Dassault Falcon 2000: specifications, range, cabin

The Falcon 2000LXS carries up to ten people over 7,408 km, lands in 689 metres and holds a cabin of the same cross-section as the three-engined Falcon 900. By October 2022 the family had reached 675 aircraft. Here are the book figures and how they behave in service: what separates the versions, what leg the type holds without a stop, and what to read in the records of an individual aircraft.

Headline figures

The table describes the current version. The figures for an individual aircraft come from its flight manual: options and modifications move the weights, and the range moves with them.

Full specifications and shortlisting are on the model page.

A Falcon 900 with the third engine taken off

The 2000 grew out of the three-engined Falcon 900: the same fuselage cross-section, a shorter length, two engines in place of three. It first flew on 4 March 1993, the original version was certified in 1994, and deliveries have run since 1995. Dassault framed the type as a transcontinental Falcon for medium-haul routes, and the first aircraft held to that frame literally: the original version reached 2,841 nautical miles, or 5,261 km.

The family then spent thirty years catching up with its own cabin. The 2003 re-engining on the Pratt & Whitney Canada PW308C lifted range to 3,878 nautical miles, winglets on the LX took it to 4,000, and the current LXS held that leg and added a short landing distance.

A separate branch is the Albatros maritime patrol aircraft for the French Navy: seven ordered, deliveries from 2025. In June 2025 Dassault announced that final assembly of the Falcon 2000 moves to India in partnership with Reliance, with the first Indian-built aircraft expected by 2028. For a buyer of a new machine that adds one question to the manufacturer — the queue and the delivery site.

Seven versions, thousands of kilometres apart

The practical reading is short. Between an early 1990s aircraft and the LXS there is more than two thousand kilometres of maximum leg, a different engine and a different flight deck. Listings carry all of them under one name, so the first question on any offer is which version and which flight deck.

The avionics line runs through the word EASy. An aircraft with the Honeywell Primus Epic suite and an aircraft without it are two different propositions on upgrade cost, on crew training and on resale liquidity.

The engine line runs between the CFE738 and the PW308C. Different maintenance plans, different hourly-cost programmes, and a different set of service centres holding the approval.

Range: what sits behind 4,000 miles

The book 7,408 km assume a design payload and standard reserves. Three things reduce it: every passenger above the design figure takes fuel, headwinds on east–west routes take part of the leg depending on season and flight level, and a short runway or heat at departure caps take-off weight.

The working rule on any type: a leg longer than 85 percent of the book range is planned with a technical stop or with a reduced payload. For the Falcon 2000LXS that line falls at roughly 6,300 km. European routes and legs from Moscow to the Middle East sit inside the envelope with margin; the transatlantic from continental Europe is within it; the same direction out of Moscow is planned with an eye on the wind and the passenger count.

The service ceiling is 14,326 m, or 47,000 ft. The upper levels are less crowded, and altitude in hand usually turns into a direct routing instead of a stepped climb behind other traffic. The working altitude of an individual aircraft follows its version and its actual take-off weight.

A large-jet cabin on two engines

The 2.34 m by 1.88 m cabin came across from the Falcon 900 and ties the 2000 to the senior Dassault family. Set against its neighbours in the class:

The Falcon 2000LXS holds the leg of its neighbours and travels faster: 900 km/h against 850 on the Challenger 650 and 829 on the Legacy 650. The speed and the landing distance are paid for in seats — ten against the twelve to fourteen of its neighbours.

The widest cabin in the class belongs to the Challenger 650 at 2.41 m, seven centimetres more, and in a club four that difference reads. The Falcon 2000 answers with access to short-runway fields and margin in speed on a long leg.

689 metres on landing

The LXS landing distance of 689 m opens fields that are closed to most of the class. The benefit is counted on the ground: an airport closer to the city means an hour to an hour and a half saved in transfer, and on a short leg that hour outweighs the speed difference between types. Approval is checked on the specific pair of version and aerodrome — early aircraft in the family do not have that landing distance, and the LXS figure cannot be carried across to a 2000EX of 2004.

What to read in an individual aircraft's records

Version and build year. They set the range, the engines and the flight deck — the three main lines in the price.

Airframe hours and landings as two separate figures. Part of the component life is counted in cycles, and one line in a listing hides half the picture.

Hours on each engine, time remaining to removal, and the status of the hourly-cost programme. An active programme transfers to the new owner and counts as an asset in the deal.

Calendar checks and the nearest heavy work on the airframe, plus the communication and surveillance fit. On mid-2000s aircraft the upgrade becomes a separate line in the first-year budget.

The history of occurrences and the integrity of the records. A gap in the paperwork takes weeks to rebuild and costs more in price than the work itself.

Who it suits

The Falcon 2000 covers the task where a large-class cabin for eight to ten people meets a leg of up to seven thousand kilometres and access to short-runway fields. For an owner with a European and Middle Eastern network and two or three departures a month, the type gives margin in speed and airports that most of the class cannot use.

A task for twelve people with regular transatlantic legs is solved by another aircraft. That is where the Falcon 900LX with its 8,800 km, or the senior family, comes in.

What the type costs to buy and what a year of ownership takes is the subject of the paired write-up on this type, which follows next. Neighbours in the catalogue are covered in the write-ups on the Falcon 7X and on business jet categories.

Figures here are book values for the type and its versions. Prices are a market guide, to my knowledge. The specifics are calculated from the records of an individual aircraft.

Alexander Filimonov — business aviation: sourcing, acquisition and entry into service of aircraft.

Buyer's checklist, 29 checks before the deal — the one I work through myself at an inspection: https://grok.flights/en/checklist.html