Most ultralight pilots who use the Internet on a regular basis
know there are lots of aviation-related Websites, forums, chat
and news groups. One reason people join an Internet group is to
receive or exchange information with people who share similar
interests. Correspondents with various levels of knowledge and
expertise meet and exchange ideas on a specific subject. It's
a good way for a member to send an announcement or question. Occasionally,
several members respond within the same time period, creating
a dialog. Even people who don't usually correspond via the Internet
can receive information by either logging onto a specific Website
or by receiving e-mail directly. The advantage is that they get
answers to questions they didn't think of asking.
With the vast selection of Internet forums and news groups
available to ultralight pilots and students, one in particular
is a bit different. The Yahoo! Internet group, Women-ULWings,
has a small, but active membership. The "women only"
group was formed in January 2001 to promote contact between women
The group has formed a strong support network that exchanges
information and shares personal accounts of their flying experiences.
Members exchange information on such aviation-related topics as
early women aviators, flying in bad weather, flight training,
and how to choose a flight instructor. They have also discussed
the differences in communication with men and women instructors
and pilots. A few of the more experienced pilots have become role
models for the newer pilots and students. When a member has difficulty
with her training, for example, the guidance and encouragement
she receives give her the incentive to continue in this male-dominated
sport. On a more personal side, they have offered sympathy and
comfort during times of loss, such as the death of a fellow pilot
and the events of September 11.
Women-ULWings is an international news group with members from
the United States, England, South Africa, Australia and Brazil.
Two Australian members who met for the first time through the
group, later met face to face in their own country. The women
are students, pilots, and a few are also basic flight instructors.
Currently, 70% of the members fly trikes. The rest fly either
fixed-wing ultralights and/or general aviation aircraft.
Contact Carol Plotnick at
- Report filed by Carol L. Plotnick
Aerial Adventure Introduces Stratomaster Flight Information System
"Simplified Version" Will
Be Offered and Will Cost Less
Here's the view looking over the nosewheel of a trike
fitted with a Stratomaster flight information system, offering
all instrumentation in a single pod. The Stratomaster unit includes
computer chip memory for your flight log, storing information
(such as date and time of takeoff, duration of flight, and maximum
speed and altitude reached) on up to 240 flights, as well as a
wealth of other flight information and features.
Lucian Bartosik of Aerial Adventure is selling a new flight
information system (FIS) loaded with features and functions. The
instrument's claim to fame may well be its accuracy. Bartosik
claims the new flight information system has "literally,
scientific lab accuracy," having been developed in a "high-tech
Produced by MGL Avionics in England, the Stratomaster flight
information system offers a rather daunting list of features/functions,
including (but not limited to):
* Altimeter - Zero-to-40,000-foot doubly temperature-compensated
altimeter, displaying altitude in increments of 1 foot or 1 meter
(3.28 feet). The altimeter can be user-calibrated, and has a 7.5-foot
static resolution and 1-foot dynamic resolution, according to
Aerial Adventure. "The dynamic resolution (with the aircraft
moving) has been made possible by mathematically evaluating the
turbulence created around the aircraft," Aerial Adventure
says. "The unit uses a micromachined silicon diaphragm sensor
and an absolute vacuum reference of the highest stability and
accuracy." The altimeter has QNH (an international abbreviation
for "mean sea level") and QFE (international abbreviation
for "above ground level") settings. "The QNH setting
can be shown in millibars or inches of mercury," Aerial Adventure
* Airspeed indicator (ASI) or true airspeed (TAS) -
Displays your airspeed from 16 to 200 mph. User calibration is
possible to account for Pitot tube placement.
* Tachometer - With a range up to 9,999 rpm, it's "suitable
for any engine," Aerial Adventure notes, "even with
an odd number of pulses per revolution. Pickups are from Rotax
ignition, magnetos, via capacitive coupling from spark-plug lead
or from IR reflective sensors (direct from the prop, for example)."
* Water/engine temperature gauge - Displays water/engine
temperature in degrees Celsius or degrees Fahrenheit. Uses a Rotax
sender. Calibrated against a laboratory thermometer.
* Glide slope ratio indicator - Displays your glide
slope from 1-to-1 to 99-to-1, "This display is shown when
the instrument detects you are gliding," Aerial Adventure
says. "Instantaneous calculation of your forward speed versus
vertical speed is provided. Uses true airspeed (TAS) for maximum
* Climb ratio indicator - Shows the ratio of climb to
forward movement. This is useful in determining the best rate
of climb versus the best angle of climb performance of your ultralight,
according to Aerial Adventure.
* Takeoff distance measurement - "This establishes
your ultralight's takeoff distance in meters to clearing the standard
50-foot obstacle," the company says. "This is a very
useful feature for aircraft designers, and also for owners who
want to optimize their ultralight's performance. This feature
is also used to optimize climb performance if you have an adjustable
propeller. In this case, the unit is used to measure the forward
air distance required to gain 50 feet of altitude."
* Density altitude measurement - "This secondary
altimeter shows the density altitude at your current location
taking pressure altitude and ambient temperature into account,"
Aerial Adventure says. "This, in turn, can be used to calculate
your ultralight's takeoff distance for current local conditions."
* Stopwatch - Can be used as a flight leg timer, or
for competitions, according to Aerial Adventure. Functions provided
are start/stop and reset. Range is 99 hours, 59 minutes.
* Air-distance-made-good trip counter - "This is
a resettable 'trip counter' based on TAS and time," Aerial
Adventure says. "The instrument can be set up to automatically
reset the air distance counter at the start of a flight."
* Remaining fuel display - Uses a standard low-cost
automotive float level sender (not included in the Stratomaster's
price). "The instrument has a calibration procedure that
recognizes the fuel tank shape and fuel capacity," Aerial
Adventure notes. "This results in direct and accurate readout
of remaining fuel in liters, or U.S. or Imperial gallons."
* Fuel flow display - This feature uses a fuel flow
sender (not included in the basic price of the Stratomaster unit).
This sender can also be used to calculate remaining fuel (if you
haven't installed a fuel level sender). "In this case,"
Aerial Adventure says, "you can enter your current fuel tank
level in liters, or U.S. or Imperial gallons, and the instrument
will calculate your remaining fuel."
Had enough features/functions yet? Well, we're not done yet
- there are more. The Stratomaster flight information system also
* Air distance range - "The two probably most-useful
displays (if fuel flow and remaining fuel features are available)
are air distance range and bingo fuel time estimates, based on
current performance," Aerial Adventure points out. "Air
distance range gives calculated range based on current TAS speed,
fuel flow and fuel remaining. Bingo time estimate gives remaining
engine running time on available fuel based on fuel flow and fuel
* Ambient temperature - An accurate semiconductor sender
for this feature is included in the Stratomaster's price,
according to Aerial Adventure.
* Hourmeter - Hobbs meter records up to 9,999 hours
and 59 minutes, and is presettable to current engine time.
* Engine maintenance counter - This presettable counter
counts down engine time. "It can be used for maintenance
tasks, such as regularly replacing spark plugs, etc.," Aerial
* Automatic flight detection - Automatically detects
when you're airborne. However, it is also possible to set the
instrument to record flights based on manual start/stop only,
according to Aerial Adventure.
* Flight duration - Indicates duration of current flight
from takeoff or manual start-of-flight input.
* Time of day - Displays current time of day in hours
and minutes. This feature can be used to display Coordinated Universal
Time for pilots flying across time zones.
* Flight log - "Every flight is stored in a log
for later retrieval," Aerial Adventure explains. "The
log contains up to 240 flights. Each flight stores date and time
of takeoff, duration of flight, and maximum speed and altitude
* Instructor/Lesson mode - The instrument can be set
up to record in the internal logbook stored in its memory "lessons"
rather than individual flights. In this mode of the flight log
feature, a log entry stores a lesson, even if it's made up of
multiple flights. Each lesson can be stored under a student number.
"Lessons are subject to a number of criteria for accumulation
of time," the company says. "Refer to the instruction
manual for further details and options."
* Voltmeter - Displays current system voltage. "This
is useful in checking for charging/overcharging of batteries,
etc.," Aerial Adventure says.
* Barometer - "A barometer has been included to
show local atmospheric pressure in millibars or inches of mercury,"
the company says. "This barometer is a precision instrument,
with a range of 200 to 1,200 millibars."
Power-supply protection is provided via "a fast Tranzorb
to prevent destruction by spikes caused by inductive loads,"
the company says. "Two independent 'watchdogs' are provided
to detect any software malfunction (software crashes) and facilitate
The unit can operate for about 18 hours on a 9-volt PP3 alkaline
battery if the display backlight is disconnected, according to
Aerial Adventure. (There is a setting on the rear of the unit
for disconnecting the backlight.) "The unit can continue
to operate down to about 7 volts," the company claims. "Normally,
the unit will be connected to either 12-volt or 24/28-volt aircraft
power supplies." It is possible to use a 9-volt battery as
emergency backup power for the flight information system, according
to Aerial Adventure. "This requires the installation of a
simple two-diode decoupling bridge," the company explains.
(Details on the required wiring are in the instruction manual.)
For the Stratomaster's dimensions, Aerial Adventure lists:
224 by 64 millimeters (8.8 by 2.5 inches), with a mounting depth
(including connectors and wiring) of 65 mm (2.6 inches). Panel
cutout is 204 by 54 mm (approximately 8 by 2.1 inches). Weight
of the Stratomaster FIS is listed at 450 grams (15 3/4 ounces).
"The current U.S. dollar price of the Stratomaster flight
information system for orders direct from the factory is $479
plus shipping and insurance," Aerial Adventure says. Any
additional taxes or customs duties that may apply are not included
in this price, the company notes. Bartosik indicates a simplified
(and less costly) version of the Stratomaster flight information
system will be available in the U.S. by the time you read this,
at a price expected to be "less than $400."
"This instrument is capable of far more than we have the
space to describe here," Bartosik concludes. Contact Aerial
Adventure (below) for further information and details.
- Buzz Chalmers
Info sheet: free. CD-ROM manual: $3. Aerial Adventure, 2916-B
Old Clarksville Pike, Dept. UF, Hopkinsville, KY 42240. Phone:
(270) 881-1369 * e-mail:
GibboGear Offers BabyButterfly BB Trike
Butterfly Wings by GibboGear is putting their BabyButterfly
trike wing - a smaller version of their "bread and butter"
Butterfly trike wing - on the top-of-the-line BB Trike carriage,
imported from Hungary. Other trike wings can also be used on the
BB Trike. And no, the "BB" in BB Trike does not stand
for "BabyButterfly" (or "bread and butter")
- it's just what people started calling the trike when designer
Janos Bogdola first developed it.
Butterfly Wings by GibboGear has added a top-of-the-line trike
carriage - the BB Trike from Hungary - to their product line of
Butterfly and Humvee trikes and three trike wings: the original
Butterfly and new BabyButterfly* single-surface wings and the
double-surface FireFly** wing.
The combination of a BB Trike and a GibboGear trike wing will
cost you "about half the price of most top-end trikes on
the market today," claims GibboGear president and Butterfly
designer Mark "Gibbo" Gibson. He backs up his claim
with the following trike-carriage-only retail prices.
The 2-seat BB 503 Trike with a 46-hp single-carb Rotax 503
2-cycle aircraft engine, Rotax B gearbox reduction drive, Tennessee
Propellers 2-blade wood prop, and instruments (tach, CHT and EGT
gauges) costs $8,795 (without wing). The 2-seat BB 447 Trike with
a 40-hp single-carb Rotax 447 2-cycle aircraft engine, Rotax B
gearbox reduction drive, Tennessee Propellers 2-blade wood prop,
and instruments (tach, CHT and EGT gauges) costs $700 less at
$8,095. And the single-seat Part 103 BB 340 Trike - a "soaring
trike" - with a 30-hp Kawasaki 340 belt-driven 2-cycle engine
spinning a Tennessee Propellers 2-blade wooden prop, 5-gallon
fuel tank, and a tachometer retails for $6,995.
So what will the trike wing cost you? The 17.5-meter (195-square-foot)
BabyButterfly wing costs $2,900; the 240-square-foot Butterfly
wing sells for $3,700; and the faster double-surface FireFly trike
wing retails for $3,900, Gibson notes for the three trike wings
GibboGear sells. Gibson reports all three GibboGear wings (as
well as others) can be used on the BB Trike carriage.
Standard features of the BB Trike carriage include: full frontal
fairing (pilot pod) with instrument panel, wheel pants, wide seats
with lap and shoulder pilot restraints, dual steering with foot
and hand throttles, dual main wheel drum brakes, main wheel suspension,
folding mast, 10-gallon fuel tank, and rubber vibration-isolating
The BB Trike gives ultralighters a trike with "low overall
height and good ground clearance," the company says, as well
as light weight. Without engine, the BB Trike carriage weighs
92 pounds; with a Rotax 503 engine, it weighs 188 pounds.
- Buzz Chalmers
*See "Industry Watch: BabyButterfly Trike Wing,"
November '01 Ultralight Flying! magazine
**See "Industry Watch: In the Works - New FireFly Trike
Wing," September '01 UF! magazine
Info pack: free. Butterfly Wings by GibboGear, 260 S. Airport
Rd., Hangar 1, Dept. UF, Lake Wales, FL 33853. Phone: (863) 679-6383
Arrowquest Aviation Makes Canadian Trikes
If You Bust It, We'll Fix It
for Free" Airframe Warranty
Arrowquest Aviation's 2-seat trike is called the Everest,
and like all Arrowquest trikes, it features no landing gear suspension.
"We do not use any type of suspension," Arrowquest owner
Brad Waters says. "We tried lots of different types of suspension,
and found if you land the trike the way you were taught, you don't
need any." According to Arrowquest, having no suspension
makes for a tougher frame with fewer moving parts to fail, and
it also reduces the manufacturing cost, and thus the retail price
to the consumer. Price for Arrowquest's 2-seat Everest trike (with
2-cycle engine and prop, but without wing) is $3,995 (U.S.).
Canadian ultralight manufacturer Arrowquest Aviation is unusual
for a number of reasons, including their low prices and the airframe
warranty on their trikes. The company offers an ultralight airframe
warranty that states: "If you bust it, we'll fix it - for
Couple this with the fact that Arrowquest's trikes - the single-seat
Elan and Elan SL (a soaring model), and the 2-seat Everest - do
not offer any type of landing gear suspension (other than "air
in the tires") on their all-welded steel frames, and you
get a company very confident in their products. "We do not
use any type of suspension," Arrowquest owner Brad Waters
says. "We tried lots of different types of suspension, and
found if you land the trike the way you were taught, you don't
According to Arrowquest, having no suspension makes for a tougher
frame with fewer moving parts to fail, and it also reduces the
manufacturing cost, and thus the retail price to the consumer.
"Some people may argue the lack-of-suspension point, but
there are a lot of other ultralights out there with no suspension
either," Waters points out. But do they have a we'll-fix-it-at-no-charge
warranty? "We are pretty confident on this part," Waters
notes, "because there is just nothing to break on this thing.
Because some customers are far away, if they do have a problem
we send them the replacement parts instead of having them ship
the whole trike back to us. We ask for a picture to be taken at
the time of repair, so we can put it in our files." Arrowquest
Aviation claims they have never had a structural failure with
their all-welded frame. And because there are no bolt holes, there
are no holes to round out or bolts to get loose.
Arrowquest Aviation mounts their 2-cycle engines inverted on
their trikes. "This lowers the center of gravity so the risk
of taxiing incidents is reduced, and produces less swing-through
of the trike carriage on full-power takeoffs," Waters explains.
But "we also build trikes with upright-mounted engines for
pilots who do not want an inverted engine," Waters notes.
A variety of 2-cycle engines are available from Arrowquest, including
Rotax 2-stroke aircraft engines.
Arrowquest can custom-build longer or shorter frames for bigger-
or smaller-than-average pilots, according to the company. All
their trike frames are powder-coat painted "in colors upon
customer request, at no additional charge," Waters notes.
How did Waters, a certified welder by trade and mechanical
engineer by education, end up in the trike manufacturing business?
"It all started about 5 years ago," he relates. "I
had always wanted to fly, but work and family obligations prevented
it. I just kept putting it off."
Until a buddy of his got him flying. "I did a lot of research,"
Waters says, "and found that all aircraft were expensive
for what I thought was there. What I mean is, a typical ultralight
doesn't have a lot of expensive parts - an engine, some fabric
[covering] and aluminum tubes [and hardware]. Why should they
cost so much money?
"I looked at the incident rates of ultralights, and [my
research here in Canada showed] that trikes had the lowest,"
Waters says. "They were easy to learn to fly, and had the
least number of moving parts that could fail. So I chose trikes.
"I bought an Airborne wing, and the trike dealer I learned
to fly from found me a used trike carriage - which still would
have cost me $12,000 (Canadian). I looked at it and thought to
myself, I can build this thing myself [for less].
"I made a trike carriage from pictures off the Internet,
from some measurements taken from other trikes, and from just
plain common sense," Waters admits. "Our first trike
was all welded aluminum.
"I flew that trike every chance I had. I had just about
100 hours on it when another friend caught the flying bug. I built
a trike for him, but this time out of mild steel, which is easy
to weld and repair and just as strong, and only added 7 pounds
to the weight. This reduced the cost by about $200 (Canadian).
We flew those things all that first year, even during the winter.
"In the spring, we decided to build [trike carriages]
for others at a retail level. We went with the all-welded steel
trike design for the ease of getting materials and ease of construction.
We never copied any one trike exactly - no one trike had what
we wanted." Waters indicates they build Arrowquest trikes
from November until April, spending the summer doing promotion,
taking orders and going to fly-ins (and flying his trikes - he
claims 200 to 250 hours personal flight time per year). But, like
some others in the aviation industry, he hasn't "given up
his year-round 'day job'" as co-owner/operator (with his
wife) of a quick lube/muffler shop.
Arrowquest Aviation's trikes feature "high headroom,"
according to the company. "We have a curved main pylon [to
which the trike wing is attached] that does not bang your head,"
Waters notes. Their trikes also feature "individual bucket-type
seats with good back support," he adds.
Safety backup cables are found in the main pylon and around
the wing's keel tube. "Safety is our biggest concern,"
Waters says. "We offer a 50-hour hangbolt change-out time.
The customer just telephones us, and we send him a new one at
no charge (for the first 100 hours). And we have a 1-year 100-hour
frame warranty which states 'If you bust it, we'll fix it, no
Arrowquest Aviation manufactures three trikes of their own
(the single-seat Elan and Elan SL models, and the 2-seat Everest
trike) and also markets a top-of-the-line trike, the Griffon,
made by Aeros in the Ukraine.
Arrowquest's single-seat Part 103 trike is the Elan,
featuring a 5-gallon fuel tank/bucket seat combo and (shown here)
an inverted 2-cycle engine, for lower-center-of-gravity stability.
Arrowquest notes that upright engine position is available for
pilots who prefer an upright engine. The Elan SL (a soaring single-seater
model) is also available.
Price for the 2-seat Aeros Griffon is $7,995. Arrowquest Aviation's
2-seat Everest is $3,995; their single-seat Elan trike is $3,295;
and single-seat Elan SL is $2,995. All prices are base prices
(options are extra) in U.S. dollars, and include the trike unit
(carriage), engine and 2-blade GSC wooden prop - the trike wing
- Buzz Chalmers
Info: free. Video: $9.95 (U.S.). Arrowquest Aviation, 4214
49th St., Dept. UF, Vegreville, Alberta, Canada T9C 1B4. Phone:
(780) 632-4416 * Fax: (780) 632-6150* e-mail:
Powrachute Extravaganza Fly-In
Powered parachute manufacturer Powrachute hosted their third
annual Extravaganza at the company's Columbus, Kansas headquarters
September 27-30. More than 5,000 people attended, including 215
pilots from 29 states and Canada. The two pilots traveling the
furthest distance were husband-and-wife team Wayne and Susan Mitchler
from Alberta, Canada.
Perfect weather conditions blessed the 4-day event, allowing
lots of flying throughout the long weekend. Fun flying contests
added spice to the flying, with first- and second-place winners
Rick Siegfried and Clyde Poser placed first and second respectively
in the Five O'Clock Charlie contest, John Wilson and Reggie Toler
won the top two prizes in the Closest to the Pin contest, and
Jim Reed and Dave Krause were first and second in the Leap Frog
contest. Top Gun honors went to John Wilson.
On Saturday morning 80 powered parachutes launched in 20 minutes,
11 seconds, filling the sky with color.
An outstanding feature this year was a 14,600-square-foot bald
eagle with the American flag as its canvas and below it the Powrachute
Company logo, airbrushed in the flying field. Brothers Bill and
Galen Mast of the Land of Ahs - new dealers for Powrachute - worked
for 2 days bringing this masterpiece together.
Another highlight of the Extravaganza was Powrachute founder
Bill Amyx's flying pyro show. Flying Bill flies through the sky
launching fireworks from his powered parachute while ground crews
launch fireworks up in the air where Bill is flying.
Probably the biggest highlight of the Extravaganza was the
drawing for a Powrachute Sky Rascal, the company's new single-seater.
The drawing was open to all pilots who registered an airworthy
powered parachute at the fly-in. And the lucky winner was Mike
Peterson of Carthage, Missouri.
Powrachute plans to hold the Extravaganza again next year.
For 2002 dates, phone: (620) 429-1397 * e-mail:
Tom Peghiny to Receive Moody Award
Tom Peghiny has been selected to receive the 2001 John Moody
Award. USUA Regional Representatives, past Moody Award recipients
and the USUA Board of Directors ratified the selection of Peghiny.
The award will be presented at the 2002 Ultralight Awards Ceremonies
during the USUA Annual Convention on Saturday, February 9, 2002.
The John Moody Award, named in honor of "The Father of
Ultralights" John Moody, was established in 1991. In 1976,
Moody was first to provide the public a complete ultralight kit
including both engine and airframe. It is ultralight aviation's
highest and most prestigious award honoring the history and development
The John Moody Award is presented annually to an individual,
a group of individuals or an organization for efforts over a period
of years that reflect credit upon America and themselves by having
made significant contributions or advancements of enduring value
to ultralight aviation in the United States. Past recipients of
the Moody award include Dennis Pagen, Chuck Slusarczyk, Dr. Henry
O. Malone Jr., John Ballantyne, Boris Popov, Vincent Vitollo,
Ultralight Flying! magazine, Dan Johnson and Homer Kolb.
Peghiny has distinguished himself as a true pioneer of ultralight
aviation. As a champion competitor, Advanced Flight Instructor
(AFI), innovative designer and engineer, test pilot, and manufacturer
for a period of almost three decades, he has made significant
contributions of enduring value which have helped shape the sport
and industry of ultralight aviation in the United States.
At age 13, Peghiny began his life's journey in air sport aviation
by devoting himself to the designing and building of light aircraft.
From the beginning he established himself as a leader and in 1969
while still a junior in high school, started an aviation club,
which among other projects lead to the building of a very early
bamboo "Batwing" Rogallo hang glider. But just designing
and building was not enough. As a result of a dream and passion
for flying, Peghiny became heavily involved in competition flying.
He was the youngest competitor in the First National Hang Gliding
Championships in 1973 and throughout his competition career has
captured 35 first-place awards, including the prestigious Masters
of Hang Gliding at Grandfather Mountain in North Carolina.
Peghiny's substantial reputation in the sport led to his appointment
as Vice President of Research and Development for Sky Sports,
upon graduation from high school in 1974. With his active participation,
Sky Sports became one of the largest hang glider manufacturers
in the United States. While a partner at Sky Sports he is credited
for designing the first double-surface flex-wing hang glider,
the Kestrel. During his tenure at Sky Sports, the company began
to conduct early experiments in developing powered hang gliders.
These efforts contributed to design evolutions, which became the
genesis of the ultralights of today. His first powered hang glider
flight was in the fall of 1975.
In 1981, Tom joined Pioneer International Aircraft, initially
as test pilot. Because of his engineering, design talent and experience,
he was promoted to engineering manager. Under Peghiny's leadership
a design team was formed which led to the development of the Pioneer
Flightstar and Dualstar ultralights. These were a new breed of
ultralights and one of the first "advanced" ultralights
available to the industry. Quality engineering, unique design,
superior materials, and parts manufacturing were their trademarks.
Pioneer produced more than 700 of the early model Flightstar ultralights,
ending production in 1984 when the company was sold to an Argentina
firm. Tom remained in a design consultant role with the new company,
and through his work, a 2-seat version called the Aviastar was
developed. Aviastar was the name of the Pioneer planes produced
In 1991, Tom and a partner Mark "Spark" Lamontagne
formed Flightstar, Inc. to manufacture updated versions of the
Flightstar single-seater, and in the process, designed and developed
a basically new 2-seater which they named the Flightstar II. In
1995, Flightstar formed a partnership with Lockwood Aircraft in
Sebring, Florida to produce the Flightstar line of products. Since
then, more than 600 aircraft kits have been produced and sold
by Flightstar dealers worldwide.
In 1997, Tom and Spark established a relationship with the
Japanese company HKS, a major after-market automotive parts manufacturer.
HKS now produces 4-stroke engines for the ultralight industry
and Tom has formed HPower, Ltd. to distribute the HKS engines
in North and South America.
For almost three decades, Tom Peghiny has played major roles
in the air sport and ultralight aviation industry as an innovator,
designer, and manufacturer. Because of his experience and reputation
in the industry, Tom was asked to appear before the Congressional
subcommittee hearings on the original FAR Part 103 ultralight
regulation. He was also appointed as a manufacturer representative
to the Part 103 Aviation Rulemaking Advisory Committee (ARAC).
In 1997, Tom and his company Flightstar, was awarded the U.S.
Ultralight Association Meritorious Service Award and in 1998,
Tom was awarded the Light Aircraft Manufacturers Association President's
Award for Outstanding Individual.
Tom Peghiny holds a Pilot, Basic Flight Instructor, and Advanced
Flight Instructor rating with USUA.