This listing is for the USED TrikeBuggy Bullet V3.2 and Scout Paramotor only, no glider, helmet or training is included.
This listing is for Certified Paramotor pilots only, you must be able to confirm this and verify with references prior to purchasing this item or confirm that you are an experienced Paramotor Pilot or are engaged in training with a certified Instructor.
Thanks for looking and feel free to message us with any questions.
The TrikeBuggy Bullet is our next generation PPG Trike inspired from designs that are both visually appealing and highly functional. This design is for the paraglider version only and is FAA Part 103 legal as an Ultralight Vehicle or Aircraft.
Current Version: TrikeBuggy Bullet V3.2
The TrikeBuggy Bullet version 3.2 is now ready! This is our latest design that features our new wider rear frame, which adapts to virtually every Paramotor available today! The new V3.2 lowers the Bullet Bars, giving the pilot better visibility and making it easier to get into the trike from above. PLUS - it features our new Stainless Steel SLIDER rear axle, making it even easier to transport the TrikeBuggy!
The Bullet's frame is simple and solid. It is sleek and racy, giving the pilot a protective cage that will protect the pilot from contact with the ground in case of a rollover.
The TrikeBuggy Bullet uses an incredibly robust Stainless Steel Kite Buggy as the foundation for this unique PPG Trike. The new design allows the pilot to quickly dismount the motor for use as foot launch or to transport.
The Bullet also quickly disassembles for packing away, and accepts TrikeBuggy accessories such as Bullet A-Assists and Intuitive Foot Steering System made specially for this new cage design.
The Bullet also incorporates our latest innovation - the TrikeBuggy Low Hangpoint System. This allows the use of virtually any paraglider whether it has trimmers or not. The risers are positioned much lower than most PPG Trikes, bringing the brake position down to a comfortable reach for even the shortest pilots. This system is unique in the industry, since it allows the pilots to use their regular paraglider without making modifications to it.
The Low Hangpoint System is also noteworthy because it literally ties the paraglider to the Buggy, eliminating the need for any kind of harness system. You simply sit down and fasten your seat belt and go fly!
The low CG (center of gravity) is the same as the other TrikeBuggies, since we are using the same low seat and comfortable reclined seat position made possible by the Buggy. At 7" off the ground, this is the lowest pilot seat of any ultralight aircraft available today.
Search TrikeBuggy and learn more about ths great Powered Paragliding Trike!
Scout Paramotor info from the web:
Scout paramotors changed the flying world in 2013 with its debut of the Scout Carbon Paramotor proclaiming itself the "Ultimate handling machine."
There's two major design features unique to Scout that have always set them apart from others on the market, giving the pilot an intuitive in-flight feel that can be found nowhere else:
Advanced Geometry
Paramotor "geometry," or more simply put - "design layout" is something that was largely overlooked by manufacturers, professional pilots, and instructors alike for decades prior to the advent of the Scout. Chief designer Miroslav Svec analyzed early in his flying career what paramotor features contributed to different characteristics (favorable and unfavorable) in all the old designs, and optimized the Scout's frame/harness/hangpoint layout to bring a balanced and intuitive in-flight feel. There are several factors that go into the final design, but some of our favorites are:
- Optimal relationship between prop and hang points for minimal acceleration pitch or "bucking."
- Propeller placement at 0deg/horizontal in flight - this reduces gyroscopic effects of torque and optimizes thrust-line. With standard "reclined" prop designs, torque is felt in the yaw axis (torque twist), and the thrust line pushes you up, unloading the glider and wasting forward thrust.
- Built-in recline angle from prop-to-pilot, for optimal seating position while maintaining horizontal thrust line. Standard paramotors are parallel, forcing you to either sacrifice comfort or efficiency.
- Lightweight, aerodynamic full carbon fiber cage - less drag and less “swing weight” making for an efficient, tight flying package that follows your turns in the air. Tight!
The Scout team produced an amazing Youtube video series all about paramotor design and technology that helps pilots understand the subtle design features that contribute to the flying characteristics of all paramotors. Check it out by searching YouTube for Insights into Paramotor Geometry.
Paramotor "geometry," or more simply put - "design layout" is something that was largely overlooked by manufacturers, professional pilots, and instructors alike for decades prior to the advent of the Scout. Chief designer Miroslav Svec analyzed early in his flying career what paramotor features contributed to different characteristics (favorable and unfavorable) in all the old designs, and optimized the Scout's frame/harness/hangpoint layout to bring a balanced and intuitive in-flight feel. There are several factors that go into the final design, but some of our favorites are:
- Optimal relationship between prop and hang points for minimal acceleration pitch or "bucking."
- Propeller placement at 0deg/horizontal in flight - this reduces gyroscopic effects of torque and optimizes thrust-line. With standard "reclined" prop designs, torque is felt in the yaw axis (torque twist), and the thrust line pushes you up, unloading the glider and wasting forward thrust.
- Built-in recline angle from prop-to-pilot, for optimal seating position while maintaining horizontal thrust line. Standard paramotors are parallel, forcing you to either sacrifice comfort or efficiency.
- Lightweight, aerodynamic full carbon fiber cage - less drag and less “swing weight” making for an efficient, tight flying package that follows your turns in the air. Tight!
The Scout team produced an amazing Youtube video series all about paramotor design and technology that helps pilots understand the subtle design features that contribute to the flying characteristics of all paramotors. Check it out by searching YouTube for Insights into Paramotor Geometry.
Dynamic Torque Compensation
Second is the method in which the Scout deals with torque. All paramotors have a method of doing so, usually involving mechanical, lateral offset (torque offsets) of the pilot/machine relative to the glider. This has some serious side-effects; namely your machine will always want to turn one way at idle, and the other way at full power. It will be perfectly balanced at a “design RPM” - usually at cruise power. For all other throttle settings, the offsets have variable levels of success but the farther you get from cruise RPM, the worse it feels. This leads to oscillations, over corrections, strange methods and postures for correction, inefficiency of weight shift/turns, having a "strong side" to turn to, and bunch of other mysterious passive inputs that the pilot is unable to discern - yet still has to deal with.
With Dynamic Torque Compensation (DTC), airflow passes over the specially-shaped hand-laid carbon fiber spars, counteracting the effect of torque on the engine at a much wider range of RPM. As thrust/airflow is increased, the anti-torque effect is increased. Of course no system is perfect - on quick accelerations there will be a fleeting "acceleration torque" felt, but the system balances out within seconds. At idle throttle while flying at very fast speeds (on very small sporty gliders), the DTC spars can contribute to a slight turn against the torque, but the range of RPM settings in which torque is balanced is considerably wider than any other unit on the market, including those who have copycat or afterthought DTC systems.
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This listing is for the USED TrikeBuggy Bullet and Manual Start Scout Glossy Carbon Fiber Moster Plus Paramotor, no glider, helmet or training is included.
Second is the method in which the Scout deals with torque. All paramotors have a method of doing so, usually involving mechanical, lateral offset (torque offsets) of the pilot/machine relative to the glider. This has some serious side-effects; namely your machine will always want to turn one way at idle, and the other way at full power. It will be perfectly balanced at a “design RPM” - usually at cruise power. For all other throttle settings, the offsets have variable levels of success but the farther you get from cruise RPM, the worse it feels. This leads to oscillations, over corrections, strange methods and postures for correction, inefficiency of weight shift/turns, having a "strong side" to turn to, and bunch of other mysterious passive inputs that the pilot is unable to discern - yet still has to deal with.
With Dynamic Torque Compensation (DTC), airflow passes over the specially-shaped hand-laid carbon fiber spars, counteracting the effect of torque on the engine at a much wider range of RPM. As thrust/airflow is increased, the anti-torque effect is increased. Of course no system is perfect - on quick accelerations there will be a fleeting "acceleration torque" felt, but the system balances out within seconds. At idle throttle while flying at very fast speeds (on very small sporty gliders), the DTC spars can contribute to a slight turn against the torque, but the range of RPM settings in which torque is balanced is considerably wider than any other unit on the market, including those who have copycat or afterthought DTC systems.
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This listing is for Certified Paramotor pilots only, you must be able to confirm this and verify with references prior to purchasing this item or confirm that you are an experienced Paramotor Pilot or are engaged in training with a certified Instructor.
Thanks for looking and feel free to message us with any questions.
DISCLAIMER: Please read and be sure you thoroughly understand this disclaimer before flying an ultralight aircraft. Paramotors, Powered Paragliders, PPG, PPG Trikes, Hang Glider Trikes, Weight shift Control Trikes - any of these small aircraft that weight less than 254 pounds and have a tank less than 5 gallons are considered Ultralights. These are single-place (solo) flying machines for sport aviation only during daylight hours. Ultralight flying is an extremely demanding sport requiring exceptional levels of attention, judgment, maturity and self discipline. It is unlikely that you will be able to participate in it safely unless you make a conscious and continual commitment to your own safety. Ultralight aircraft flying is an inherently dangerous sport and may result in injury and death even when practiced by a competent pilot using proper equipment. Ultralights are not covered by product liability insurance, nor have they been designed manufactured or tested to any federal or state government airworthiness standards or regulations. Do not fly them unless you are willing to assume personally all risks in the sport of ultralight flying, and all responsibility for any property damage, injury, or death which may result from your use of this activity. Safe operation of any ultralight aircraft requires a pilot proficiency equivalent to that of a Novice Solo Pilot or in some cases a BFI (Basic Flight Instructor), as well as an equivalent level of knowledge and understanding of those wind and weather conditions which may compromise the pilot's safe control of the ultralight. In particular, be advised that gusty winds or turbulent conditions may interfere with even an expert pilot's ability to safely control an ultralight aircraft, and may cause it to crash. Never take anything for granted in aviation. If you are in doubt about anything, stop and figure it out immediately. By purchasing this item, you assume sole responsibility for your safety and hold harmless the retailer and manufacturer for injury or death resulting from your use of this item.
