Contact us for orders 404.405.9422 /

Scout Enduro

Scout Enduro

Regular price
Sale price
Regular price
Sold out
Unit price
Shipping calculated at checkout.

Scout Paramotors

Scout paramotors changed the flying world in 2013 with its debut of the Scout Carbon Paramotor proclaiming itself the "Ultimate handling machine." Today, Scout offers three separate models all with several exclusive, next-level features.

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 here: 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.

Scout Exclusive Features


Always the top priority - Scout believes that making machines that handle intuitively and are inherently easier to fly helps prevent a huge number of accidents in the sport.

But just in case:

  • Safe Start - a cornerstone to the revolutionary Scout design. It's hard to compile statistics on an unregulated class of aircraft, but it's widely accepted that starting the motor is the most dangerous part of powered paragliding. Scout was introduced in 2013 with the SafeStart, a handy device that detects the throttle setting at startup. If you had a stuck-throttle resulting in an out-of-control full-throttle situation on the ground, the SafeStart immediately and instantaneously kills the engine. The SafeStart is also available as a "universal" kit, and can be easily installed on any paramotor, not just Scout!
  • Molded back protection - all Scout models feature a molded back plate that cradles your back in the event of a crash. Chief designer Miroslav Svec was so convinced of the design, he tried it out himself in the early days, in a spectacular fashion. Ask him about it sometime. 😉
  • Handless seating - with balance comes ease of use. A properly adjusted Scout requires a pilot to lift his legs into the harness, and that's it. No letting go and letting the brake dangle while you're climbing out at full throttle, no kick-in stirrup required, and no hanging from your midsection while you climb up high enough to troubleshoot and do a pull-up into your paramotor. Whew, glad we got that solved!
  • All Scout paramotors are CAA certified including load test certification at 15g's for a 140kg pilot. This is extreme. Your body will fail before the critical structures on this paramotor give in.
  • Underseat reserve compartment - for a machine as balanced as Scout, it would be a travesty to do a side-mount reserve limiting your weight shift and throwing off your balance. Scout comes standard with an underseat reserve container and a well-designed reserve handle that is secure, easy, and natural to reach. *A ”Light Harness” option is also available for pilots who prefer front-mount reserve applications - but we don’t typically recommend front-mounts due to the potential complications of egress in a water landing scenario.


  • The robust and well-thought-out harness compliments the recline angle of the Scout, while sporting premium hardware for buckles, stainless steel carabiners, and an optional integrated flotation system.
  • Enduro-skid system - standard with Scout Carbon and Enduro, the Enduro Stand adds an extremely robust reinforcement to the bottom of the cage/frame, protecting itself from your terrible landings and botched launch attempts, so the "sit and pray" method of launching won't lead to a disaster. If anyone ever tells you that the learning curve on a Scout is riddled with broken parts - they’re trying to sell you something.
  • Balance - somewhat of a safety feature in itself. The Scout is so well-balanced that it has only three hang point adjustments that cover pilot weights from 120-260lbs. More than half of the pilots flying Scout are still flying on the factory default hang points and with zero harness adjustments. This takes a lot of variables out of the equation for a comfortable, safe flight.


  • Proven, reliable, and powerful Vittorazi engines - the Scout is available in all variants of the Moster 185+ as well as the Atom80. (Custom engine mounting available, just contact us)
  • Easy, no-fuss claims on a 2-year warranty for chassis/harness/cage, 1 year warranty from Vittorazi for the engine.

Fun Factor

  • Intuitive handling - we'll say it again because we really want you to get it: this is the ultimate handling machine. The Scout will literally make your glider handle better than if you were on a competitor's paramotor. Sorry, but it's that good. Thanks advanced geometry!
  • For acro/aerobatic nuts, Scout offers Hybrid Weight Shift bars*. If you want the weight-shift equivalent to free-flight paragliding, this is the BEST option in the sport hands-down. The weight shift improvement over everything else is so dramatic that regardless of your experience, we recommend that you fly Scout with standard Gooseneck bars before switching to Hybrids. They are extremely sensitive to inputs, and it’s best not to complicate things while getting used to the Scout.

*Hybrid bars do allow greater weight shift, also allowing greater torque. As a result, DTC is not quite as effective and torque-steer is felt. Hybrid Bars are only recommended for advanced pilots who will sacrifice some torque steer for extreme weight-shift.

Scout Enduro

The Scout Enduro is identical to the Scout "One" Carbon in every way except one very distinct difference - the carbon hoop is replaced by a lightweight, durable black-anodized 7075 T6 aluminum outer hoop.

Without adding any weight, the hoop increases rigidity giving a nice buffer if you're just cutting your proverbial paramotor teeth. Aside from the added rigidity, the aluminum cage sections are substantially less expensive to produce. This means that the Enduro is more budget-friendly up-front, and hits your wallet a little softer if you happen to hit the ground a little harder.

The entire hoop with netting costs just $355, so some pilots getting into the sport start out buying an additional Enduro hoop to "learn on" before installing their Carbon cage, after they've gotten their feet under them.

The Enduro is still, at its core, a Scout. Which means it still benefits from Dynamic Torque Compensation and Scout's Advanced Geometry. Think of it as the ultimate handling machine - beginner-style. Pilots who regularly fly carbon Scouts say that the in-flight feel is indiscernible, so in reality you're only sacrificing a little bit of the "sexy-carbon" look when choosing the Enduro for your first Scout.