Model helicopters are more fun than sex! OK, maybe that's an
exaggeration. What's not an exaggeration is just how exhilarating
model helicopters are to fly - all helis - even if you get it from
one of our competitors! That said, we think a Pantera 50
is the best heli for your money . . . here's why.
When you boil it down, Audacity Models have two types of
customers. Those with experience, and those new to the
sport. How do you make one model satisfy the requirements of
both the beginner and the expert? As it turns out, it's
pretty easy because when we set out to create the Pantera, our
parameters were simple. It had to fly great, be durable, and
inexpensive - in that order - because one thing is certain;
regardless of your level of experience, nobody likes to waste
money, flash doesn't trump substance, and how it flies matters a
lot!
- Pantera 50 captured in smooth, stable, slow forward
flight
Along the way, the Pantera 50 has developed an impressive
following, including some of the best model pilots in the
world. This brings up the subject of "paid" pilots.
Audacity Models doesn't pay pilots to fly our products - or - say
good things. Mostly it's because it sticks in the owner's
craw, but partly it's because it raises our costs (thereby making a
product more expensive). John Beech owns the company and as chief
engineer he says, "People aren't lemming. Give them the facts
and they'll look out for their own interests because good design,
good performance, and good value never gets old." Over the
years John's cheap . . . er, thrifty, ways have been proven, which
means if somebody is flying one of our models, they bought it with
cold hard cash (yes, even world-class pilots like Billy
Hemple).
"Flying helis makes me a better fixed-wing pilot because it
keeps my fingers nimble. I fly RPVs in Iraq for our
country, giant scale models professionally stateside, and my
Pantera 50 everywhere. Like my airplanes, I fly it very hard
and of course, low to the ground. I've crashed a few times
and discovered it's tough, easy to repair, and cheap to fix which
is important to me because I don't have a lot of spare time
and cash laying around. This means I concentrate on having
fun instead of worrying so I fly hard. I'm at the top of my
game and don't have to impress anybody so feel free to share
my thoughts with those who wonder why I'd rather fly a
plastic-fantastic versus a fancy carbon fiber model. For me,
model helicopters are all about the fun"
- Billy Hemple, Tucson, AZ
We couldn't say it better! So while we set out to make the
Pantera 50 a best-in-class 50-powered model expressly for
experienced pilots - and succeeded - we soon learned she's pretty
good for beginners too. It's because learning to fly a heli
isn't easy, and fixing it after a crash is part and parcel with
getting into the sport. By the way, if it strikes you as odd
we're talking about crashing while describing why to buy our
product, it's because the boss doesn't believe in blowing smoke up
your skirt. He thinks you should know everything up front
before you make your decision.
For example, part of what makes the Pantera 50 so good for the
beginner is it's over engineered, which makes it tough and durable
enough to survive the inevitable knocks associated with learning to
fly. This is important. In fact, the Pantera 50 is so
strong she can even accept a 90-class engine, but we're getting
ahead of ourselves. More on this later.
First of all, the Pantera 50 is construction largely of
engineering plastic. This is a material, which is found in many
familiar products. For example, this tough fiber-reinforced
material is so forgiving it often bends and gives instead of
breaking, which is why arms maker Glock uses it for the frame of
their superb handguns. We use it for the same reason and it's
the secret behind the Pantera 50, i.e. why it survives crashing
better than fancy carbon fiber helis, which may crack like an egg
during impact.
- By shattering, these carbon fiber frames allowed even the
engine to be destroyed!
Thus, our use of engineering plastic means when you break your
Pantera 50, it's both easier to repair and far less expensive than
competing carbon designs. No kidding, a serious crash can
break the main frame on any model helicopter, but fortunately
replacing them makes your model as good as new! However, consider
this; Pantera 50 main frames cost a mere $29, while the admittedly
gorgeous carbon side frames of popular carbon fiber models may
easily cost more than $150. If this is chump change for you,
we're probably not making the right product for you; otherwise,
read on.
Since we're talking about side frames and materials, have you
ever wondered how a model comes into being? The first step is
to actually prototype the side frames to establish basic
layout. We use flat carbon fiber plate, some molded plastic
pieces, and aluminum bits. Granted, it's relatively
unsophisticated but it serves to get the thing into the air so we
can develop it further. Advantage to using carbon is it's
light, easy to change layouts, and looks great. Disadvantage
are it's time consuming to assemble, tedious to align whilst
assembling, and generally a pain in the rear to work on because
edges can be sharp, the material can blank out a radio signal, and
in the event of a crash, it's somewhat fragile. By the way,
notice the weave in the side frames of the carbon pieces
(below). Most folks love this look, but in general we believe
the disadvantages outweigh the advantages because our goal is a
model that's both tough and inexpensive. Making production
models this way isn't easy, which is why they're usually a product
of countries where labor is cheap, like China.
- Establishing the basic layout comes first. We use carbon
fiber, plastic, and aluminum. Meanwhile, once we've established the
proof of concept, the second step is via a computer. This
just means we're using software like CATIA, which is the very same
sophisticated CAD (computer aided design) tool used by the likes of
Ford and Boeing. Here's where we really refine the
design. The beauty of software is we can take what we learned
with our prototypes and develop the model into a more sophisticated
creation through the advantages of virtualization and
simulation. This means we can apply the power of a virtual
engine and see how the model reacts. As a consequence, we can
remove material where stresses are low to make it lighter, or add
material where the model needs to be stronger. By the way,
for giggles and grins we doubled the typical 50-class engine's 2
horsepower and in the computer gave the Pantera 50 as much as 4
horsepower! We used finite element analysis and learned what
it took to make it handle such an obscene amount of power (an extra
ounce in the side frames) and because we've been more than a little
power hungry n the past said, "What the heck, let's do it!"
For what it's worth, a stout 90-class engine approaches this kind
of power, but once again, we're getting ahead of ourselves.
- Using CAD (computer aided design) results in sophisticated
virtualization.
The third step is to make an aluminum positive. Remember,
a mold is a negative so a positive is something, which looks like
what we're going to get. In fact, if we painted it black it
would look exactly what we'll end up with. So we used a CNC
(computer numerical control) milling machine to carve out a set of
frames using a solid billet of aluminum! Why go to this
trouble and expense? Simply because we've found nothing beats
having something you can actually hold in our hands. It's
something into which we can fit the engine and the servo
components, i.e. to see if what we virtualized in the computer
holds up in the real world. It's how we ensure it's really
right.
- Using a CNC (computer numerical control) mill, this is solid
billet aluminum frame!
The fourth and final step is the actual molded product. in
fact, engineering plastic allows us to make incredibly intricate
parts, which are both strong and light. Best of all, it means
we create low parts count models with the advantage of stiffness,
like a carbon fiber model, without the disadvantage of the
fragility, i.e. by leveraging the inherent toughness of the
fiber-reinforced plastic material and the semi-monocoque
design. You benefit because the entire thing is just two
frame pieces. Yup, a complex assembly comes together in
minutes, is both extraordinarily rigid and light, plus it's tough,
and inexpensive. After all, would you rather pay 150 bucks
for a set of frames, or less than $30?
- Intricate moldings result in a light, stiff, yet tough frame
set, which is inexpensive to boot.
While we compete against some extremely high quality models,
there are details where we think we're better. Allow us to
show you some of the details of a Pantera 50. For example,
earlier we mention it's overbuilt. Specifically, we use ball
bearings, which are 40% larger than those used in competing models
like the Raptor 50, Sceadu 50, and T-Rex 600N. While those
are all high quality machines, if you look at the photo below
you'll see why bigger balls in the races makes the Pantera 50 very
durable. Frankly, larger bearings accept much greater
stresses, last longer, and are just more reliable as a result.
- Bearings 40% larger than used in competing models results in
tremendous durability. To be blunt, size matters and quite
often, bigger is indeed better. Placed side-by-side our
Pantera is actually physically bigger than our competitors. This is
because we learned from our experienced pilots, i.e. how they look
past the flash of competing carbon fiber models and instead, are
influenced by the Pantera's workingman features. Here's
another example, the Pantera's enormous clutch, which allows it to
absorb the ponies of a much more powerful engine. Oops, we're
getting ahead of ourselves again!
- T-Rex 600N clutch on the left versus Pantera 50 clutch on the
right.
The differences between the Pantera 50 and competing models
continue. For example, when you compare the tail case of the
popular Chinese product from our worth adversary, Align, you can
see differences in heft. Frankly, both the Pantera 50 tail
case moldings "and" the bearings are larger and thus, stronger,
which means the Pantera 50 is, no question, tougher and able to
handle the abuse and knocks of modeling better. It's one
thing to claim our model is more durable than the competition; it's
another to back it up. Here's proof you don't have to be an expert
to see.
- T-Rex 600N tail case on the left versus robust Pantera 50 unit
on the right.
What about things not so easily seen? For example, look
below at the cooling fan, which in all cases are hidden. Even
here there are details worth seeing. It may seem
inconsequential but we think it's quite telling how nobody has ever
felt a need to purchase an aftermarket fan for a Pantera! The
fact is we expended a great deal of effort on making certain the
high efficiency Pantera 50 cooling fan would be more than up to the
task of cooling. Look closely and you'll see we designed
airfoil shaped blades for greater efficiency because we envisioned
it doing super heavy duty. Sure it would have been cheaper to sue
flat blades, but we didn't think that was the right way to go about
it. And by the way, it's been tested hard too - in the
environment of the desert southwest - where it's routine to see
temperatures of 106°F, and higher!
- Versus the T-Rex 600N cooling fan (left), notice the air
foiled blades on Pantera 50 fan.
In fact, we can go on and on. For example, what about
complexity? Is there ever case where more parts are
better? Sometimes there's an argument to be made in favor of
it but here's a case where we believe more parts results in
something less. You see, in an endeavor to keep their product
light, we think one of our competitors went overboard. They
elected to use a 2-piece engine mount. However, by in effect
using the engine as a stressed member, they put it a use not
conceived by the engine designers. The consequence in a crash
are obvious because the engine may break as well.
- The 2-piece T-Rex 600N engine mount saves weight at the
expense of strength.
Believe it or not, sometimes there is an advantage to making
things more complicated. Case in point is our fuel tank, which has
stiffening ribs molded into the sides to better withstand the
pressures generated by YS brand engines. Note, also, the air
trap where the vent line connects to the fuel tank. Our making the
mold more complex resulted in tangible advantages for you because
the tank is stronger and vents great.
- Molded stiffening ribs and a nifty vent bump are features of
the Pantera 50 fuel tank.
You may wonder if we do anything unique to the 50-class with the
Pantera 50. In fact, we do! For example, there are optional output
shaft stabilizers to really stiffen the linkages controlling the
swashplate. he bridge over the top of the servo contains a bearing,
which rides on a shaft screwed into thee servo that replaces the
stock servo screw.
- Output shaft stabilizers enhance the rigidity of linkages
controlling the swashplate.
By the way, if you noted in the above photo how simple the
linkages are, you'll be please to learn all the linkages make 90°
angles when they're in the neutral position. This, in turn, means
setup is dead nuts simple! For example, look at the photo
below illustrating the linlkage for the throttle servo. Could
it be any easier?
- In the neutral position, all linkages make a 90° angle, which
make life simple during setup!
We're not through. Most helicopters on the market are
designed for 5 servos. The Pantera 50 on the other hand can accept
up to 8 servos in the side frames. Why? Well, some folks like
shoehorning a model into a scale fuselage and extra mounts mean
options like lights, retractable landing gear, movable horizontal
fins etc. Plus, a feature we all may benefit from, a place to
mount a mixture servo to control the needle valve on the
carburetor!
- Adding a mixture servo may save your engine if it's running
too lean during a flight!
Sometimes complexity is a good thing. For example, we
designed the Pantera 50 with five removable bearing blocks because
it makes maintenance far, far easier than old fashioned
designs. For example, the great flying and very popular
Raptor 50 Titan, which forces you to split the side frames just to
remove and replace a bearing. That's a lot of work and after
all, what's your time worth?
- Bearing blocks make maintenance duck soup compared to
splitting the side frames!
But there's more. For example, you know what an engine costs -
well over 200 bucks - right? We figured if a real helicopter, a
racecar, the car in your driveway, and pretty much every vehicle
known to man uses an air filter; we should design for one too! The
Pantera 50 is the only nitro helicopter in the world for which an
air filter is available. Best of all it, because it draws cooler
air form beneath the canopy instead of from around the engine, it
delivers more horsepower as well.
- While it's an early prototype air filter, which turned out to
be too small, here's how it fits.
But where the Pantera 50 air filter really delivers the goods is
during a chicken dance. That's what we call what happens when a
model crashes and the engine keeps running. Basically, the model
flops around on the ground until the fuel is exhausted. Dirt goes
everywhere, especially inside the engine, which ruins it!
- Straight from a chicken dance, the production snorkel is clear
silicone and the filter is huge!
So just how good is the Pantera 50 filter system at protecting
your engine? Here's the money shot. This is a case where a
picture is worth a thousand words . . . and more than 200 bucks for
an engine! Need we say more?- Sand got everywhere "except"
inside the carburetor, thereby protecting this engine.
However, it's when the Pantera 50 takes to the air that she
shines because frankly, she's a sweetheart. In part it's
because she's so precise and smooth, which is due in part to the
very stiff flybar system. You see, a stiffer flybar ensures
there's no wasted motion. The more we studied the competition
the more areas we found to improve, and in trying a stronger flybar
we made a breakthrough by using a feature found in 90-class
helicopters, i.e. a 4mm diameter flybar instead of the 3mm flybar
usually found in 50-class helis. Why? Because it's 85%
stiffer! Sure, it cost us an ounce of weight but the results
are well worth it in increased stability, which means when you fly
a Pantera 50 you'll marvel at how well she hovers. In fact, we
think the Pantera 50 hovers more easily than any other 50-class
heli on the planet!
- Increasing flybar diameter from 3mm to 4mm made it 85% stiffer
resulting in a better hover.
Weighing about 7-3/4 pounds ready to fly, the Pantera 50 is
usually seen sporting 600mm main rotor blades. But get the
optional BBC (Big Block Conversion) kit, add a set of 620mm blades
and then swap out the usual 50-class engine for a 61, 70, 80, or
even a 91-class engine and as easy as that you'll have your own
monster, i.e. a 50-class heli with stupendous power and
agility! The Pantera 50 is built to handle it because of the
huge clutch, large bearings, and general heavy duty nature of the
beast. Best of all, you'll still have the consistent handling
characteristics, reliability, and inexpensive parts of a standard
Pantera 50 without the crazy expense of a 90-class bird. Yup,
you get the best of both worlds, which means you can really go from
mild to wild with just one helicopter . . . the Pantera 50!
If you get a Pantera 50 you'll learn what our customers know;
it's not about what kind of model you have, but of what kind of
modeler you'll become. The Pantera 50 can take you from mild
to wild, and you'll have fun doing it. In closing, while we
could continue until blue in the face, the best way to learn about
our models is to just ask our customers. For example, in response
to a question asked in a popular online forum, one of our customers
wrote . . .
"Yes, there are a number of issues with the Pantera you need to
know about. It is dirt cheap to buy, it's durable as a tank, and
flies like you can't believe! You can set it up as a beginner's
hovering machine in which case you won't get over how well it does
that. Or, with no additional purchases, reconfigure the head for
full on 3D. I own 4 of these because they are that good."
- Marty Hammersmith, Lawrenceburg, IN
For what it's worth, Marty's a skilled fixed wing pilot having
won three IMAC Championships from 2001-2003 in the North Central
region with 28 contests wins and 3 regional championships during
three seasons!
Finally, the videos on our website are designed to show you what
a Pantera 50 is capable of once you're proficient, but where the
Pantera really shines is when you're learning to fly, i.e. in the
hover. This is because even when tuned to maximum performance
she's still smooth and gentle to handle, which is especially
important when you're close to the ground since all flights,
whether you're a beginner or an expert, begin and end with a hover
before. In fact, the Pantera 50 is one of those models, which
makes you look like a better pilot than you really are!
Completing the model requires an engine and muffler, rotor
blades, 7-channel radio system, gyroscope, and governor. To
learn more about the features of a Pantera 50, select the Extended
Information tab above.