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Email: info@businessaviation.com
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DASSAULT FALCON 2000LX
Dassault Falcon 2000LX for sale: The Winglet Evolution
The 2009 Efficiency Upgrade
Dassault launched the Falcon 2000LX at EBACE in Geneva in 2007. It was based on the Falcon 2000EX EASy, using the same PW308C engines and EASy flight deck, but with blended winglets developed with Aviation Partners. Certification followed in 2009, with the LX replacing the 2000EX for new deliveries from 2010.
The reason for the change was simple. Dassault wanted more range from the existing Falcon 2000 platform without changing the engines. The new wing aerodynamics reduced drag by as much as 5%, while the published range reached 4,000 nm at Mach 0.80.
That gave the 2000EX a longer reach without turning it into a different airplane.
The reason for the change was simple. Dassault wanted more range from the existing Falcon 2000 platform without changing the engines. The new wing aerodynamics reduced drag by as much as 5%, while the published range reached 4,000 nm at Mach 0.80.
That gave the 2000EX a longer reach without turning it into a different airplane.
Specifications That Optimized Efficiency
- Range: 4,000 nm / 7,410 km at Mach 0.80 with six passengers, two crew and NBAA IFR reserves.
- Maximum operating Mach: 0.862.
- Engines: Two Pratt & Whitney Canada PW308C turbofans, rated at 7,000 lb thrust each.
- Maximum certified altitude: 47,000 ft.
- Cabin: 26 ft 2 in long, 7 ft 8 in wide and 6 ft 2 in high. Cabin volume is approximately 1,024 cu ft, with about 131 cu ft of baggage space.
- Typical executive layouts seat 8 to 10 passengers.
Look at the LX from the outside and the winglets are the obvious difference. The important part is what they changed in the mission.
The PW308C engines remained at 7,000 lb of thrust each. The EASy flight deck remained. The cabin remained the same basic Falcon 2000 layout, with a 7 ft 8 in cabin width, 6 ft 2 in height and roughly 26 ft 2 in of cabin length.
Then Dassault added the winglets.
The modification was more involved than simply attaching new tips. Structural reinforcement was required in the wing panels and servo actuator area, and the LX wingspan grew by 6 ft 9 in compared with the 2000EX.
That is why the LX is best understood as an improved 2000EX EASy rather than a completely new Falcon.
Three Things Worth Knowing
- The winglets were not just cosmetic
That is the whole reason the LX exists.
- It kept the PW308C
- London City capability came later
That capability needs to be considered together with the applicable aircraft and crew approvals, not simply treated as a route guarantee.
Dassault Falcon 2000LX competitors
Challenger 605 for sale / Range: 4,000 nm / Passengers: Up to 12.
The Challenger 605 is one of the most natural comparisons. It has a wider cabin at 8 ft 3 in and can carry up to 12 passengers, while its maximum range is also listed at 4,000 nm.
The Falcon is smaller inside, but its 2000-series cabin is still a serious large-cabin environment. The buyer usually comes down to cabin priorities, aircraft condition and the specific maintenance package.
Challenger 650 / Range: 4,000 nm / Passengers: 10 standard, up to 12.
The Challenger 650 reaches the same published range as the LX, but with a larger cabin and GE CF34-3B engines. Bombardier lists 903 km/h as its top speed and 41,000 ft as maximum operating altitude.
This is the comparison to make when cabin width and passenger capacity carry more weight than the Falcon's smaller footprint.
Gulfstream G200 for sale / Range: 3,394 nm at long-range cruise under stated comparison conditions / Passengers: Typically 8.
The G200 is an older super-midsize alternative with a smaller range envelope. Guardian Jet lists 3,394 nm at long-range cruise with four passengers, making it a different proposition when the LX's additional range is actually required.
For a buyer shopping the pre-owned market, the G200 can make sense when acquisition economics matter more than reaching the Falcon's 4,000 nm class.
The Challenger 605 is one of the most natural comparisons. It has a wider cabin at 8 ft 3 in and can carry up to 12 passengers, while its maximum range is also listed at 4,000 nm.
The Falcon is smaller inside, but its 2000-series cabin is still a serious large-cabin environment. The buyer usually comes down to cabin priorities, aircraft condition and the specific maintenance package.
Challenger 650 / Range: 4,000 nm / Passengers: 10 standard, up to 12.
The Challenger 650 reaches the same published range as the LX, but with a larger cabin and GE CF34-3B engines. Bombardier lists 903 km/h as its top speed and 41,000 ft as maximum operating altitude.
This is the comparison to make when cabin width and passenger capacity carry more weight than the Falcon's smaller footprint.
Gulfstream G200 for sale / Range: 3,394 nm at long-range cruise under stated comparison conditions / Passengers: Typically 8.
The G200 is an older super-midsize alternative with a smaller range envelope. Guardian Jet lists 3,394 nm at long-range cruise with four passengers, making it a different proposition when the LX's additional range is actually required.
For a buyer shopping the pre-owned market, the G200 can make sense when acquisition economics matter more than reaching the Falcon's 4,000 nm class.
Where This Aircraft Makes Sense
The LX fits an owner who wants a large, comfortable cabin and genuine long-range capability without moving into a much larger aircraft.
A 3,500 nm mission with eight passengers is where the aircraft starts to look very useful. There is enough range margin to make the trip practical in many conditions, while the 2000 cabin remains easy to live with on longer sectors.
For shorter European or regional trips, the LX also works well. You are carrying more airplane than the mission strictly requires, but the cabin and airport flexibility can still justify it.
The range figure is 4,000 nm under specified conditions, not a promise that every 4,000 nm city pair will work nonstop. Routing and weather can change the calculation quickly.
A 3,500 nm mission with eight passengers is where the aircraft starts to look very useful. There is enough range margin to make the trip practical in many conditions, while the 2000 cabin remains easy to live with on longer sectors.
For shorter European or regional trips, the LX also works well. You are carrying more airplane than the mission strictly requires, but the cabin and airport flexibility can still justify it.
The range figure is 4,000 nm under specified conditions, not a promise that every 4,000 nm city pair will work nonstop. Routing and weather can change the calculation quickly.
The Verdict
The Falcon 2000LX is really about getting more range from an established large-cabin twin. The winglets did that without changing the PW308C engines or the EASy cockpit, and the result is a published 4,000 nm aircraft with a cabin that remains one of the strongest parts of the 2000 family.
If your mission is roughly eight passengers, long European sectors and occasional transatlantic work, the LX deserves serious attention. I would start with the individual aircraft's maintenance records, engine program status and avionics configuration before looking too closely at the paint or interior.
Looking for a Dassault Falcon 2000LX for Sale?
Give us the mission first:
If your mission is roughly eight passengers, long European sectors and occasional transatlantic work, the LX deserves serious attention. I would start with the individual aircraft's maintenance records, engine program status and avionics configuration before looking too closely at the paint or interior.
Looking for a Dassault Falcon 2000LX for Sale?
Give us the mission first:
- How many passengers?
- Which routes?
- How much range do you need?
- What year or configuration do you prefer?
- What are your requirements for engines, maintenance and avionics?
- Where will the aircraft be registered and operated?
DASSAULT FALCON 2000LX OVERVIEW
DASSAULT FALCON 2000LX ROUTE PERFOMANCE
DASSAULT FALCON 2000LX VS COMPETITORS
Note: Seats (max) indicates maximum seating capacity; actual seating may vary by aircraft configuration. Range is indicative and may vary depending on configuration, payload, weather, operating conditions and other factors. Price ranges reflect current market asking prices and are provided for reference only. Actual prices may vary depending on the specific aircraft, condition, configuration, maintenance status and market conditions.
FAQ | DASSAULT FALCON 2000LX
To buy, or not to buy?
Time is money.
Lost time costs more than the jet.
Time is money.
Lost time costs more than the jet.
Q:
Falcon 2000LX, Challenger 650 or G280. Which one should I buy?
Support:
The one that fits your mission.
Not the most expensive.
Not the newest.
Not the one with the biggest badge.
The one that makes the most sense after we see how you actually fly.
Not the most expensive.
Not the newest.
Not the one with the biggest badge.
The one that makes the most sense after we see how you actually fly.
Q:
Why buy a Falcon 2000LX when newer jets exist?
Support:
Because newer does not automatically mean better value.
You may be paying for capability you rarely use.
The Falcon 2000LX can give you serious business-jet capability without automatically paying for the newest generation.
Don't buy newer. Buy smarter.
You may be paying for capability you rarely use.
The Falcon 2000LX can give you serious business-jet capability without automatically paying for the newest generation.
Don't buy newer. Buy smarter.
Q:
Falcon 2000LX or Challenger 605?
Support:
Both deserve a serious look.
But don't stop at the asking price.
Compare the actual aircraft, maintenance status, records, configuration and future costs.
The cheaper jet is not always the cheaper deal.
But don't stop at the asking price.
Compare the actual aircraft, maintenance status, records, configuration and future costs.
The cheaper jet is not always the cheaper deal.
Q:
Falcon 2000LX or Challenger 650?
Support:
The Challenger 650 is newer.
That does not end the discussion.
The real question is whether its advantages are worth the additional investment for your mission.
Why pay more for something you don't need?
That does not end the discussion.
The real question is whether its advantages are worth the additional investment for your mission.
Why pay more for something you don't need?
Q:
Falcon 2000LX or Falcon 2000LXS?
Support:
The LXS is the later development.
But a newer model number does not guarantee a better aircraft.
Condition.
Maintenance.
Records.
Configuration.
Upcoming costs.
We buy the aircraft, not the letter.
But a newer model number does not guarantee a better aircraft.
Condition.
Maintenance.
Records.
Configuration.
Upcoming costs.
We buy the aircraft, not the letter.
Q:
What is the biggest mistake when buying a Falcon 2000LX?
Support:
Looking only at the price.
The purchase price is just the first number.
Maintenance, inspections, engines, parts, records and downtime can change the economics very quickly.
A cheap Falcon can become an expensive Falcon.
The purchase price is just the first number.
Maintenance, inspections, engines, parts, records and downtime can change the economics very quickly.
A cheap Falcon can become an expensive Falcon.
Q:
Is the Falcon 2000LX still worth buying?
Support:
For the right buyer, absolutely.
You don't need the newest aircraft to get a serious business jet.
You need the right combination of capability, condition and value.
The smartest jet is not the newest jet.
You don't need the newest aircraft to get a serious business jet.
You need the right combination of capability, condition and value.
The smartest jet is not the newest jet.
Q:
Can you find a Falcon 2000LX that is not publicly advertised?
Support:
Sometimes.
We search the open market and our private network.
Not every serious aircraft is publicly listed.
If everyone can see it, everyone can bid on it.
We search the open market and our private network.
Not every serious aircraft is publicly listed.
If everyone can see it, everyone can bid on it.
Q:
Do you only sell the aircraft?
Support:
No.
Since 1995, we have worked with aircraft acquisition, operations, technical management and continuing airworthiness.
CAMO. Maintenance. Records. Compliance. MRO coordination.
Buying the aircraft is the easy part.
Since 1995, we have worked with aircraft acquisition, operations, technical management and continuing airworthiness.
CAMO. Maintenance. Records. Compliance. MRO coordination.
Buying the aircraft is the easy part.
Q:
Do you actually operate aircraft yourselves?
Support:
Yes.
We operate and maintain two aircraft ourselves.
We deal with inspections, engineers, parts, maintenance and operational issues firsthand.
We don't just sell aircraft. We live with them.
We operate and maintain two aircraft ourselves.
We deal with inspections, engineers, parts, maintenance and operational issues firsthand.
We don't just sell aircraft. We live with them.
Q:
Why buy a Falcon 2000LX through BUSINESSAVIATION.com?
Support:
Because we don't ask only: “Can we sell it?”
We ask: “Would we operate it ourselves?”
Established 1995. Aircraft acquisition. Operations. Technical management. Continuing airworthiness.
That's the difference between selling an aircraft and knowing what you're selling.
We ask: “Would we operate it ourselves?”
Established 1995. Aircraft acquisition. Operations. Technical management. Continuing airworthiness.
That's the difference between selling an aircraft and knowing what you're selling.