I am interested in this subject also. Based on all the Q-Talk feedback this is a common problem. I have done the best job possible with attached aluminum cooling fins with shroud cooling around the

Long story made short - Oil cooler blueprint gone!. However I,ll be more than happy to sit down at the kitchen table with my straight edge spaghetti box and redraw it. The adapter I copied it from was

Pat, Yea, now that I think about it the land portion of the sequence is important! Right. No strainers previously, only trim springs holding the elevator. No, not really. I have the plans setup

Tom, Could I get a copy of your drawing, too? I have the El Reno oil filter and have been looking for a long time for something to adapt an oil cooler. Thanks a lot, Gene Cash 3111 Starling Thousand

Jon Finley wrote: <snip> Jon, you may want to land between "fly-adjust". :) Did you have any strainers at all before?... or was it the trim which was holding the elevator in trail? Does your

All, This past weekend I finally got around to installing my sparrow strainers. I made them similar to Tom Moore's (adjustable aluminum plate) and mounted them 14" out from the inboard end of the

Jim, I made a blueprint of an oil cooler adapter which mounts between the the El Rino and the engine. My brother used it to machine the adapter out of aluminum for me. I will call him to get a

Q LIST We now have a swarm of Q200's in Livermore, CA. (that is two or more). This really is a fun to fly airplane! I now have 5 hours on my plane with a zero time engine that now has 12 hours on

The big difference I've noticed is in altitude reporting. It use to wander up down by a few hundred feet. That's been reduced to, maybe, 50-75 feet. John Loram

This guy contacted me for info. Can anyone help him out? Make sure you direct your responses to him also, he's not on the Q-LIST. Tom Moore ====================================== I have always

Does anyone out there have a three-bladed set of 54"-56"Warp Drive taper tip blades (clockwise turning from cockpit) that I could borrow for a week or two?? I have the paddle blades and would like to

My computer is throwing craps. So I'm gettin' out before my box fills up and locks everybody out. It's been fun. Maybe I'll get another computer someday soon. Via Con dio's Bruce

James, I think less elevator = less drag. I noticed higher cruise speeds when the elevators were closer to 0 deg. At 1085 lbs Revmaster, climb rate is about 400 ft/min. OAT was about 80 degrees

Hawk...I have the LS1. Dave D.

Thanks Dave, I found that if I fly cruise with the elevator at 0 degrees it is more efficient than with the reflexor at 0 degrees. Sounds like our birds are just right. What climb rate did you get

In a message dated 8/23/00 12:55:10 PM Central Daylight Time, james@... writes: << Do you have the LS1 canard on a Q2 Revmaster? The canard can carry more weight but the Revmaster may not

In a message dated 8/22/00 9:45:55 PM Central Daylight Time, daveq2@... writes: << Your numbers sound very similar to mine. I also have the Revmaster and have to use reflexor for all take

Doug, Sorry about the error. I get, you in the plane, gas in the header, no battery: 855# at 45 " Add battery 879#at

James, Your numbers sound very similar to mine. I also have the Revmaster and have to use reflexor for all take offs and landings. I trim with reflexor so that it flies level at 100 mph and I

Hawkeye, The gross for a Revmaster Q2 is 1,000 lbs. 200 over would be 1,200 not 1,300. Would not want to be in one at 1,300. I have seen one fly at 1,200 and it is marginal; about 150 fpm climb