In my case going into KHOU I did give them a heads up beforehand but I don’t think I told them a speed. If I’m paying close attention, I can do 270 (it starts yelling at me at 276) but if I’m loaded up I usually aim for 260-265.

In the descent is where the Eclipse shines it doesn’t yell at you unless you do better than 285.

I tell them that if they keep me going down I can do better than 250 and if it’s not bumpy I do 285.

Love those auto throttles

And I bet you’ve never been caught by the 8000, 260 transition

Andrew

That's pretty surprising/good!

The CJ3 can do an awkward 278 in the descent. I have heard it's due to the plastic windshield being unable to take a bird at 280, but I don't know definitively. The CJ4 does a healthy 305 with a glass windshield, but higher .mmo as well. I suppose only the guys at cessna know.

Got some left seat time!

Don’t let all those buttons and whiz bang on the CJ2 spoil you.

Too late. Ruined

Jet Elite x2

Mark did a great job flying the CJ and greased it on at TEX while dealing with +\- 15 kts wind shear on final. Everyone in back cheered on touchdown!

With 1000 hours over the past three years, MH already knows how to fly a jet so we spent the flight talking about the PL21 and UNS FMS.

For those that know the airport, we called the visual over Cones at about 15,500. The CJ will get down from there but it requires slowing down and putting everything out. We captured the VASI around 11k, sucked in the speed brakes and Mark wrestled it onto the runway. It was twilight when we started the approach but fully dark when we landed. Clear sky’s and big moon so we could still see the terrain.

If we would have gone around, the missed approach is essentially a right 180 back to cones, it’s important to note that max speed in this turn is 180 kts - that’s pretty slow in a CJ, I’d normally be 220-230 (that seems to be the sweet spot for climb) but the turn radius is to big for this canyon at those speeds.

Sounds like calm winds at tRide.........

Mark needs to step up and get some better headsets!!!

John and I departed KTEX today in low IFR...400 ovc...3/4 Viz...winds 290@18 G32...snow. These are not conditions for the faint of heart or for a lesser machine. Since it was snowing we elected to not be pulled out of the hangar until we had our clearance. We didn’t want snow to accumulate and freeze on the wings. We called Denver Center...who transferred us to another number. That controller said they couldn’t provide the clearance we had to call FSS. We called 1800WXBRIEF...after a 60 sec hold we requested clearance. The person who answered was based in Texas. (Despite saying we were in Colorado). He transferred us to a Colorado briefer who told us we had to contact FSS on 122.15 at the end of the runway and number 1. John said fine...but I said hang on. We are trying to minimize time in the ground and since the airport had not a single operation the in the last several hours perhaps they could work with us. Nope. It’s a busy airport so you have to call FSS via the radio. What if we are unable to raise them on radio? You will he said. It works fine. This whole process took about 8 minutes. Had we been outside the hangar in the snow it could have been an issue. Bottom line they have rules and are unwilling or unable to adapt them to situations like this one.

We got pulled out of the hangar into heavy snow. Went through the startup cycle and avionics power up. We called FSS and requested clearance. He read hazardous weather advisories about Ice, IMC (no $hit?), mountain obscuration, turbulence and then asked us to confirm that our flight plan was between KTEX and KSDL. Then we were asked to stand by where he called Denver ATC (who we originally called) to get a clearance that they couldn’t give us.

We got the clearance...did the Read back...complete with current time, void time, etc.

I should mention that, at our request, Telluride Airport authority did a runway braking action check for us. It was 3,3,3 or better with the slick spots being painted surfaces. By the time we took the runway the report was 15 minutes old. As you can see John craftily stayed to the south of center line as we accelerated. Approaching V1 (96kias) he centered it up and we rotated at Vr (105). We climbed out at 4,000 feet a minute. There was some light chop and ice on climbout. We broke out at 18k in clear smooth air.

I should note that as we lined up John asked me if I had any concerns. I said...”I ain’t shook” and off we went. We did our homework. The plane was capable and we were both on our game. Neither of us had any doubts. Great stuff.

Check the video.

[youtube]https://youtu.be/WbhfJ5IIQUE[/youtube]

The ridge is right there to the right of 27.......it's always awfully close and it's not friendly.......nice work to the both of you.

I love the both of you and wish you'd left later on in the day or tomorrow.....

At what altitude did you get on top out of curiosity, Mark?

Mark said 18,000 in the post.