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PAP Moster 185 Plus
Price: $7,650.00
  • Average Rating 5/5 Stars.
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(5 out of 5 with 2 votes)
Product Description:

OSTER185 Plus Strenght and lightness the Moster impresses, for it’s not too heavy weight, it’s strong thrust equal to those engines with more cc's. If you are a heavy pilot and you don’t want to carry too much weight then this is your engine. Perfect for lighter pilot’s addicted to dynamic flight. It’s the election of our pilot Ramon Morillas as for his height record flights and for the acrobatic exhibitions. It is the winner of the Icarobatix 2012 flown by the young Thomas Mignaux.


Motor Type Vitorazzi. 2 Stroke Monocylinder
Cooling Forced Air
Cylinder 185 cm3 ( 66 x 54 mm.)
Carburettor Walbro
Power 25 CV / 7800 R.P.M.
Ignition Electronic
Reduction gear PolyV Belt
Reduction rati 1/2,87
Transmission Centrifugal clutch
Start Manual
*Thrust (kg) aprox. 76kg aprox.78kg
Fuel Leaded or unleaded Super grade + synthetic oil 2,5 %
Fuel tank 13,5 L
*Autonomy hours *about 3 h
Cage Stainless Steel / T.I.G.
Paramotor weight 27,5 kg. 28 kg.
Harness size: S, M, L, XL Sup´Air Special PAP
Propeller Size 125 cm.  
Paramotor Size 140x140x40  
Max. Pilot weight 155 kg.  


New frame TINOX

Always paying attention to the market we have been working since the beginning of last year in an evolution of our frame looking for less weight , comfort but without losing the robustness, and of course the safety that we have always sought.

The result is the TINOX, a frame that is composed mainly of 2 materials: Titanium for the hoops and stainless steel for the main body.

This frame is done in parts so that without any problem you can change any of the parts in case it is needed. The disassembly is very easy and the four parts are easily stored in the case that comes standard with each paramotor.

It exists in a single size of 140cm where you can put both 125cm and 130cm propeller.

The feeling of lightness is great in a frame that has been designed for take-off on foot, although it can be used without problem on a trike like the Rolling or mini Rolling.


The Tinox frame comes standard in a 1400 mm style as standard. 


More Detail

PAP Moster 185 First Impressions
  • Rating 5/5 Stars.
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Beery Miller (Houston, TX) - May 3rd 2013
Back about 2.5 weeks ago, I placed my order for several PAP Moster 185 units. PAP had the units on my way in 2 weeks with my personal unit arriving Monday of this week. Anyone wanting to place an order for a PAP Moster 185 unit can do so with me with the total cost, including shipping to be $6,000 and that is with a carbon fiber propeller upgrade as well as a 3 part cage upgrade and tachometer.

My unit arrived in 2 boxes. The motor and main frame were secured in one box, and in a separate box, were the cage pieces and propeller. Unpackaging and assembly time took less than 30 minutes. Let me say, I was very impressed with PAP’s configuration. Everything was very neat and both the airbox and tuned pipe were professionally safety wired along with the springs on the exhaust system. PAP has also done something I have seen no other manufacturer do. The tachometer display is displayable through a clear window on the harness shoulder strap while in flight. This keeps the tachometer out of the way of the throttle. After the unit was completely assembled with propeller, harness, etc., the total dry weight was 63 lbs with the X-Large harness I requested for myself.

This past month, PAP released what they called the ATS, Anti Torque System. It is a modification just above the arm bars reportedly to remove much more of any potential torque so smaller guys can fly larger units due to a number of pilots wanting to fly smaller wings at higher air speed. I do know the PAP configuration has less torque versus another Moster 185 configuration I have flown previously.

I went with Vitorazzi’s published break-in procedure for the motor with a 32:1 fuel/oil ratio and did a hang point test, and last night, I took the unit out for its maiden flight.

The harness I believe is built by Sup’Air for PAP. It has a very thick back pad on the harness with two side pockets. Shoulder straps are also very well padded. There are multiple adjustments on the harness so you can tailor it to your specific comfort and body style. PAP uses two leg straps, with a third strap coming up off of one of the leg straps that “T’s” into the waist strap. There is also a much higher chest strap you can use if you desire, as well as a lower cross body torque strap also available. I chose to use all the straps for the maiden flight.

Yesterday evening, there was a south wind at the TX City Levee. For those that know the area, a south wind is generally a bit trashier air due to the refinery about a mile away.

As I was still breaking in the engine, I launched with a slow climb out with the 7 to 8 mph wind. Very smooth throttle response, however, I will say the midrange may not have been as smooth response as my FB Simonini had with the Bing carburetor. While I did not do any foot drags last night, I do not see any problem in the future that would prevent me from having that kind of fine throttle response.

Once I was up in the air, getting into the seat was much easier than the PAP harness of 10+ years ago. Similar design, but improvements where all I had to do was wiggle my butt and one handed I got into the seat. The unit was extremely quiet with Vitorazzi’s air intake design using an air filter inside the airbox.

For my all-up weight of about 260 lbs, I found that flying level was about 5600 rpms using Avgas. The unit peaked at about 7700 rpms under full throttle with the 51” (130 cm) propeller.

One thing I did notice with the PAP unit was that my harness was now really feeling the wing with the bumpy air from the refinery. With the FB unit, I could feel the wing; however that was by hands on the toggles only with some tension. Now, with the lower hang points with the PAP that more closely mimic the paragliding experience, I had that response back. I can’t count the number of times other pilots would fly with me and complain of the bumpy air while the FB unit and its design, dampened it out. Now, I will have a more realistic experience of what the air is like once again.

I flew for about 90 minutes with about the last half of the flight flying along some marshes watching the fish jump as I buzzed overhead about 10 feet above. Finally, it was nearing sunset, so I knew it was nearing time to land. I climbed up to about 500’ and killed the engine. Wanting to see how easy it would start, PAP has designed a cord leading from the harness to the pull start handle to allow easy retrieval. No fumbling around behind your back. I found the handle. First pull, it didn’t start. Second pull, the engine cranked over. I repeated this one more time and was able to easily restart the unit using two pulls using my non-dominant left hand. PAP also offers a foot “kick start” strap option. I haven’t tried that one yet, however for those with less arm strength, it gives another options as well.

Finally, it was time to land. I climbed up to 500’, and killed the engine one last time. After a few S turns, I lined up for a smooth easy engine-off landing near my truck and trailer.

After the engine cools down, I will be following Vitorazzi’s advice and checking the torque values on the head bolts again.

All in all, I am very pleased. The wiring around the coil is minimal. The design of the coil and the wiring, I do not perceive issues with coil wires breaking. While I very much enjoyed the years of service out of the Simonini I owned and I don’t think you will ever go wrong with a Simonini, the Moster 185 has a lot of perks with simplicity and the lighter weight. Now that the US has multiple sources for units with the Moster 185 engine and multiple part suppliers, I see this as a strong contender for pilots seeking units in the 25 to 28 hp range.

On the way home last night, a gentleman contacted me interested in the sport. For his weight range, I described to him the pros/conss of all the various 25-28 hp configurations out there. No intent on actual selling anything to him, as I indicated he should really purchase his equipment through his instructor. He did have one question I hadn’t really seen raised before and that was whether or not the PAP unit I was flying would fit in his car trunk. After some thinking, if the trunk is large, the unit does break down and should fit in many trunks without a propeller. It would probably also go into the backseat of many vehicles and the cage pieces break down into a small size as well due to the design. I wouldn’t plan on shipping it by plane though.