late final turn.
Summary philosophy for landing without power:
- Manage energy (airspeed and altitude).
- Try to make it back to the runway; if not possible, accept a controlled off-field landing and expect at least some minimum damage.
- Never extend drag devices (gear or flaps) until the runway is under the model.
- If you are low and slow with no runway in front of you, you have little to no options — avoid getting into that situation.
Mental practice helps. Watch jet flights and imagine how you'd handle a flameout from various positions. My brother Bill and I used to practice these scenarios when we flew ducted-fan models; I have two off-field ducted-fan landings to my credit, both when I put the airplane in jeopardy before the engine quit.
Conclusion
The Flash is an enjoyable, high-performance sport jet. Good job, Composite-ARF. Thanks to Gerry for sharing his new hot rod for a couple of fun flights.
Sources
Composite-ARF +852-2153-9085 (Hong Kong) www.composite-arf.com.hk
Transcribed from original scans by AI. Minor OCR errors may remain.
