At 135 KIAS, the autothrottles engaged and advanced the thrust levers to prevent it from slowing further and the aircraft flew itself out of the high AOA state.
We then disengaged both the autopilot and autothrottles, again slowing the aircraft at idle. Nese selected SF2 and the stall-warning teardrop went to 111 KIAS, again 5 kt. above the yellow low-speed-warning tape. Aircraft weight was 32,700 lb. We slowed to less than 106 KIAS, 5-plus kt. below the 111-KIAS tear drop 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 Falcon 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 have experienced on other Falcon Jet demo flights, full-span leading-edge slats make these among the most gentle-handling business jets.
We accelerated, cleaned the wing and headed southeast to Abbotsford [elev. 194 ft.] for pattern work, setting up for the instrument landing-system Runway 7 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 multi-function display, rapidly loading the approach procedure.
With slats and flaps 3 [40 deg.] for a 31,200-lb. landing weight, Vref was 113 KIAS, approach speed 118 KIAS and computed landing distance 2,450 ft.
We flew touch-and-goes, then set up for a maximum effort, full-stop landing. Runway 7 was wet and not grooved. After a normal flare and touchdown, the ground spoilers automatically deployed and we applied maximum brakes. Judging from our windshield cam video, the aircraft came to a stop 1,810 ft. after touchdown.
Our flight back and landing at Vancouver were uneventful.
Conclusions? The Falcon 2000S is so nice to hand-fly, it is 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, but requires a considerable investment in time and training to make full use of it all.
Large-cabin aircraft orders are resurging and with the 2000S, Dassault is betting it can attract customers lusting for a large cabin, but shopping with super-midsize-type budgets. Now, it is up to the market to decide.