The Falcon 2000S has been redesigned, repackaged and repriced to compete in the super-midsize (SMS) jet market. It can fly six passengers 3,350 nm at 0.80 indicated Mach (0.789 true Mach) and land with NBAA IFR reserves. The cabin is about 10 to 20% larger than a typical SMS, so the 2000S will accommodate eight to 10 people comfortably for transcontinental U.S. trips.
believes that many people in the market for an SMS aircraft actually would prefer a large-cabin Falcon if it were competitive in purchase price and operating cost. With a standard equipped price of $27.1 million, the Falcon 2000S is $1.3 million more than the Challenger 350 and about $2 million above a typically equipped Gulfstream G280. The 2000S has an impressively low empty weight for a large-cabin aircraft. So, its fuel consumption and direct operating costs are nearly the same as the two main SMS competitors, Dassault officials assert. In the 10-passenger configuration, its cost per seat mile actually is lower than eight- to nine-passenger SMS aircraft.
The S model thus puts to rest any speculation about when or how the French firm will create a clean-sheet SMS business aircraft. The 2000S will be the smallest, lightest, most economical Falcon Jet in Dassault's product line for the foreseeable future.
Larger cabin volume and competitive operating efficiency aren't the Falcon 2000S's only strong points. Typically equipped, it can carry eight passengers with full tanks, so it has good payload-versus-range performance. It also has a bigger galley and baggage compartment than its two SMS competitors. And it offers better runway performance than either competitor because it has lower takeoff and landing speeds.
The 2000S concept was jointly developed in 2009 by John Rosanvallon, president of U.S.-based Dassault Falcon Jet, and Olivier Villa, Dassault Aviation's senior vice president of civil aircraft. Both of them wanted a re-creation of the transcontinental U.S.-range 1994 Falcon 2000 Classic but in an aircraft updated with all possible improvements that were feasible in light of the price target.
The 2000 Classic had 3,000+ nm range but not the best possible runway performance because it only had partial-span leading edge slats. So, Dassault fitted the 2000S with the Falcon 900LX's full-span slats and high-lift trailing edge flaps, plus Aviation Partners Inc. blended winglets. The avionics and interior of the 2000 Classic were barebones basic, so the 2000S gets the newest Dassault EASy II cockpit and a BMW Group DesignworksUSA interior.
The biggest challenge for Dassault's production specialists was meeting manufacturing cost targets for the new aircraft, thereby enabling the Falcon 2000S to compete in the SMS category.
Dassault's last attempt at this was with the Falcon 2000DX, a shorter-range version of the 2007 Falcon 2000EX. The DX's sales foundered because it had 20% less range than the EX, but it only was only $2.2 million less expensive. The value equation didn't work for buyers, so Dassault was forced to discontinue the model after two years.
Fast forward six years. The 2000S has about 20% less range than the 2000LX or LXS, but it's priced $5 million to $6 million less than the longer-range models. So, Dassault can squeeze the 2000S into the upper end of the SMS segment rather than have it compete directly in the large-cabin class. Dassault, as a result, has high hopes for a much longer and more robust production run than it experienced with the 2000DX.
To control manufacturing costs and thus purchase price, the French firm focused on three main areas. First, four years ago the demand for business aircraft, even large-cabin models, was softer than a soufflé at Guy Savoy. This was a powerful bargaining chip for Dassault to put the squeeze on vendors to reduce parts prices. Next, the firm refined its planning processes and continued to improve lean manufacturing on production lines, thereby reducing labor and energy costs. And finally, Falcon 2000S buyers would be offered a choice of three standard cabin layouts, enabling Dassault to speed completions by shifting more of the furnishing and finishing processes to the green aircraft production line.
Honing the Legacy of 450+ Falcon 2000 Jets
All Falcon jets have been built mainly with high-strength aluminum alloys since the mid-1960s. The Falcon 2000S uses the same time-proven, damage-tolerant, aluminum monocoque construction. Titanium and steel also are used in the primary airframe structure. The horizontal stabilizer and APU firebox are constructed from carbon fiber reinforced plastic. Fiberglass and Kevlar are used for secondary structures, such as the radome and certain aerodynamic fairings. The aircraft has a 20,000-cycle/30,000-hr. basic design life, but its service life can be extended almost indefinitely with stepped-up maintenance.
The fuselage has a nose section housing avionics and radar, a center pressurized section and aft section containing systems components, the engine carry-through structure and APU, among other components. The pressurized section is circular for structural efficiency under pressurization loads. The seven cockpit windows are glass laminate with a left-side, opening weather window. Stretched acrylic is used for the 18 cabin windows.
All model 900 and 2000 aircraft, including the 2000S, use Dassault's first-generation supercritical airfoil dating back to the mid-1970s Falcon 50 tri-jet. It has an inboard quarter-chord sweep of 29 deg. and modest outboard sweep of 24.5 deg. and is designed for efficient cruise at Mach 0.73 to 0.76, as illustrated by the accompanying Specific Range chart.
But the addition of Aviation Partners' winglets enhances its performance by reducing induced drag both by increasing span and therefore wing aspect ratio from 7.62:1 to 9.34:1, and by redirecting most of the tip vortices as thrust vectors. Thus the aircraft can climb higher and cruise up there at Mach 0.789 with virtually no loss in fuel efficiency, while the same aircraft without winglets would fly lower and slower.
When examining Falcon Jet perform–ance, it's essential to distinguish between indicated Mach number (MI) and true Mach number, which determines true airspeed (TAS) at a specific outside air temperature. Dassault publishes both MI and TAS in its performance manuals. A comparison of the two values reveals a 0.005 to 0.015 difference between indicated and true Mach numbers, depending upon indicated speed. That's why MI 0.80 cruise, when corrected equivalent to 0.789 true Mach, results in a 453 KTAS cruise speed at ISA temperature in the stratosphere.
The wing employs a classic ladder structure of milled aluminum spars and ribs sandwiched between upper and lower machined skins. Visit Dassault's Merignac factory and you'll see that robots do most of the assembly with great precision. Few aircraft have better metal work than Falcons.
The Falcon 2000S retains the 28 VDC electrical architecture of the Falcon Jet family with both main and essential buses. Left and right sides of the system normally are split for fault isolation and manually switched together when needed. There is no automatic bus tie. Power is supplied by two engine-driven brushless generators, two lead-acid batteries and an APU, rated for both ground and flight operation up to 35,000 ft. External power can be supplied by a ground power unit.
The left wing, half the center wing box and aft fuselage tanks are grouped together and feed the left engine. The right wing, half the center wing box and the forward fuselage tanks form the other side feeding the right engine. The DX and S have identical fuel tanks. Total fuel capacity is 14,600 lb., with fuel contained in left and right wing, fore and aft center wing and fore and aft fuselage tanks. Compared to the LX and LXS, the S has shorter fore and aft belly tanks that reduce fuel quantity by 2,060 lb. The left- and right-side fuel systems have almost the same fuel capacity, with the latter holding 64 lb. more and most of that typically is consumed by the APU prior to engine start.
Dual left and right brushless DC fuel boost pumps, housed in quick-change dry sump canisters, supply the engines and APU. After engine start, the bleed air system pressurizes the fuel tanks. If a boost pump fails, this maintains positive head pressure to feed the engine-driven fuel pumps, even at full takeoff power.
The left- and right-side 3,000-psi hydraulic systems, each having two pumps and using MIL-H-5606 red fluid, power the flight control actuators, leading-edge slats, trailing-edge flaps and wheel brakes, along with the nosewheel steering, landing gear and gear doors, plus airbrakes and thrust reversers. One of the pumps in the right-side system is electrically powered and can provide power to essential hydraulic equipment if all three engine-driven pumps are inoperative. The four main wheel brakes are fitted with carbon heat packs. Dassault originally planned for an optional auto-brake system, but the final runway V speeds were so low that engineers deemed it unnecessary.
The primary flight controls are fully hydraulically powered in all three axes. There is an indicated speed-proportionate artificial control feel (Arthur Q) system for roll. Position of the horizontal stabilizer varies the amount of control feel force in pitch. The result is a nearly constant stick force per g of vertical acceleration. The rudder has a simple spring box for artificial feel.
The control surfaces have no trim tabs. Electro servos also reposition the neutral points of the aileron and rudder artificial control feel units to provide trim in those axes.
Dual electric trim motors reposition the movable horizontal stabilizer for pitch trim. There is an automatic Mach trim that increases speed stability between Mach 0.77 and Mach 0.87. The stab range of motion has been recalibrated from +2 deg./-10 deg. to +1 deg./-11 deg. to provide increased nose-up pitch control authority to counter the effect of the winglets and new high-lift system.
The slats and three-position flaps work together as high-lift devices. On Falcon Jets, the full-span slats provide most of the slow speed lift augmentation. The S is also equipped with the Falcon 900LX's three-position trailing edge flaps, along with other high-lift design features. When compared to older Falcon 2000 aircraft with partial-span slats, the full-span slats increase stalling angle of attack (AOA) by as much as 4 deg., thereby cutting stall speed by as much as 8 kt.
The slats also function as automatic stall protection devices at high AOA. If the aircraft is in the clean configuration, the outboard slats extend at high AOA to enhance roll control characteristics by energizing the boundary layer over the wing with a high velocity air stream. If the slats are extended, the inboard slats retract as AOA approaches stall to produce a positive stall break while maintaining full roll control.
The winglets enable the aircraft to climb higher and cruise efficiently up to 30 kt. faster than the DX. The winglets, the new high-lift system and more standard equipment all add empty weight to the airframe, but a typically equipped aircraft still has a 1,600-lb. payload with full fuel tanks.
The standard interior layout for the first 20 aircraft seats 10 passengers, thus crews will have to leave two passengers on the tarmac with full tanks, in spite of Dassault's claims of the aircraft's full-tanks/full-seats loading flexibility. With all 10 seats occupied, the aircraft still can fly 3,225 nm and land with 200-nm NBAA IFR reserves, as illustrated by the accompanying Range/Payload Profile charts.
Dassault's flight test engineers at Istres, France, ran a complete runway performance recertification program for the S, reducing V speeds by 8+ kt. and shrinking runway distances by nearly 1,000 ft. at sea level/standard day runway and almost 1,500 ft. at BCA's 5,000-ft. ISA+20C airport compared to the DX. The new high-lift system and winglets are so effective at reducing V speeds that rudder authority had to be increased by 10% to keep minimum control speeds below stall speeds.
The slats extend before the flaps and retract after the flaps. The outboard slats also extend automatically below 265 KIAS at high AOA to enhance handling characteristics at stall. With the slats extended, aerodynamic stall behavior and recovery characteristics are the best of any aircraft in the business fleet, in BCA's opinion. We reached that conclusion after fully stalling all members of the Falcon family that share this wing airfoil shape and high-lift system.
Bleed air, supplied by the engines or APU, is used for main engine start; air-conditioning and pressurization; ice protection for engines, wing leading edges and the wheel brakes; plus pressurization of the hydraulic, fuel and potable water systems.
A ground pneumatic cart can be used in lieu of the APU for main engine start. A single air-cycle machine provides refrigeration. Pressurization control is automatic and the 9.0-psi differential provides a 7,950-ft. cabin at FL 470, the aircraft's maximum cruising altitude.
The Falcon 2000S has a 1,024-cu.-ft. cabin that is longer, wider and higher than most SMS cabins. The standardized, 10-seat interior on the first 20 production units features a four-seat club section up front having 20-in.-wide chairs and six 18-in. side chairs in the aft cabin, arranged as a four-chair conference grouping on the left with two facing chairs on the right side.
Three different color and material schemes are offered, all having matte finish wood veneers on the monuments. The Sedona option has light desert hues, the Havana option has tobacco and tan colors, and the Alpine option has snow white that contrasts with dark earth and rock.
For 2014, two additional, eight-passenger seating configurations will be offered. All three seating layouts feature the four-chair forward club section. The eight-seat layouts have either a second club section in the aft cabin or a four-seat, left-side conference grouping with a right-side credenza. Gloss finish cabinetry also now is being offered.
Club chairs have longitudinal and lateral track, swivel and recline adjustments. With six seats in the aft cabin, the individual facing chairs on the right side also are 18 in. wide. Notably, each pair of facing seats has a foldout worktable. The conference grouping has an electrically powered, raising and lowering 42-in. by 28-in. conference table.
There is a 5.6-ft.-high, 2.6-ft.-wide air-stair main door, equipped with a right-side telescoping handrail, tread lights and electrically powered door closer. The seventh window on the right side of the cabin is contained within a 1.7-ft. by 3.0-ft. Type III over-wing emergency exit. The aft internal baggage compartment has a lavatory access door and a 2.6-ft. by 2.5-ft. external air-stair door. The air stair is not a trivial design feature. It makes it much easier for the crew to heft suitcases into the 131-cu.-ft., 1,600-lb. capacity aft baggage compartment. The baggage compartment is larger than that of most SMS aircraft.
Not to be overlooked, the aft baggage compartment is clear of the engine rotor burst plane, so it's completely accessible up to the aircraft's FL 470 certified ceiling.
The forward vestibule, ahead of the main seating area, has a 15-in.-long galley annex and a 46-in.-long main galley on the right side. The galley has a tap and sink, two ice drawers, coffee maker and generous storage compartments. There is a 30-in.-long combination closet and entertainment cabinet on the left side, aft of the entry door.
Since the aircraft was announced, theFalcon HD cabin management system has been upgraded. It now includes a 1 terabyte server that supports Apple TV, a media center with a 19-in. HD color monitor on the forward cabin bulkhead, two individual seat 10.6-in. plug-in LED monitors with eight stations, an AirCell Axxess II Iridium satcom phone and eight 115 VAC/60 Hz or 230 VAC/50 Hz power outlets. A special application program will be offered for Apple iPod Touch or iPhone PDAs, enabling them to control cabin temperature, interior lights, video playback and optional electric window shades.
In the forward club section, left- and right-side electrically powered chairs will be optional for the second row. Internet connectivity will be available by means of an optional Aircell air-to-ground high-speed data link or medium-speed MCS 7120 Inmarsat system. A two-channel Aircell Iridium satcom voice phone is standard.
Aft of the main seating section, there is a full-width lavatory with tap and sink, an externally serviced toilet and additional storage compartments. The lav has a rear door that provides inflight access to the baggage compartment.
Let’s Go Flying
In late June, we climbed into the left seat of serial number 702 on Avitat's ramp at Vancouver International Airport. Dassault Falcon Jet Chief Pilot Franco “Valentino” Nese belted into the right seat as our instructor and demonstration pilot Peder Sarsten rode along as safety pilot on the jump seat.
The aircraft was loaded with optional equipment including the Rockwell Collins HGS head-up display and CMC Electronics EVS IR camera, among other kit that increased BOW to 25,280 lb. Thus, this aircraft had a 1,320-lb. tanks-full payload rather than the 1,850-lb. advertised by Dassault. With a 600-lb. payload and 8,440 lb. of fuel aboard, ramp weight was 34,500 lb. and computed takeoff weight was 34,000 lb.
Why the 500-lb. difference? We needed plenty of time and instruction to reacquaint ourselves with EASy II, Dassault's revolutionary cockpit design. It's easily the firm's most capable avionics system ever installed in a Falcon Jet, but it's not intuitive for pilots accustomed to more traditional cockpits — including me. There's display symbology and system function overload for some older pilots transitioning to the new system, in our opinion. The PFDs and MFDs appear to be in permanent reversion mode with 10 lb. of data in a 5-lb. display.
When the PFD is set up for takeoff, for instance, there's the usual ADI symbology, including flight guidance mode annunciations, speed bugs, pre-selected altitude, airspeed and altitude tapes atop the synthetic vision background, plus arc or rose HSI, active waypoint and RNP status.
But wait, there's more. There's also a CAS message window, engine instruments, fuel quantity, all three trim indications, landing gear, slats and flaps indications, along with active and standby VHF comm and nav frequencies, transponder mode and code, TCAS status, TAS and ground speed digits, and OAT/SAT and ISA deviation temperature indications, plus FMS active waypoint, ILS localizer identifier.
If you're comfortable in a Dassault Mirage 2000 orcockpit, perhaps transitioning to EASy is more natural. Sarsten and Nese, though civil aviation pilots, demonstrated great ease and prowess with EASy II, as one might expect from factory demo pilots. As long-time BCA contributor and current Falcon 7X captain Ross Detwiler notes, once you've mastered its nuances, EASy II is one of the quickest and most informative human/machine user interfaces ever created for a flight deck.
But we only started to feel more at home with EASy II toward the end of the demo flight. With a few more months and some 100 flight hours in the cockpit, we'd likely be as adept as a teen with a Wii console.
Even with all its capabilities, the EASy II FMS performance computing module wasn't yet certified, so Sarsten manually computed the takeoff data and we plugged it into the flight management takeoff window in the MFD. Vancouver International, elevation 14 ft., was reporting winds 080 at 7 kt., temperature 15C, altimeter 29.70 in. Hg. Based on using SF2 (slats plus flaps 20 deg.), the V1 takeoff decision speed was 107 KIAS, rotation was 112 KIAS, the V2 OEI takeoff safety speed was 116 KIAS and “clean the wing” slat/flap retraction speed was 141 KIAS. Computed takeoff field length was 3,427 ft.
Using the embedded electronic checklist, we ran through the pre-start checks. As Nese advanced to each item on the checklist, EASy II automatically called up the associated system synoptic on the MFD so that we could graphically verify the correct status of each system. Advancing the checklist cursor to the aux hydraulic pump item, for instance, EASy II called up the hydraulic system schematic, thereby enabling us to see the proper operation of the pump.
Nese pointed out the 2000S's quiet, dark cockpit design. However, the backlighted membrane switches in the overhead panel lack the tactile feedback of toggle switches used in pre-EASy Falcon 2000 aircraft. Thus, your eyes carefully need to guide your fingers when completing cockpit checks. But systems synoptic diagrams, printed on the overhead panel, clear up any ambiguity about what button to select and when to push it.
To start, we just turned on all boost pumps, advanced the right power lever to idle, twisted the engine start switch all the way to the right and monitored the indications of proper FADEC operation. In 35 sec., the first engine stabilized at idle and we repeated the process for the left engine, then secured the APU. Total fuel burn at idle was 720 pph.
After completing the post-start checklists, it took little more than idle thrust to start rolling out of the chocks. Braking action was very smooth. Nosewheel steering is controlled exclusively by the tiller. It's easy to make small heading changes. But if you need more steering authority, it comes on in a hurry as you turn the tiller past about 45 deg.
The tower directed us to line up and wait on Runway 8R as adeparted. I called for the standard-takeoff Falcon “FATS” line-up check — Nese responded with “Flaps SF2, airbrakes retracted, trim three set and speeds bugs set.”
Once cleared for takeoff, we advanced the thrust levers to about 50% holding the brakes, checked the gauges and then pushed them fully forward while releasing the brakes. At the aircraft's relatively light weight, it accelerated as though it were a light jet. Control forces at rotation also suggested the Falcon 2000S was a light jet, in spite of its 17-ton weight.
Ground roll was about 1,500 ft. We climbed on the 083 runway heading to 1,000 ft. then headed 098 deg. in compliance with the Fraser departure. Vancouver Departure quickly cleared us to climb directly to 16,000 ft., our final requested altitude, and vectored us to intercept V317 to the northwest over the Strait of Georgia. Nese said that normal climb is 300 KIAS/Mach 0.80. We used a 260 KIAS climb to conserve fuel.
After level off at 16,000 ft., we used the auto-throttle to maintain 300 KIAS, flying through several cloud layers until we neared Comox radio beacon on Vancouver Island. In ISA+3C conditions and at a weight of 33,500 lb., the aircraft cruised at 379 KTAS on 2,650 lb./hr. In contrast, had we been up at FL 450, the aircraft would have cruised at 456 KTAS on 800 pph total fuel flow, assuming the same weight and ISA deviation.
Once in clear air, we flew a couple of 360-deg. steep turns. Pitch control force was comparatively light for a large-cabin aircraft. The HUD's flight path marker and thrust director took all the work out of maintaining a 45-deg. bank angle and 300 KIAS.
Next, we slowed the aircraft at idle in the clean configuration with the autopilot engaged to sample the Falcon's automatic auto-throttle engagement for automatic speed protection. The stall warning system generated a sideways magenta teardrop at 135 kt., or 5 kt. above the yellow low-speed cue tape as we maintained 1g flight in the 33,000-lb. aircraft. Had we increased vertical acceleration, the speed warning tape and bug would have increased due to the higher AOA.
Once the aircraft reached 135 KIAS, the auto-throttles automatically engaged and advanced the thrust levers to prevent the aircraft from flying slower, and the aircraft flew itself out of the high AOA state.
We then disengaged both the autopilot and the auto-throttles, again slowing the aircraft at idle. Nese then selected SF2 and the stall warning teardrop dropped to 111 KIAS, again 5 kt. above the yellow low-speed warning tape. Aircraft weight was 32,700 lb. We allowed the aircraft to decelerate to less than 106 KIAS, 5+ kt. below the 111 KIAS teardrop, and then flew a series of shallow turns in the yellow band, occasionally allowing the aircraft to slow to the red tape signifying approach to stall. The aircraft remained completely docile.
Our only clear indication of the excessive AOA was a constant “Stall! Stall! Stall” synthetic voice alert as we flew at 100 KIAS.
As we experienced on previous Falcon Jet demo flights, automatic deployment of leading edge slats as the aircraft nears stalling AOA makes this series of aircraft among the most docile handling business jets yet produced.
We accelerated, cleaned the wing and headed southeast to Abbotsford (elevation 194 ft.) for pattern work, setting up for the ILS Runway 07 approach. Using EASy II's graphic user interface, Nese rolled the cursor to the appropriate icons and items in the flight-planning window on the MFD. He had the approach procedure loaded as fast as one can read the description. He noted that the crew needs to type in a decision altitude for the selected procedure or EASy II won't allow you to engage the flight guidance system's approach mode.
Sarsten computed landing data for slats and flaps 3 (40 deg.) for a 31,200-lb. landing weight. Vref was 113 KIAS and approach speed was 118 KIAS. Computed landing distance was 2,450 ft.
We flew a couple of touch and goes, then set up for a maximum effort, full-stop landing. Runway 7 was wet and not grooved, so we didn't expect the best stopping performance. After a normal flare and touchdown, the ground spoilers automatically deployed and we applied maximum brakes. Judging from our windshield cam video, the 31,000-lb. aircraft came to a stop 1,810 ft. after the tires made contact with the asphalt. Using no-flare touchdown flight test procedures, we could have shortened this distance substantially.
Nese called for our clearance back to Vancouver and we departed Runway 7 via the Abbotsford Seven, picking up radar vectors to the ILS Runway 8R at CYVR. We flew an uneventful approach and taxied back to Avitat.
Conclusions? The Falcon 2000S is so nice to hand-fly, it's difficult to cede control to the autopilot. EASy II provides a wealth of information to the flight crew, particularly with the optional synthetic vision package. The HGS and EVS options are well worth the added investment, in our opinion. EASy II is quick and responsive to pilot inputs. But it takes a considerable investment in time and training to make full use of all of its capabilities.
Price and Value
The accompanying Comparison Profile illustrates that the Falcon 2000S, priced at $27.1 million without HGS, EVS and SVS, fits into a new and higher niche in the super-midsize jet market. While it's 6% more expensive than the composite average, it has superior payload with full tanks, more unrefueled range because of its high maximum landing weight and outstanding runway performance. Its light empty weight makes it a strong short-range competitor as shown by its superior runway performance and fuel economy on BCA's 1,000-nm mission.
Its most significant shortcoming is fuel efficiency at its Mach 0.84 high-speed cruise. However, if you slow down to Mach 0.82, drag drops rapidly and fuel efficiency rivals much smaller aircraft. The large-cabin Falcon 2000S's direct operating costs should be close to those of the Gulfstream G280 and Bombardier Challenger 300/350.
The aircraft also has many assets that are not shown by the bar graph, including overall cabin volume and baggage capacity, and floor width. It offers large-cabin head and shoulder room for seated passengers. It's the only aircraft in its price range to offer a four-seat conference grouping with two additional facing chairs on the opposite side of the cabin.
Orders for large-cabin aircraft are resurging at a time when orders for smaller aircraft remain lackluster. With the 2000S, Dassault is betting it can attract a big chunk of customers lusting for a large cabin but buying with super-midsize budgets. The Falcon 2000S now gives the firm a way to field a large-cabin aircraft in the super-midsize class, offering more cabin comfort, better field performance and higher tanks-full payload.
However, it's tempting to load up the aircraft with popular options and boost its purchase price by $1 million or more. At $28 million to $29 million, the Falcon 2000S is priced well above other super-midsize jets. It's more like a Château Dassault St. Emilion Grand Cru Classé and less like a Bordeaux Cru Bourgeois.
But Dassault points out that the Falcon 2000S isn't a faux Falcon, a cheapened version of a Falcon 2000LXS. Rather, it's a fully fledged member of the Falcon family. Now, it's up to the market to decide if the Falcon 2000S is in a class of its own.
Dassault Falcon 2000S Performance
These graphs are designed to illustrate the performance of the Dassault Falcon 2000S under a variety of range, payload, speed and density altitude conditions. Dassault Falcon Jet sales engineer Alexandre Gregoire provided the data for the Range/Payload Profile. Data for the specific range chart were extracted from the Dassault Falcon 2000S Performance Manual. Do not use these data for flight planning purposes because they do not take into account ATC delays, and less than optimum routings and altitudes, along with other factors that can alter actual aircraft performance.
To watch our video pilot report of the Falcon 2000S, tap here in the digital edition of BCA, or go to AviationWeek.com/video
|BCA Equipped Price||$27,000,000|
|Engine||2 PWC PW308C|
|Output/Flat Rating OAT°C||6,998 lb. ea./ISA+15C|
|Payload With Max Fuel||1,600/726|
|Fuel With Max Payload||11,500/5,216|
|Fuel With Executive Payload||14,200/6,441|
|Time to FL 370||14 min.|
|FAR Part 25 OEI Rate (fpm/mpm)||535/163|
|FAR Part 25 OEI Gradient (ft./nm)||261/42|
|Sea Level Cabin||25,300/7,712|
|Certification||FAR 25 /CS 25|