Though the stall speeds with slats and flaps lowered is modest, the Williams FJ44-2A engines only have 2,300 pounds of thrust each, so takeoff acceleration is not rapid and uses up the runway. For my first takeoff, with just two of us onboard and 3,000 pounds of fuel, the airplane weighed 11,800 pounds, considerably below its 13,950 maximum. But, with air temperature at San Antonio in the mid-80s, we needed 4,185 feet of runway for a balanced field takeoff. Takeoff speeds in the SJ30-2 are similar to other light jets and were 100 knots for V1 decision speed, 103 knots for rotation and 108 knots for V2 best angle of climb engine out speed. The airplane behaves predictably on takeoff, and after we were at least 400 feet above the runway I lowered the nose to accelerate to the 160-knot flap/slat retraction speed. Climb rates don't match the spectacular performance of the CJ2+ and CJ3, but the SJ30-2 likes to climb at a higher indicated airspeed, typically around 230 knots, so it will fit in better with other jet traffic.