The 2000 will be 30% more expensive to run, but hey ! You have a Dassault !! But with Nietjets order, i would stay out of this airframe for a while. and amendments to work orders to be signed BEFORE not after the job was done.Īll in all, having flown falcons for years ( all models) they are getting more and more reliable, even if the 50EX/900EX are still the best aircrafts to take out in the middle of nowhere for days.Īs far as the brakes are concerned, of course they are very good brakes and had no issues with them, just the deceleration on the C元00 is VERY efficient, and i was surprised with it when I test flew the plane before its certification, but this is around 15 years ago ( ****.15 years.) the C元00 is a Falcon 50EX on two engines. This is why, you will save money by having your own mechanic on site, that will stop them on doing idiotic things. I have not been using DFS for a while ( as maintenance station), but if they had convinced themselves about something ( obviously incorrect), you will not stop them in burning manpower in order to prove themselves correct, they are a bit ( sic) stubborn. If going to a Dassault center like in Paris you need to leave one of your engineer on site in order to watch them, especially if you are not on an all-inclusive contract. They are reliable birds with very few problems and great operational flexibility. EASy II + adresses some irritations of the previous version. Forward lav is the thing to have on longer flights and the foldable jump seat (= folds into into the cockpit floor) frees some valuable real estate in the galley. For recommendations I prefer sending you a PM.ĭon't buy the class II EFB standard issue - they are useless. It is my impression that you get a more customer friendly treatment when you avoid the big service centers. Short field performance has always been a strong suit of the F2000 series and with the arrival of the inboard slats with the S and LXS model, it's even more phenomenal.įor maintenance, I do agree with what EatMyShorts! wrote. Don't know the brakes of the Challenger, but they are really good. But there is a cheap way to prevent damage to it and if needed, I can share a procedure with you which is quite commonly applied in countries with rather harsh winters. The 2000 EX / LX / LXS are fine birds, no big worries, but it is Dassault, and something to remember, with Dassault, it seems that you do not own the plane, barely have the right to fly it, but once you are contaminated, difficult to switch back.ĮatMyShorts! and C元00 are right: the water system is a weak spot. The LXS is a nice bird, by the time you will get one, you might be able to use all the goodies on it.

NJE was so smart that they had a 'special procedure' to solve the issue, therefore it keeps on breaking LoL but again this is in the ground service manual, so it should not be an issue. If you do not do it if will freeze and break hence leaks. The water reservoir is located at the very back of the plane, and the feeder lines are made in a rigid plastic material, therefore in winter you need to drain the whole system and it is a bit of a pain since it needs bleed air.now try to empty the water tank on the apron in GVA. The brakes are not as good as at the ones on the Challenger 300, but they are carbon as well, if you step on them they brake, without 'duck walk', it performs as the book says, if you fly it like the book says.Īutobrake option is on/off and operate at mains touchdown.expect some deceleration

Dassault falcon 2000lxs price