Falcon 2000S

By By Fred George fred.george@aviationweek.com
Source: Business & Commercial Aviation

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.

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