Wheels Up KA350 After Engine Start Extended Delays Before Taxiing
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Wheels Up KA350 After Engine Start Extended Delays Before Taxiing
Hey looking for anyone who is familiar with wheels up King air 350. I work the line for a major FBO and wheels up is a regular customer and my question is after they start up engines we have an extremely long delay before they can taxi and I'm trying to figure out why?
Here at KSDL (PHX) everyone one knows how hot it can get and the ramp temps are sometimes 35* hotter than the OAT. When we are marshalling them out they can sit for 20 mins or longer and it's not due to ground holds, taxi clearances but we can't get a straight answer about what they may be doing.
I'm looking for any technical info regarding their after start procedures that has them sitting so long while we are roasting in the intense heat. I'm a pilot but not a paid pilot yet so I do understand the older King Air gyro spin up and stabilization but I don't know if the the newer 350's have to observe the same wait time after start up. Any info is greatly appreciated! Thanks!
Here at KSDL (PHX) everyone one knows how hot it can get and the ramp temps are sometimes 35* hotter than the OAT. When we are marshalling them out they can sit for 20 mins or longer and it's not due to ground holds, taxi clearances but we can't get a straight answer about what they may be doing.
I'm looking for any technical info regarding their after start procedures that has them sitting so long while we are roasting in the intense heat. I'm a pilot but not a paid pilot yet so I do understand the older King Air gyro spin up and stabilization but I don't know if the the newer 350's have to observe the same wait time after start up. Any info is greatly appreciated! Thanks!
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I know nothing about WU however I do know that there is nothing required on a KA350 to prevent you from departing the FBO in a prompt manner just like all your other customers.
My guess the delay is due to how their pilot standard company operating procedures are written.
My guess the delay is due to how their pilot standard company operating procedures are written.
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"but we can't get a straight answer about what they may be doing."
This would lead me to believe the TO tried that approach already.
And btw, any Gyro that takes more than a few minutes to spin up, I´d have removed for repairs. Typically in a PL21 equipped KA, it takes something like 2 minutes after second startup to be ready to taxi, if you`re slow. (and not training or troubleshooting)
This would lead me to believe the TO tried that approach already.
And btw, any Gyro that takes more than a few minutes to spin up, I´d have removed for repairs. Typically in a PL21 equipped KA, it takes something like 2 minutes after second startup to be ready to taxi, if you`re slow. (and not training or troubleshooting)
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I think the WU 350s are Fusion aircraft, so yes, AHRS and interminable setup after start, particularly when you're new to it.
https://www.rockwellcollins.com/Prod...-King-Air.aspx
https://www.rockwellcollins.com/Prod...-King-Air.aspx
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Originally Posted by dc9-32
You could ask the pilots or would that be too easy.
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Does this sitting for 20 mins occur during every Wheels Up departure and only on the Wheels Up King Air? Often times there are delays at the destination airport and a departing aircraft will be held on the ramp until ATC can accept them. Most pilots operating an aircraft with an APU will check about flow and delays before engine start. Perhaps the Wheels Up gang doesn’t do this.
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If it's first departure of the day then there will be run up checks on the 350 to check, autofeather amongst other items. These are first flight of the day items only from the Beechcraft checklist but Wheels Up may have mandated this is done every flight. The 350 I've flown had Proline 21 not Fusion & on occasion we had ground requesting our delay in taxi.
Originally Posted by ksjc
Does this sitting for 20 mins occur during every Wheels Up departure and only on the Wheels Up King Air? Often times there are delays at the destination airport and a departing aircraft will be held on the ramp until ATC can accept them. Most pilots operating an aircraft with an APU will check about flow and delays before engine start. Perhaps the Wheels Up gang doesn’t do this.
Practice with some operators is to do a ground run to get the full list of checks done when the pilot assumes duty, as they are of some length, thus enabling a quick get away when departing.
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Speaking as a former WheelsUp pilot on the KingAir; There is a very long and complete check for the first flight of the day. It involves a complete electrical, trim, auto-pilot, de-icing, pressurization, and other items check. The check section in the QRH is three pages long. It does take a long time. Later flights in the day have a greatly reduced check list.
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Originally Posted by Zaphod Beblebrox
Speaking as a former WheelsUp pilot on the KingAir; There is a very long and complete check for the first flight of the day. It involves a complete electrical, trim, auto-pilot, de-icing, pressurization, and other items check. The check section in the QRH is three pages long. It does take a long time. Later flights in the day have a greatly reduced check list.
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Originally Posted by Zaphod Beblebrox
Speaking as a former WheelsUp pilot on the KingAir; There is a very long and complete check for the first flight of the day. It involves a complete electrical, trim, auto-pilot, de-icing, pressurization, and other items check. The check section in the QRH is three pages long. It does take a long time. Later flights in the day have a greatly reduced check list.
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Originally Posted by Global_Global
Second question: does Wheelsup charge actual Block Hours, calculated Blockhours (=FH plus allowing time for taxi of say 10 min) or FH?
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It’s a GAMA thing. Wheels Up, until the purchase of Travel Management Co, did not have an operating certificate. If you have ever attended a Flight Safety course on the king air you would know that they teach every single check in the book. It is a company thing. When I flew King Airs part 91 a long time ago we did the extensive checks only occasionally. Actually maintenance did a lot of them like vacuum and pressurization checks.
One reason is that these aircraft are away from maintenance bases for a long time. The extensive checks find the problems when they occur. Many part 91 operators get the airplanes back at home base every night or every other night and they are able to do these checks by maintenance or in the hanger.
It’s just the way they do things there.
One reason is that these aircraft are away from maintenance bases for a long time. The extensive checks find the problems when they occur. Many part 91 operators get the airplanes back at home base every night or every other night and they are able to do these checks by maintenance or in the hanger.
It’s just the way they do things there.
