Where was Audacity and the new Panatras?

[BarracudaHockey]

I'm just curious but with a major fun fly about an hour from the manufacterer I'm baffled why there was no one from Audacity at the Mulberry fun fly with a Pantara, atleast not that I saw on Saturday.

[wecoyote]

Are They even still around?
I haven't heard anything from or about Audacity for some time now.

And I don't even miss them. :lol:

[Foxden]

I PM'd JB and asked him about Mulberry and he said he got sick Friday night and wasn't feeling any better on Saturday.

If he's shipping 30+ Pantera's out a week for the past few weeks I'm surprised no one showed up with one, I would really like to see one flying around besides doing Auto's

[Rudy]

He was at the Fall Fest in Sulphur Louisiana Nov 3, 4, and 5. He had several helicopters with him but did not fly any.

I like the Pantera 50, and really like the ideal of the 60 engine install kit.

While he was very nice and easy to talk with, I was put off that he traveled that far and did not fly any of the helicopters fly. I would have like to seen the Pantera 50 with the OS 61 fly. But he did not fly them :arggg:

[Rodney]

Thats cause he dont fly.

[helibrite]

I fly, I fly!
Let me fly that plastic pant :fly era

[dualfuel]

I fly, I fly!
Let me fly that plastic pant :lolol era

helibrite,
u can fly my plastic V2 if I can fly your metal V :lol: 1!

[helibrite]

You are more than welcome to fly my metal Tiger 50, or one of my other all metal head helis. If I'm at a funfly I welcome anyone who can fly to have a go at one. :)

[dualfuel]

very gracious offer-I too like to see what other people can do w/my birds. Always a good way to maybe learn something new. :D

[jbeech]

Folks, I've been sick and under the weather lately. Anyway, the main reason I don't do too much on the forums anymore is I'm a little busy running a company.

What's this really involve? Well, I'm responsible for creating advertisements for magazines, writing instruction manuals, taking photographs for our various websites, writing the copy for the products, prices, personel, etc. Of course I also make myself available via the telephone when foks call and want to speak with me. On top of that I'm also more than a little busy with upcoming product development (our 60-conversion kit, our electric side frame conversion kit, and our 90-class model). By the way, I'm also the IT guy for the company. Since we have a new computer with SQL Server running on it (and I'm having some trouble with it) plus we have new back office software, plus a new website under development this is a whole job title in itself as any IT savvy guy will attest to! I also lend a hand packing orders when needed, I'll empty a trash can if nobody else has gotten to it, and generally this means I don't have as much time to fly as I used to. Not a complaint mind you, it's just the way it is.

Meanwhile, the Pantera is shipping and we don't seem to be having any issues with them. Also, the Pantera with the 61 is flying well and nothing is breaking so the upgrade kit may be available before too much longer (or as soon as I feel comfortable releasing it).

Furthermore, just as last winter was spent making improvements to the Tiger 50 (which ultimately resulted in the Pantera 50 as a new model), now with cold weather closing in on large parts of the USA, I'm a little busy working on our 90-class helicopter design as well And yes, I'm also working on some aluminum parts for the Tiger and Pantera!

Meanwhile, the Tiger 50 continues to be available (at an attractive price point I may add). This Tiger 50 delivers 50-class performance at a 30-class price and sure, it makes sacrifices to reach an affordable price point, but it's quite a decent flying machine. After all, with a Tiger 50 a fellow can learn to fly, and then without too much in the way of upgrades, can use it perform some pretty decent 3D maneuevrs with it.

The Pantera 50, on the other hand, while also available at an attracive price point, wasn't really designed with price as a major concern. Thus, there are far fewer sacrifices and hence, it's about 100 bucks more expensive than the Tiger 50. Allow me to recap some of its features, then feel free to compare the benefits they bring to the 50-class.

Let's see how it stacks up . . .

1. 4mm flybar vs. 3mm - this means more cyclic power because it's 85% stiffer. What's more, the 4mm flybar means there are a gazzilion 4mm paddle designs for you to experiment with!
2. The fan/clutch hub is supported by a brass-collet and taperd steel (cone-shaped) engine nut (vs. a screw-on design). This results in greatly reduced runout. Don't look for this feature on EVO 50 or Raptor 50 and be prepared to spend a lot more money for a heli with this feature!
3. Furthermore, the Pantera 50 has 3 bearings supporting the main shaft vs. 2 bearings as used on the Raptor 50 (and most other 50-class helis). What's more, these bearings are 40% larger than those in either the Raptor 50 or the Sceadu 50.
4. The Pantera 50 has removable bearing blocks vs. bearings riding directly in the side frames. The frames last longer and it's quicker and easier to swap out bearings when doing maintenance.
5. The Pantera 50 air filter system delivers longer engine life - and more horsepower. No longer will your engine breath unfiltered air loaded with abrasive clutch liner dust plus crud kicked up by the main rotor blades! Instead cool, denser (because it's cooler) laminar flow (non-turbulent) air allows the engine to make more power!
6. The Pantera 50 (and the Tiger 50 for that matter) has adjustable Bell-Hiller mixing ratios - the Raptor 50 doesn't. Furthermore, there are adjustments for direct Bell input and Hiller input seperately to boot! It's the most programable 50-class helicopter on the market.
7. The Pantera 50 features a rubber mounted 500cc fuel tank - and its ribbed design will accept the high pressure YS engines generate without deforming. Conversely, the 480cc tank of the Sceadu will blow up like a balloon under the pressure of a YS system, and the Raptor 50 has a paltry 330cc fuel tand which is rigidly mounted (and quicly has a hole worn in it by the side frame due to viobration). Duh!
8. What's more, the Pantera 50 is designed to accept not just 620mm blades (the Tiger 50 does also) but up to 640mm main rotor blades. Why? Because higher horsepower engines are inevitable, so I worked to make it more future proof (if your engine can handle it, you can buy these blades them from SAB now).
9. Speaking of engine's handling it, the Pantera 50 is also designed to accept an OS 61SX sized engine (in addition to the 50SX). Why? Because I figured that when everybody switched over to 90-class engines for their 60-class helis, they likely put their sweet running 60s into a drawer. Follks, a 60 or 70 class engine produce LOADS more torque than a 50. Frankly, high horsepower figures make a good conversation point, but any savvy hotrodder knows torque is what that wins races because torque is make things move. More torque makes difficult maneuvers, like a tick-tocks, easier by far! Anyway, the 61SX (and 70) makes a lot more torque and they both work beautifully with an 8.7:1 gear ratio - be warned, though it fits, the 90 isn't happy with that gear ratio.
10. Furthermore, the Pantera 50 is designed to accept additional servos. I.e for adjusting the main needle valve. And handy for scale models, there are places for servos to control retractable landing gear, or a search light like on a scale Jet Ranger, or even a controlling a horizontal stabilizer. After all, we're doing this for fun and choices are good!
11. In addition, the Pantera 50 also uses output shaft stabilizers on the CCPM servos, as used on top of the line helicopters vs. Mickey Mouse push-pull linkages . . . which results in fewer things to build and maintain (i.e. wear out) or get lost in a crash. This is a case where less is more!
12. The Pantera 50 also features a larger clutch than competing 50-class designs - hence why it can accept the bigger engines without trouble.
13. Also, the Pantera 50 has one-piece tail rotor grips. What's more, it features a triple bearing design. That's right, two radial bearings and a thrust bearing in each grip - just like high end 90-class helicopters (thought the Raptor 90 uses just a pair of radial bearings).
14. It also has a high speed tail rotor running at 5.3:1 vs. 4.5:1 permitting faster sideways flight and thus, faster maneuevers. Maneuvers like the funnel can be flown faster because the tail rotor blades don't stall as quickly (like they do with slower tail designs).
15. Best of all, the Pantera 50 has a lower flying weight. As even a mediocre 3D pilot can attest, the resulting superior power-to-weight-ratio (assuming the same OS 50SX and the same blades) delivers better 3D performance! Frankly, most guys can't feel the 2-3 ounces a good pilot can feel, but the Pantera 50 is lighter than most 50-class helis by 10-12 ounces (and it's a full 17 onuces less than some porkers). Frankly, this is a difference even an average pilot like me can feel.

All this and it sells for $369.99 . . . but perhaps most importantly, "you" can call me, the owner of the comapny, and make suggestions and thus, be a part of the product's ongoing development. With the other guys, you might as well be talking to the Great Wall of China for all the effect you'll have on their product!

[Foxden]

The Pantera 50 also uses output shaft stabilizers on the CCPM servos, as used on top of the line helicopters vs. Mickey Mouse push-pull linkages

JB what did Mickey Mouse ever do to you, did he not let you on a ride when you were a kid? you through the poor fella under the bus like that :lol:

I really don't think walt designed any push/pull setups for toy helis?