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Cutting to the chase – a new model is joining the Audacity Models lineup. It's a little more up-market than the Tiger 50 and is intended primarily for super aggressive 3D pilots. The name is Pantera 50 and this is the story (and the feature list).
Anyway, let me address the latter first because it's causing me a problem. You see, I was supposed to have a DHL package in time for the Las Vegas Fun Fly this weekend. That didn't happen. If my plan had come together I was going to fly to Las Vegas with a couple of prototypes of the new helicopter (since that kind of kicks off the flying season).
Unfortunately despite our best efforts, we simply couldn't complete the prototypes in time. So once I realized the schedule had slipped, I had them air freight me a set of the prototype frames – plus some of the other pieces we had ready, i.e. the new gyro platform/swashplate guide, the revised flybar control arm, the new 1-piece triple bearing tail rotor grips, etc.
Then customs delayed the package and these didn't arrive in time for my Las Vegas flight so I canceled it. Frankly, I was down in the dumps over missing the schedule, the package being delayed added to that, plus I wasn't feeling to good anyway. But then, surprisingly, the package was delivered Saturday afternoon. Plan B was to head down to the Port Charlotte Fun Fly because a) it would be more fun since I could meet up with friendly faces I haven't seen since last year, and b) there would be a lot of Tiger owners there to share the news. Unfortunately, by Saturday I was really under the weather and feeling like a dog!
Naturally, I've been playing this close to the vest for obvious reasons but now that the cat's out of the bag . . . here's the rest of the story. As you may suspect, despite introducing the Tiger just last year, the process I'd been engaged in for the 18 months prior to release didn't cease. This just means I had been working on improvements right up to the time I pulled the trigger on manufacture . . . and I kept on working. What's more, I not only spent much of last year thinking about what to improve on the Tiger 50 – perhaps you're familiar with what's been already been released, or that I am working to release soon. I mean upgrade parts like these . . .
3D Grip/Spindle
Hi-precision Washout Base
1-piece Triple Bearing TR Grips
3D Flybar Control Arm
Epoxyglass Canopies
ProMuffler
But the fact is I've been a busy boy all winter working more still! However (long story shortened), what happened is I tackled an issue I couldn't achieve within the confines of the Tiger 50 frames. You see, I wanted address some complaints about how we drive the tail during an autorotation with the Tiger 50 (it uses an inexpensive add-on LSD unit). Anyway, my being an engineer quickly led me to the realization that the best way was to use a gear-driven split-gear arrangement. Naturally, the obvious question is why not use the cheap arrangement whereby a lower pulley drives the tail rotor belt – as is done with the Raptor? Simple, because it causes entirely too much drag!
The real problem for us, however, was insufficient space within the Tiger frames to do this. That meant I either gave up, or delved into deep water, i.e. "whole new frames" territory! Of course, you know me . . . I wasn't giving up. But that meant that By Golly if we're going to do new frames, we're going to do them right, so as you might imagine, I ran hog wild!
Actually this is a story similar to the one where the guy's wife asks him to wallpaper a bedroom and before you know it, they end up tearing down the house and building a whole new one! And as it turns out, this is an apt analogy. That's because no matter how I figured it, it's simply not economically feasible to upgrade the Tiger (not with all the changes I've made). At least I can't figure out how to skin the cat for a reasonable price. I.e. I find it impossible to offer so many upgraded parts for a realistic cost (the whole enchilada would cost way more than a new helicopter). And I still have the issue of the space in the frames, and I certainly cannot at the Tiger's price point . . . no way Jose!
However, a ray of sunshine in all this is how much I respect my customers. Thus, excepting the new side frames (and the split gear drive train), everything else I've done "will" retrofit to the Tiger 50. This means that if you slam-dunk your Tiger you can just get these newer components (if you like) instead. Hmmm, and this was supposed to be a "short" story . . . though I guess I'm running true to form, eh? Anyway, all this is leading up to me saying I decided to offer a completely new model offering instead.
End result, we keep the Tiger 50 at its present 30-class price point. Next, we introduce Pantera 50 at a more typical 50-class price point. We all know the Tiger 50 is a pretty capable little bird, but Raptor fanatics point to the LSD as a weakness. Right or wrong, the market has spoken.
Anyway, if you eyeball the photos (plus the computer images generated off CATIA) you'll see – in no particular order . . .
Bearing Blocks – The side frames features removable bearing blocks!
As you can see above, the Pantera 50 features removable main shaft bearing blocks. These make it a doodle to replace bearings following a crash. Also, it makes it easy to vary gear ratios just by manufacturing bearing blocks with slightly different centers (to account for different gear diameters). After all, more teeth = bigger gear . . . so if the gear pitch is kept constant, we have to have an accurate way to maintain mesh. The way I figure it, a Mickey Mouse sliding block arrangement (with apologies to Disney) where you have to set the mesh isn't what I'm gonna force folks to do! Bearings blocks are the elegant solution – and they're used on both the main shaft and the tail pinion gear shaft. Yes, it's more expensive, but trust me, it's the right way to do it!
Bearing Block Prototype – This is what the bearing blocks look like.
Also, it's worth noting there can be 3 bearings on the main shaft! This increases torsional rigidity within the frames. Anyway, there's nothing wrong with a 2-bearing set-up as used by the Tiger 50, which is more rigid than the Raptor 50 already, but by going to three we're really going over the top!
Frame: starboard view – There's room for 3 servos in the starboard side frame!
Above is the starboard view where you'll see 3 servos. First, as you can see, the tail rotor servo is oriented parallel to the tail boom, which makes it easier to set up the tail rotor pushrod linkage. Second, the starboard swashplate servo location is basically unchanged from the Tiger 50 – but there's something different – I'll explain later. Third, eyeball that nifty mixture-servo!
The mixture servo is the cat's meow! Naturally, if you don't want to run a mixture servo, no sweat because the way I figure it, a hole for a servo weighs less than solid plastic. Pretty neat, eh? But if you have a spare channel, put a servo in because adjusting the fuel mixture via a servo (while the model is in flight) can save an engine – especially in a scale fuselage where because of extra weight, they can run h! Also, did you realize the Futaba GV-1 Governor has a plug for a mixture servo? This means if you run one of those, you can let it handle not just the rotor disk RPM but the mixture also! Pretty sweet eh?
Above is the aft view of the new frames. Yes I know it looks strange with two servos back there, but there's a reason for it. What if you want to build a scale ship, which sports a movable control surface? You need a servo. Anyway, this isn't unheard of you know. All you have to do is look at the gorgeous Sikorsky UH-60A Blackhawk, which has an articulating horizontal stabilizer!
Frankly, I'm always thinking about helicopters. And though some may consider this sacrilege, I'm not always thinking about 3D. You see, scale is what floats my boat (and many of my customers too). Anyway, eyeball the horizontal fin of my scale Blackhawk. And yes, it's an operating horizontal stabilizer because a servo controls it!
So now you know my secret, I love scale models! Anyway, if you're curious to see more of this machine, surf to . . . http://modelsport.hobbytrading.com/blackhawk So anyway, now we're up to 4 servos in the side frames! Let's keep going.
Frames: port – The port side has a place for 5 servos! What's up with this?
Eyeball the above image and you'll see the aft servo we just discussed previously for the movable control surface (if you need it). I always hate getting painted into a corner so options are nice, right? And just like with the mixture servo, if you don't put a servo there, an empty hole weighs less than solid plastic! Second, there's the rearmost swashplate servo. Third, there's the forwardmost swashplate servo – it operates through a linkage like the Tiger does so that we can clear the start shaft for the engine. These two servos are placed just as with the Tiger because I really couldn't improve on something that was working so well. Well, not really, there actually are some improvements, but again, I'll get into them later. The fourth is the throttle servo, which is placed like the Tiger's. The fifth servo is for a retract servo!
Frames: front – a retract servo!
Look above and you see it's a close fit to the ProMuffler. But this is a high performance 3D setup. And yes the muffler gets hot, but on my test rig (I glued a servo that distance from the muffler and logged over 50 flights and the servo continues to work fine! Largely (I theorize) it's because the servo electronics are in the bottom of the case and there's air space inside the top of the case (where the gears are). Anyway, it's not been a problem so far (in case you're wondering). Also, the retract servo installs from within the side frame (so it barely protrudes) which means you actually can use it with our ProMuffler! What's more, retract servos are shorty-designs so it's just not been an issue. Regardless, this kind of muffler isn't what's used in a scale helicopter; they use a flat low profile design, which won't interfere with the servo! The way I figure it, my Blackhawk has fixed gear so the retract servo isn't required . . . but what about a Bell 222, or an Airwolf? They both feature retractable wheels. And what about a Lockheed 286 with retracting skids? So a home for a retract servo might be handy, yes?
Split-gear: bottom view – In manufacture right now, this image is from our CATIA CAD system.
Split-gear: top view – CATIA is the same CAD system used by Boeing and Sikorsky . . . we don't cut corners anywhere! Split-gear: installed – This view gives you a feel for what this setup looks like
As you can see in the three images above, the split-gear fully driven tail utilizes a pinion gear instead of a belt. It's far more efficient than a belt-driven design (like the Raptor 50 uses) because there's less drag on the system. Less drag means less wasted power. Yes, it costs a "lot" more to manufacture because there's a pinion gear plus two large bearings (and of course the bearing blocks), but the truth is the improved efficiency means a lot more important to me than the cost. This is a big deal to me!
Anyway, because the Tiger 50 slots into the 30-class offering price range and this new one will slot in the 50-class price range, we can afford to do it. Anyway, I really believe having the LSD, as an option for the Tiger 50, is far better while learning autos and thus, I think it's smart to do it this way (keep the Tiger in the lineup) with a new bird. After all, it's something of a no-brainer to get a Tiger 50 vs. any 30-class helicopter because of the far, far superior performance (and after all, we've made a living with the Tiger 50 because of this fact) so nothing has really changed.
So why do I think the add-on LSD is a better way to go? Simple, it's because spinning a 9" prop (the tail rotor blades) on the ass end of a heli during a genuine emergency auto can cost as much as 500W of power! Airplane guys know it takes about a .25 engine to turn a 9" prop at 10k RPM (which is about what the Tiger tail blades turn when the head is spooled to 1900RPM - which we all know is pretty is common). Naturally, experts won't care about losing this rotor energy because their skills are such that they can deal with lessened energy reserves in the main rotor disk. After all, they already know how to perform an autorotation! But that ISN'T the case with novices and intermediates (who may be taken off guard when an emergency arises). Thus, because they may react late to the situation, this is "precisely" when that extra energy reserve may be precious indeed!
Fuel Tank – Bigger and better!
As compared to the Tiger 50, the fuel tank CATIA image above for the Pantera 50 features a slightly larger fuel tank capacity (increased from 440 cc to 500 cc). Also, we've improved the vent for the tank so it's easier to fill the tank without overflowing fuel into the muffler.
Fuel Tank: installed – Bigger and better!
Furthermore, because the new fuel tank is larger and carries a little more fuel we've improved the rubber dampers for mounting. Eyeball the above image to see how it all fits together. These new dampers are better at isolating the tank and the fuel load from primary vibrations (the engine), secondary vibrations (the main rotor), and tertiary vibrations (tail rotor). If you eyeball the CATIA image closely, you can see the header tank!
Cooling Duct – longer and with more clearance!
We've extended the cooling shroud . . . but what's special can't be seen in the pictures so I'll show you another CATIA image because I'm too lazy to take this prototype apart just to take a picture when a CATIA image will serve just as well.
Now examine the duct closely and you'll see where it jogs out away from the head. This permits fitting a 61SX (or even a 91SX if you're insane). The reason this might be handy is because I'm think extreme 3D pilots will be able to invent maneuvers that are able to overpower the OS Max 50SX-H Hyper when equipped with 620 mm blades. Then again, I also figure the maneuver that can stall 620 mm blades when powered by an OS 61SX-H might take a while to invent (if it ever happens). I trust you now understand why I went with bearing blocks that permit adjustment for gear ratios. Pretty neat, eh?
Landing gear Struts – Wider and a little more ground clearance
As is obvious when eyeballing the above CATIA image, the new landing gear struts are both wider than those of the Tiger 50 and slightly taller to help keep the tail rotor blades out of the grass better.
Output Shaft Stabilizers – Stronger and simpler than complex push-pull linkage machines!
I mentioned changes to the CCPM servos. Look closely at the photos and you'll see some new bosses molded into them. You see, the Pantera 50 rotor disk servos feature outrageously strong output shaft stabilizers, i.e. the CCPM servos are equipped with bearing and shafts, which keep the servo shaft from moving under load! This is more effective than the horrible mechanically complex kludge represented by push-pull linkages (as used on EVO and Raptor – especially Titanium which just added push-pull for collective and elevator). This is usually a high dollar helicopter feature folks!
Plus, and this is a killer feature . . . the Pantera 50 features a 4 mm flybar diameter!
Also, though it doesn't show easily, the start shaft has been increased from 5 mm to 6 mm. Furthermore, while there was nothing wrong with the previous start shaft, by switching to a 6 mm start shaft diameter – Miniature Aircraft owners can leave off hex adapter and just by exchanging the standard start shaft for an optional smooth shaft be able to use their X-Cell start systems. See? We're always thinking about our customers!
There's more too. For example, the new machine has a slight revised gear ratio for the main rotor at 8.7:1 that we think will work better with 620mm blades.
Tail Rotor System – More bearings and a higher (faster) gear ratio!
1. 1-piece tail rotor grips with 2-radial and 1-thrust bearing.
2. Revised (slightly faster) gear ratio 5.33:1 for improved 3D capabilities (Tiger 50 5.24:1)
Canopy – Sleeker and cleaner for backwards flight!
The canopy is all-new – like PDR0099 epoxyglass unit in the picture – but manufactured in durable plastic. The reason is we went to the expense of a new canopy is the design is better suited for backwards flight since via the elimination of the muffler fairings and thus, the Pantera can perform better when flying backwards.
So there you have it – as usual, I'm interested in knowing what you think? Did I miss something? What can I do better (because if I have time I'll do it). Now is the time to speak up folks as we're about out of time for feedback. We'll start flight testing in the next week, or so, and if all goes to plan we'll begin manufacture and they'll be in stock early April 2006.
Preorder now for $329.99 . . . once they're here they'll be $369.99.
_________________ John Beech - GM (and janitor)
407-302-3361
Last edited by Audacious Crew on Tue Mar 07, 2006 12:06 am; edited 5 times in total
alcastan Newbie
Joined: Feb 20, 2006
Posts: 2
Posted:
Mon Feb 20, 2006 11:03 am
Way to go John, very good news, count me on with one in April!!
Alejandro,
Gunner Newbie
Joined: Feb 01, 2006
Posts: 91
Location: Richmond, VA
Posted:
Mon Feb 20, 2006 12:31 pm
John,
This looks fantastic. However I wish I would have known about this two weeks ago when I bought the Tiger. I would have waited for this one. Oh well, I guess I'll soon be owning two helicopters! Will you offer this in kit form as well as ARF?
_________________ Gunner
Tiger 50, OS 50 Hyper
TREX 450
HeliMax AXE CP
Futaba 9CHP
Gy401 and GV-1
chiefwilson Newbie
Joined: Nov 18, 2005
Posts: 12
Location: West Pelzer, SC
Posted:
Mon Feb 20, 2006 4:06 pm
Is the tail going to be driven with a torque tube? Also will there be different variations of tail length to accomadate an OS91 with 690's or 710's? That would be great to be able to run all three motor configurations and rotor size variations. Also count me in for one as well.
darkfa8 Newbie
Joined: Jun 30, 2005
Posts: 21
Location: manahawkin, nj
Posted:
Mon Feb 20, 2006 6:25 pm
if this new machine will allow me to run a ys or os91, and 690+ size blades, I'll start saving now.
Having a 50-60-90 size all in one machine will be phenominal and it'll just be the smoking gun of the heli world.
We've got 30's that you can step up to 50's. We have 50-only helis and now a 50-size that will allow you to goto a 90 when you can afford the power-plant... ingenious!
John, you're thinking smart.. thinking like a modeler and not souley a bean counter or businessman.
_________________ - dan goldstein -
T50/os50-Hyper/ProMuffler/9CHP/S3151(4)/FSCP8/GY401-S9254/TT600/RotorTech95
darkfa8 Newbie
Joined: Jun 30, 2005
Posts: 21
Location: manahawkin, nj
Posted:
Mon Feb 20, 2006 7:22 pm
well, i just took a look at the mounting dimensions for the 0S91 and the YS91, and if John says the OS91 will fit, then there is about a 99% chance the YS91 will fit since the mounting tab dimensions are all the same.
so, how do I pre-order?
_________________ - dan goldstein -
T50/os50-Hyper/ProMuffler/9CHP/S3151(4)/FSCP8/GY401-S9254/TT600/RotorTech95
Yes, the present accessory 3D Grip/Spindle with be the standard, but with new 3D flybar control arm. More details later.
_________________ John Beech - GM (and janitor)
407-302-3361
kshelton Newbie
Joined: Jan 20, 2006
Posts: 1
Location: Houston,Texas
Posted:
Mon Feb 20, 2006 8:46 pm
I want one too. I will be calling shortly to place my pre-order.
Later,Kyle.
rossheli Newbie
Joined: Feb 08, 2006
Posts: 2
Location: Oklahoma
Posted:
Thu Feb 23, 2006 12:32 am
looks like an extreme machine you are building there Mr. Beech. I too am interested in Scale Heli of particular the Blackhawk. Will the Hawk fuselages out now days fit in the tiger 50 or the new model you are in the process of building? Also any other info you are willing to share on the blackhawk build would be appreciated... Thanks Ross
solidsnake Newbie
Joined: Feb 23, 2006
Posts: 1
Location: New Jersey
Posted:
Thu Feb 23, 2006 3:40 am
John you can count me in for at least one.
Also can you send GS hobbies more parts.
Shawn G.
ManuelCJr1 Newbie
Joined: Jul 04, 2005
Posts: 13
Location: Sun City, AZ
Posted:
Thu Feb 23, 2006 4:22 pm
Just pre-ordered mine. I can't wait. Got some time to get all the good electronics for it till it gets here.
rcstickman Newbie
Joined: Feb 20, 2006
Posts: 9
Posted:
Fri Feb 24, 2006 11:23 pm
How about some more photo's John, mabe one of the Proto's dressed and ready to fly,
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