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experienced Premier pilot. Stephen enjoyed programming as many ab- normal and emergency events as he could fit in each two-hour session. We had the usual engine fires and failures, engine restarts, flap anom- alies, emergency descents, wind shear, TCAS and GPWS alerts, icing and even some normal operations thrown in.
Hot and High
Sometimes we assume our jets of- fer stellar performance, and with two engines operating, they generally do. Stephen suggested we fly from Gun- nison, Colorado (KGUC) at 7,680 MSL to Colorado Springs (KCOS) with a landing elevation of 6,187 MSL and a warm day at 30 degrees Celsius. After an ILS to Runway 35R, single engine of course, we repositioned for a takeoff to the north. We were limited to 11,500 lb for the airport conditions. Upon reaching a V1 of 115 KIAS, I experienced an engine failure. Using significant rudder to keep the Premier on the runway until a Vr of 115 KIAS and a bit beyond that
to obtain more control, I rotated. Or at least I tried to rotate. I was able to finally raise the nose and fly in ground effect. Approaching the end of the 13,500-foot runway, which slopes up, I barely made it over the runway end lights and steered the plane be- tween two tall trees over rising ter- rain. Even in the sim, I’m sure my heart rate was up. After I climbed slowly and stabilized the airplane, Stephen casually mentioned that he forgot to tell me the plane was 500
pounds over our acceptable weight under these conditions. Even with 2,300 pounds of thrust from each Williams International FJ44-2A tur- bofan, it was a great demonstration of the importance of flying by the performance numbers.
Stephen then came up with the idea to fly from Palm Beach (KPB) to Ocean Reef Club (07FA) on Key Largo, Florida, with a 4,400-foot runway. The graphics for this airport on the FlightSafety sim were amazing, with
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Jet Journal September 2020 / TWIN & TURBINE • 27