LLC Announces Relocation to Sugar Land

by HPA · May 15, 2012

High Performance Aviation, LLC, Announces Relocation to Sugar Land, Texas

High Performance Aviation, LLC, a leader in the Technically Advanced Aircraft (TAA) flight training industry, has relocated it’s headquarters from Conroe, Texas to Sugar Land, Texas.

Houston, TX (PRWEB) May 15th, 2012

High Performance Aviation, LLC has provided factory accepted flight training for aircraft owners throughout North America from the Lone Star Executive (Conroe, Texas) Airport for the previous two years. Now, High Performance Aviation is announcing its relocation to the Sugar Land Regional Airport so it will have a more prominent flight training base in the Houston area.

High Performance Aviation, LLC (HPA) is announcing it has moved to the Sugar Land Regional Airport from the Lone Star Executive Airport. HPA is a specialized flight training company that provides transition training, recurrent proficiency training, and insurance checkouts for aircraft owners. The company specializes in Cessna, Columbia, and Cirrus aircraft, equipped with Avidyne or Garmin G1000 glass cockpits. HPA prides itself in designing custom courses for any technically advanced aircraft.

The company was founded by its current president, Brandon Ray, in Conroe, Texas at the Lone Star Executive Airport. “HPA has a diverse client base of aircraft owners in the Houston area and throughout the nation,” he says. “Sugar Land Regional Airport (KSGR) is one of the top rated airports in the country, featuring many amenities for pilots and aircraft owners.”

The relocation to the Sugar Land Regional Airport in Sugar Land, Texas will provide HPA more visibility in the flight training community. Ray goes on to state: “Many of our clients are based at Sugar Land. Our new location will allow us to better serve our current and future clients.”

When a pilot purchases a new airplane, he or she needs to have training in the plane in order to safely operate it. The different aircraft manufacturers offer this training for new airplanes, but trust companies like HPA to provide insurance checkouts and transition training for used aircraft purchases. Manufacturers also highly encourage pilots to take consistent recurrent training, which HPA specializes in providing.

Most non-pilots are unaware of the insurance requirements involved in aircraft ownership. Insurance companies usually require more frequent training than the Federal Aviation Administration (FAA) does. Companies like HPA provide this initial and recurrent training to help aircraft owners meet and exceed insurance requirements.

All the HPA instructors on staff are factory trained by Cessna or Cirrus. This means the instructors have been approved by the aircraft manufacturer to provide factory accepted training. The factory approved instructors teach pilots to fly the airplane in the way the manufacturer designed it to be flown. The training follows the FITS (FAA Industry Training Standards) scenario based training philosophy.

High Performance Aviation is excited about its new location at Houston’s corporate aviation hub. Aircraft owners interested in an insurance checkout, transition, or recurrent training can visit www.flyhpa.com or call 866-227-8149 for more information.

About High Performance Aviation

High Performance Aviation, LLC provides customized flight training for aircraft owners and pilots throughout the country. It specializes in Cessna Corvalis, Columbia, Cirrus, and Garmin G1000 transition training. HPA’s training programs offer pilots and aircraft owners the skills they need to operate their new or used aircraft to its fullest, (www.flyhpa.com).

Training is provided at the customer’s location of choice anywhere in the country. High Performance Aviation, LLC is based in Houston, Texas. The business is focused on owners of Technically Advanced Aircraft (TAA).

Contact Information

Brandon Ray, President and Founder
High Performance Aviation, LLC
866-227-8149
www.flyhpa.com
[email protected]

How it Started

One of my best friends in high school, (Doug Gray) was a private pilot. He offered to take me up for a flight in a 1967 Cessna 150, N6228S. We took off from Calhoun, Georgia, and he took me on a scenic tour of the area, I was hooked. I later found out that my English teacher, (Jan Haluska) was also a flight instructor and the school was offering a ground school course the next year, which he taught, along with flight training with the goal of becoming a private pilot. I managed to talk my dad into funding the training, at the time the total cost was right around $500. Cessna 150 rental rates where $12 an hour, and the 172 we used for cross country was $15 an hour including fuel.

Training Begins

It started August of 1977. The fall semester rolls around, and I am enrolled in ground school, and if memory serves me, we met twice a week. First came the paperwork for my student pilot certificate, which at the time was included with the 3rd class medical. I loved ground school, especially learning navigation, plotting courses on the sectional, again this was before iPads and GPS, so we did a lot of dead reckoning and VOR navigation for cross countries. At the end of the course, I made an 83% on the Private Pilot written exam, remember this was before we had the question-and-answer books that on future test I would consume before taking a written.

2022.06.09 11.19 Flyhpa 62a27fea7716a

Flying

The fun really began on August 22, 1977, it was my first flight. To my surprise we used the same Cessna 150, N6228S that my friend Doug Gray had taken me for a ride in. The Cessna 150 had a standard VFR instrument panel, with one NAV/COM, and one VOR CDI. No intercom, so no headset, at the time I didn’t know what I was missing. I didn’t get my first headset until I started my instrument training in 2003. I was a big guy, I was 6’ 4” and weighed 245 lbs. but I do not remember being uncomfortable in the 150 even with the instructor in the right seat.

First flight lasted .8 hours, and we accomplished orentation, shallow turns, stability, and effects of flight controls. Over the next few months we added steep 720’s, slow flight, stalls, turns around a point, S-turns, emergencies, landings, (short field, soft field and normal).

Learning

At this point I want to talk about a training experience that still stands out. We were close to solo and were practicing takeoffs and landings. Turning base to final Jan got very upset at the way I was cross controlling the aircraft. Cross control is when you are in, say a left turn, and use opposite rudder to line the nose up with the runway. So, he had me depart the pattern and head east to the practice area, and climbing up to 5500 feet MSL, he had me slow down to just above stalling speed, start a left shallow turn and add right rudder. As the airplane stalled I had the strangest sensation, no roller coaster has ever come close, instead of blue sky in the windscreen I was looking at brown ground, and as far as I could tell we were upside down, through the terror of the moment Jan talked me out of the spin, controls neutral, oposite rudder, pull slowly out of the dive. As we leveled off he asked me what altitude we were at, as I remember it was around 2,800 feet MSL. Then he asked me what would happen if I experenced this on base to final in the traffic pattern. The answer was obvious, I would be a pile of wreckage off the end of the runway with a very short-lived aviation career. Needless to say this cured my cross-control tendencies.

Another training event the sticks out in my mind was the first time we did takeoffs and landings at the High School runway. The runway was 1,500 feet long, not sure of the width, but it seems like we had about 5 feet on each side of the wheels when on the center line of the runway. Landing from the south you also had to go between a cutout in the trees to be able to stop in time on the runway. After getting confortable landing here every runway since seemed huge. I remember landing at Chattanooga (KCHA) on a night cross country and commenting to Jan, that I felt like I could of landed sideways on the runway, it felt that large.

Very soon after this I started wearing old shirts to all my flight lessons, the reason for this occurred on February 8, 1978. The lesson that day was stalls, takeoffs and Landing. As we were taxing back in Jan told me it was time for my first solo. I was very excited, and after some last minute advice from Jan, including watch for floating on landing the plane will be light with him not in the right seat, complete 3 takeoffs and landings to a full stop. It was a blast, and at the end of my shirt was shorter in the back because Jan cut the tail out of it signed and dated my solo [an aviation tradition]. Total flight time accumulated on the day of my solo was 18.1 hours. I was now officially a pilot with solo priveleges.

In my next article I start cross country training, when Jan decided that it would be best accomplished this in the 172. Checking out in N5970R was like moving into a 747, this started a love affair with one of my faviriote planes to date. Since this time I have flown over 900 hours in many different models of the 172 and feel like I am stepping into an old friend every time.

More about Randy here: https://www.flyhpa.com/team/randy-delong/

 

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