Hi Ken
Glad to pass on Blenheim data, but not quite sure how to go about it. You can find my email on my web site on the 'Contact' tab above the Blenheim drawing on the link in my previous, and we could take it from there.
Regards
Clive

Nick Have you considered a Blenheim, a very under-modelled subject yet a good flying machine? If it helps, I have a CAD file of Blenheim IV drawings, though with very little model structure so far. It can be adjusted to any size very easily. You are welcome to a copy - so is anyone who fancies build...

Classic spin recovery: Power on, nose down, rudder opposite to the spin; then when the rotation stops centre the rudder quickly to prevent the spin simply carrying on with the opposite rotation, level the wings and pull out of the dive. Resume normal flight. Pulling up guarantees the spin will be lo...

I just picked up on this thread, and it reminded me of some comments from a pilot who flies full size and uses wooden fixed pitch airscrews. He told me that the bolts and washers are there to hold the prop against the drive face, that the bolt holes should give good clearance to the full length of t...

Hi Joshua I hope this adds to the scanty data on this machine:- http://www.flickr.com/photos/jylascurain/3628566372/ This is a drawing which has four fuselage sections on it. Not very big, but useable. It will not copy directly but a screen grab will save it. I have kept a copy and could email the f...

Hi Simon Willey

Thanks for the pointer, that’s exactly what I have been trying to find out, and it fits well with my own ground-test results.

Next step: some flight tests. I now see that they should be safe.

We still seem to be hopelessly distracted by BACKUP. The whole point of starting this discussion was to consider the use of the SAME battery, in a suitable configuration, for both radio and petrol engine ignition. The question of backup is an entirely separate issue. As well as the usual form of bac...

Interesting how this question of space in a fuselage persistently tries to become a discussion of backup - which was not the original idea. Battery quality inevitably influences the need for backup. NiCd batteries are, alas, effectively a thing of the past, replaced by NiMH with their poorer hold on...

I can see the point of the comments about using two batteries, and the small difference that would make to weight. The problem I have is with small petrol engines, for instance the NGH GT9 (9 cc, or 0.54 cu.in.) The difficulty is lack of space. The ignition components take up a lot of room in the na...

Single-battery systems for petrol models I recently noticed on an Internet forum some discussions on the use of a single battery to power both the radio and the CDI spark ignition in a petrol powered model. This flatly contravenes the usual rule that ignition and radio circuits must be kept separate...

For general interest - though this does not apply to the ZG62, only to the ZG20. On the ZG20, on the carburettor side of the crankcase, there are two threaded holes that can provide an alternative mounting for the ignition sensor. With the sensor mounted in this posdition the ignition point is moved...

I have been using EkeKote extensively, lately, and agree it is top class, and can confirm foam safe. DeLuxe Materials also supply glass cloth in weights 24 and 78 g/sq.m (0.6 and 2.3 oz/sq.yd), and a third weight, (can't remember how heavy but I think it is between these two). Their range of finishi...