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The extra time is probably due to inputting the flight plan and clearance into the FMS. The first flight of the day tests (auto-fx, governors, gnd idle stop, etc.) are usually performed in a remote area due to the extra noise and prop-wash they produce. A considerate pilot would not do those in front of the marshal or near the FBO. King Air aircraft do not have APU; and, having an inertial navigation system would be the exception, never seen one installed, though I believe it was an option in a different century. |
Originally Posted by Zaphod Beblebrox
(Post 10550885)
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. As Line Techs, we like Wheel Up and the crews in Phoenix and I can't believe they think we're going to stand out in front of the aircraft ready to marshal them out for 30 mins while these checks are performed. (We normally check with the crew to see how long they will be running engines and checklists and to call ops when they're ready to taxi) Ramp temps around 145* when the OAT is 110* is pretty normal so hopefully the crews don't feel abandoned when we leave them because of the temps. |
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