Falcon 2000S in Flight International, May 2011

FLIGHT
flightglobal.com
INTERNATIONAL
17-23 May 2011
flight test
inside
ay
w
a
t
u
c
r
poaslctoe
n
f
2000s
FIN_170511_001 DR 1
FIN_EvergreenFalcon.indd
1
different
class
Why Dassault’s new Falcon 2000S
can redefine super-midsize segment
13/5/11 11:48:14
16:14:05
16/5/11
fLIGHT TEST
FALCON 2000S
Five design drivers
powered development of
Dassault’s new 2000S
business jet. How does the
result stack up against
competing aircraft?
PETER COLLINS ISTRES
CUTAWAY DRAWING TIM HALL
D
evergreen
FALCOn
FIN_170511_024-028 DR 24
FIN_EvergreenFalcon.indd
2-3
The prototype is a Falcon
2000DX reconfigured
with the 2000S wing
13/5/11 16:29:41
FIN_170511_024-028 DR 25
BillyPix
assault Aviation’s new Falcon 2000S
represents a strategy to create a new
class of business aircraft.
Initially it will go head to head
with the likes of the Bombardier Challenger
300, Gulfstream G250 and Hawker 4000, all of
which are of a similar external size.
Of the four competing aircraft, the Falcon
2000S has the longest cabin length, at 8m (26ft),
the greatest cabin width (2.5m external/2.34m
internal), the largest cabin volume at 29m3
(1,000ft3) and the highest head height from a
flat floor (1.88m). Furthermore, it comes with
seating for 10 passengers.
All this will deliver essential requirements for
passenger comfort, including a large forward
galley, a full-sized rear bathroom, an in-flight accessible baggage area, a dedicated cabin attendant rest seat, a galley/cabin dividing door, a passenger wardrobe and an advanced baggage
loading system (for all those unfortunate corporate pilots who not only fly, but also have to
“hump and dump” the passenger bags).
TEST CAMPAIGN
Flight testing of the Falcon 2000S began in
February. The test campaign is scheduled to
span 200 test flights and last until mid-2012.
First deliveries are set for early 2013.
The Falcon 2000S shares the same external
dimensions as the Falcon 2000LX but this
will be no Dassault “rebranding” effort because, at its core, the Falcon 2000S is destined
to be a new aircraft. Dassault has set out five
clear and important design drivers for the jet.
The first, and possibly one of the most critical for the flight-test campaign, is to incorporate the Aviation Partners (API) wingletequipped wing of the Falcon 2000LX (of
lighter construction), but upgrade it with the
inboard slat system used on the wing of the
Falcon 900LX, which is of exactly the same
size, shape and section as the 2000LX’s but of
a heavier construction to support the 900LX’s
greater maximum take-off weight.
The combination of the large winglets, a fully
slatted wing (now with both inboard and outboard slat pairs) and a lighter construction
means that the Falcon 2000S can generate a considerable increase in available lift in its take-off, ❯❯
13/5/11 11:48:17
16:30:30
16/5/11
fLIGHT TEST
FALCON 2000S
Five design drivers
powered development of
Dassault’s new 2000S
business jet. How does the
result stack up against
competing aircraft?
PETER COLLINS ISTRES
CUTAWAY DRAWING TIM HALL
D
evergreen
FALCOn
FIN_170511_024-028 DR 24
FIN_EvergreenFalcon.indd
2-3
The prototype is a Falcon
2000DX reconfigured
with the 2000S wing
13/5/11 16:29:41
FIN_170511_024-028 DR 25
BillyPix
assault Aviation’s new Falcon 2000S
represents a strategy to create a new
class of business aircraft.
Initially it will go head to head
with the likes of the Bombardier Challenger
300, Gulfstream G250 and Hawker 4000, all of
which are of a similar external size.
Of the four competing aircraft, the Falcon
2000S has the longest cabin length, at 8m (26ft),
the greatest cabin width (2.5m external/2.34m
internal), the largest cabin volume at 29m3
(1,000ft3) and the highest head height from a
flat floor (1.88m). Furthermore, it comes with
seating for 10 passengers.
All this will deliver essential requirements for
passenger comfort, including a large forward
galley, a full-sized rear bathroom, an in-flight accessible baggage area, a dedicated cabin attendant rest seat, a galley/cabin dividing door, a passenger wardrobe and an advanced baggage
loading system (for all those unfortunate corporate pilots who not only fly, but also have to
“hump and dump” the passenger bags).
TEST CAMPAIGN
Flight testing of the Falcon 2000S began in
February. The test campaign is scheduled to
span 200 test flights and last until mid-2012.
First deliveries are set for early 2013.
The Falcon 2000S shares the same external
dimensions as the Falcon 2000LX but this
will be no Dassault “rebranding” effort because, at its core, the Falcon 2000S is destined
to be a new aircraft. Dassault has set out five
clear and important design drivers for the jet.
The first, and possibly one of the most critical for the flight-test campaign, is to incorporate the Aviation Partners (API) wingletequipped wing of the Falcon 2000LX (of
lighter construction), but upgrade it with the
inboard slat system used on the wing of the
Falcon 900LX, which is of exactly the same
size, shape and section as the 2000LX’s but of
a heavier construction to support the 900LX’s
greater maximum take-off weight.
The combination of the large winglets, a fully
slatted wing (now with both inboard and outboard slat pairs) and a lighter construction
means that the Falcon 2000S can generate a considerable increase in available lift in its take-off, ❯❯
13/5/11 11:48:17
16:30:30
16/5/11
fLIGHT TEST
FALCON 2000S
❯❯ landing, and cruise configurations.
Dassault intends to take full advantage of
this, in terms of required runway distances,
reference speeds and overall range, but without sacrificing the Falcon’s trademark pilot
handling qualities, so evident to me when I
evaluated the 2000LX and the 900LX (Flight
International, 12-18 May 2009 and 30 November–6 December 2010).
Dassault chose not to take advantage of the lift
increase that the winglets give the 2000LX and
the 900LX, so that operators upgrading from the
2000EX or 900EX models would not require
new take-off/landing performance manuals.
With the 2000S at its MTOW of 18,600kg
(41,000lb), the balanced field length (sea level,
international standard atmosphere) for takeoff is expected to be 1,360m (4,450ft), some
120-150m less than that for the Challenger
300/G250/Hawker 4000 group. However, the
2000S has an MTOW that is 635-900kg heavier than that of those types.
With this MTOW, the 2000S can climb directly to flight level 410 in 19min, mid-cruise
reclimb to FL450, and with six passengers, flying at Mach 0.8 with NBAA IFR reserves,
achieve a maximum range of 3,350nm
(6,200km), 100-250nm further than any of its rivals can achieve in this same configuration.
At a typical end-of-flight landing weight of
around 12,700kg, the landing distance required by the 2000S is expected to be just
790m, with a VREF (final approach speed) of
just 108kt (200km/h). This will take the 2000S
into landing and take-off performance territory that closely matches or even betters that of
twin-turbo propeller light commuter aircraft.
LARGEST USABLE PAYLOAD
Additionally, the 2000S, like its Falcon siblings, will be London City airport/steep-approach certificated, unlike any of its listed
competitors. The icing on the performance
cake is that the 2000S retains the largest usable payload (840kg), with maximum fuel, of
any aircraft within this group by a significant
margin (up to 360kg).
The 2000S’s maximum landing weight, at
17,840kg, is 96% of its MTOW, and 2,5002,950kg more than any MLW quoted for the
Challenger 300/G250/Hawker 4000 group.
After the wing, the second design driver
will be a completely redesigned flightdeck
featuring the new and highly advanced Dassault EASy II cockpit, now in the final stages
of certification to equip all future Falcons.
The third driver will be a passenger cabin that
is advanced – in connectivity terms for example
– and luxurious (thanks to BMW Designworks
USA), but nonetheless adhering to a standard
layout/configuration to aid the fourth driver: to
significantly reduce the total price by driving
down the cost of individual completions.
The last driver will be the improved Pratt &
FIN_170511_024-028 DR 26
FIN_EvergreenFalcon.indd
4-5
FALCON 2000S
Pratt & Whitney
PW308C engines
power the 2000S
0
0
5m
15ft
Flightglobal
FALCON 2000S
Wingspan
21.4m
Thrust
Length
20.2m
Maximum take-off weight
7.1m
Maximum landing weight
17,800kg
Two pilots; one attendant (optional)
Maximum zero fuel weight
13,500kg
Height
Crew
Total occupants
BillyPix
Peter Collins has tested the Dassault Falcon 7X, the 2000LX, the 900LX and now the
2000S for Flight International
13/5/11 16:30:48
FIN_170511_024-028 DR 27
Maximum fuel load
1.9m
Take-off distance
Cabin width
2.3m
Range
Cabin length
Whitney Canada PW308C engines, designated
for the 2000S, featuring a new combustor that
will further reduce nitrous oxide emissions by
20% compared with the previous 308C model,
enhancing the green credentials of the 2000S. It
will retain the lowest cruise fuel consumption
(around 1.6kg/nm at M0.8) over the longest
distance, compared with its competitors.
Dassault estimates that fuel costs are now
35% of an aircraft’s overall cost and more than
55% of its variable cost. With oil prices at record
highs, owners and operators will have to embrace economy, just as modern airlines have.
Although the 2000S is at the early stages of
flight testing, I on behalf of Flight International was granted an exclusive preview to evaluate its handling qualities, before its launch
announcement at the EBACE business aviation show in Geneva, but in its engineering
prototype form, using a Falcon 2000DX test
aircraft (registration F-WWGP) reconfigured
with the new 2000S wing and with the full
slat system operational.
The 2000DX test aircraft will be used for all
the extensive runway and climb type flight
testing, which will allow Dassault to write a
new set of 2000S performance manuals while
at the same time confirming the low-speed
10 passengers, three crew
Cabin height
Engines
7,000lb
18,600kg
6,620kg
1,360m
3,350nm (six passengers,
NBAA IFR Reserves)
8m
MMO
0.86
2 x P&WC PW308C
VMO
370kt
handling qualities of the wing, fine-tuning autopilot and auto-throttle functions, adjusting
low-speed awareness cues, updating the crew
alerting system and aircraft system cockpit display synoptics, and checking the new 2000S
engine bleed and wing/slat anti-ice system.
Dassault has adjusted the first slat/flap setting
(SF1) on the 2000S to give 7° flap, as opposed to
10° on the 2000LX. The horizontal stabiliser
With oil prices at record highs,
owners and operators will
have to embrace economy,
just as modern airlines have
range is now +1/-11°, compared with +2/-10° for
the 2000LX, as the fully slatted and winglet-increased wing tends to generate a greater pitchdown moment, similar to the 900LX’s.
Other control changes are minor. But the
test campaign will still cover most of the European and US FAR 23 certification schedule
expected for a brand-new aircraft, which
again underscores just how different Dassault
views this aircraft while placing it within its
complete range of Falcon business jets.
The evaluation flight took place at Istres, in
southern France, on a warm spring day in
mid-April. I was ably assisted by Jean-Louis
Dumas, the Dassault Falcon 2000S project test
pilot in the right-hand seat, and Michel Brunet, the project’s flight-test engineer on the
central jump seat.
I would fly the complete sortie from the lefthand seat. My objective was simple: through a
series of standard test points and general handling, I would seek to discern whether the
2000S wing brought any changes in handling
behaviour – particularly at low speed – from
that which I had noted in my evaluations of
the 2000LX and the 900LX.
F-WWGP was configured with water ballast
and test equipment, giving it a basic operating
weight, including crew, of 13,870kg – much
higher than the basic weight of the production
2000S, expected to be around 11,240kg. The
fuel was 2,725kg and centre of gravity at takeoff around 14.4%. Take-off speeds – with slatflap 1 (SF1) selected, and aircraft weight at
16,570kg – were V1/VR 115, V2 122, VFR 147,
VREF (immediate return) 123. Dassault’s test
department said that these speeds were conservative. It expects to reduce them as further ❯❯
13/5/11 11:48:20
16:31:06
16/5/11
fLIGHT TEST
FALCON 2000S
❯❯ landing, and cruise configurations.
Dassault intends to take full advantage of
this, in terms of required runway distances,
reference speeds and overall range, but without sacrificing the Falcon’s trademark pilot
handling qualities, so evident to me when I
evaluated the 2000LX and the 900LX (Flight
International, 12-18 May 2009 and 30 November–6 December 2010).
Dassault chose not to take advantage of the lift
increase that the winglets give the 2000LX and
the 900LX, so that operators upgrading from the
2000EX or 900EX models would not require
new take-off/landing performance manuals.
With the 2000S at its MTOW of 18,600kg
(41,000lb), the balanced field length (sea level,
international standard atmosphere) for takeoff is expected to be 1,360m (4,450ft), some
120-150m less than that for the Challenger
300/G250/Hawker 4000 group. However, the
2000S has an MTOW that is 635-900kg heavier than that of those types.
With this MTOW, the 2000S can climb directly to flight level 410 in 19min, mid-cruise
reclimb to FL450, and with six passengers, flying at Mach 0.8 with NBAA IFR reserves,
achieve a maximum range of 3,350nm
(6,200km), 100-250nm further than any of its rivals can achieve in this same configuration.
At a typical end-of-flight landing weight of
around 12,700kg, the landing distance required by the 2000S is expected to be just
790m, with a VREF (final approach speed) of
just 108kt (200km/h). This will take the 2000S
into landing and take-off performance territory that closely matches or even betters that of
twin-turbo propeller light commuter aircraft.
LARGEST USABLE PAYLOAD
Additionally, the 2000S, like its Falcon siblings, will be London City airport/steep-approach certificated, unlike any of its listed
competitors. The icing on the performance
cake is that the 2000S retains the largest usable payload (840kg), with maximum fuel, of
any aircraft within this group by a significant
margin (up to 360kg).
The 2000S’s maximum landing weight, at
17,840kg, is 96% of its MTOW, and 2,5002,950kg more than any MLW quoted for the
Challenger 300/G250/Hawker 4000 group.
After the wing, the second design driver
will be a completely redesigned flightdeck
featuring the new and highly advanced Dassault EASy II cockpit, now in the final stages
of certification to equip all future Falcons.
The third driver will be a passenger cabin that
is advanced – in connectivity terms for example
– and luxurious (thanks to BMW Designworks
USA), but nonetheless adhering to a standard
layout/configuration to aid the fourth driver: to
significantly reduce the total price by driving
down the cost of individual completions.
The last driver will be the improved Pratt &
FIN_170511_024-028 DR 26
FIN_EvergreenFalcon.indd
4-5
FALCON 2000S
Pratt & Whitney
PW308C engines
power the 2000S
0
0
5m
15ft
Flightglobal
FALCON 2000S
Wingspan
21.4m
Thrust
Length
20.2m
Maximum take-off weight
7.1m
Maximum landing weight
17,800kg
Two pilots; one attendant (optional)
Maximum zero fuel weight
13,500kg
Height
Crew
Total occupants
BillyPix
Peter Collins has tested the Dassault Falcon 7X, the 2000LX, the 900LX and now the
2000S for Flight International
13/5/11 16:30:48
FIN_170511_024-028 DR 27
Maximum fuel load
1.9m
Take-off distance
Cabin width
2.3m
Range
Cabin length
Whitney Canada PW308C engines, designated
for the 2000S, featuring a new combustor that
will further reduce nitrous oxide emissions by
20% compared with the previous 308C model,
enhancing the green credentials of the 2000S. It
will retain the lowest cruise fuel consumption
(around 1.6kg/nm at M0.8) over the longest
distance, compared with its competitors.
Dassault estimates that fuel costs are now
35% of an aircraft’s overall cost and more than
55% of its variable cost. With oil prices at record
highs, owners and operators will have to embrace economy, just as modern airlines have.
Although the 2000S is at the early stages of
flight testing, I on behalf of Flight International was granted an exclusive preview to evaluate its handling qualities, before its launch
announcement at the EBACE business aviation show in Geneva, but in its engineering
prototype form, using a Falcon 2000DX test
aircraft (registration F-WWGP) reconfigured
with the new 2000S wing and with the full
slat system operational.
The 2000DX test aircraft will be used for all
the extensive runway and climb type flight
testing, which will allow Dassault to write a
new set of 2000S performance manuals while
at the same time confirming the low-speed
10 passengers, three crew
Cabin height
Engines
7,000lb
18,600kg
6,620kg
1,360m
3,350nm (six passengers,
NBAA IFR Reserves)
8m
MMO
0.86
2 x P&WC PW308C
VMO
370kt
handling qualities of the wing, fine-tuning autopilot and auto-throttle functions, adjusting
low-speed awareness cues, updating the crew
alerting system and aircraft system cockpit display synoptics, and checking the new 2000S
engine bleed and wing/slat anti-ice system.
Dassault has adjusted the first slat/flap setting
(SF1) on the 2000S to give 7° flap, as opposed to
10° on the 2000LX. The horizontal stabiliser
With oil prices at record highs,
owners and operators will
have to embrace economy,
just as modern airlines have
range is now +1/-11°, compared with +2/-10° for
the 2000LX, as the fully slatted and winglet-increased wing tends to generate a greater pitchdown moment, similar to the 900LX’s.
Other control changes are minor. But the
test campaign will still cover most of the European and US FAR 23 certification schedule
expected for a brand-new aircraft, which
again underscores just how different Dassault
views this aircraft while placing it within its
complete range of Falcon business jets.
The evaluation flight took place at Istres, in
southern France, on a warm spring day in
mid-April. I was ably assisted by Jean-Louis
Dumas, the Dassault Falcon 2000S project test
pilot in the right-hand seat, and Michel Brunet, the project’s flight-test engineer on the
central jump seat.
I would fly the complete sortie from the lefthand seat. My objective was simple: through a
series of standard test points and general handling, I would seek to discern whether the
2000S wing brought any changes in handling
behaviour – particularly at low speed – from
that which I had noted in my evaluations of
the 2000LX and the 900LX.
F-WWGP was configured with water ballast
and test equipment, giving it a basic operating
weight, including crew, of 13,870kg – much
higher than the basic weight of the production
2000S, expected to be around 11,240kg. The
fuel was 2,725kg and centre of gravity at takeoff around 14.4%. Take-off speeds – with slatflap 1 (SF1) selected, and aircraft weight at
16,570kg – were V1/VR 115, V2 122, VFR 147,
VREF (immediate return) 123. Dassault’s test
department said that these speeds were conservative. It expects to reduce them as further ❯❯
13/5/11 11:48:20
16:31:06
16/5/11
Falcon 2000s cutaway
BillyPix
FALCON 2000S
The Dassault Falcon 2000S offers a mixture of lower price, cabin luxury and advanced connectivity
❯❯ test data is completed and analysed.
On gear and slat/flap retraction after takeoff, accelerating to 180kt, I felt no pitch change
different from that of the 2000LX. Turning
downwind we immediately chased and
joined into close formation with the Beechcraft Baron (BE-58) photo-ship cruising at
160-170kt at 1,500ft. Once again the Falcon
seemed to handle like a fighter as I positioned
the aircraft around the Baron at various photo
angles and distances.
In stages, while in close formation, we configured through SF1, SF2 and SF3/gear down
(GD). At all times, the aircraft’s handling, in a
demanding close-loop task, remained impeccable both longitudinally and laterally. After
the photoshoot was complete we climbed to
FL150 for low-speed handling assessments including V2+10 climbs, at an aircraft weight of
around 15,440kg, in the configurations of SF1
(129kt), SF2 (122kt) and SF3/GD (120kt). In all
three climbs, the aircraft was manoeuvred aggressively at up to 40° angle of bank and it always maintained over 10kt clearance above the
pilot flying display’s stall-warning red speedtape line and exhibited no wing buffet.
Steady heading sideslips, in all three configurations, showed no abnormalities directionally with the fully slatted wing being deliberately yawed. Similarly, approach to stall
(up to the audio warning of “stall”) was completely benign. To recover back to Istres, we
FLIGHT
INTERNATIONAL
This page should hold a cutaway poster of the
Dassault Falcon 2000S. If yours is missing or
damaged please contact:
Dawn Hartwell
Quadrant House, The Quadrant,
Sutton, Surrey SM2 5AS, UK
Tel: +44 (0) 20 8652 3315
Fax: +44 (0) 20 8652 3840
[email protected]
configured at SF3/GD, Airbrake 1 (AB1) for a
simulated 5.5° London City steep approach at
a VREF +5 of 125kt. The aircraft felt rock steady
in all axes and very speed-stable, while I again
manoeuvred aggressively in bank.
It has the potential to become
the default future aircraft
choice of many fractional
business jet operators
Close-in visual circuits were then flown to
the low overshoot, roller landings and a fullstop landing from a massive lateral offset
(300m) at short finals (300ft). With the aircraft
weight at around 15,200kg the final approach
VREF at SF3/GD was 119kt. During all of these
different configuration, speed, power, pitch
and bank-angle changes, the aircraft felt exactly the same to me as the 900LX or the
2000LX had done previously.
A pilot will not be able to tell the difference in
handling characteristics between the 2000S,
2000LX and 900LX series. In the post-flight debrief, I had nothing to comment on to Dassault
– testament to the fact that this early test phase
has vindicated the 2000S design and the control
changes made. The 2000S (prototype) aircraft is,
like all other Falcons, a joy for pilots to fly.
Once again, I was highly impressed by a
Dassault business jet and the breadth and
depth of Dassault’s engineering quality and
design excellence. The quoted performance,
speeds and payload figures that the 2000S is
expected to achieve, and the operational flexibility it will deliver, are, I believe, going to
redefine the 2000S as a new class of business
jet – because I am not sure if its closest competitors will be able to live with it.
It has the potential to become the default future aircraft choice of many fractional business
jet operators that will adore its mixture of lower
price and cabin luxury/advanced connectivity,
allied to the economy of its fuel burn.
For pilots lucky enough to fly it in the future,
the advanced and luxurious EASy II 2000S
cockpit will continue to be, in my opinion, the
best civil aircraft cockpit in the world – and the
one with the best man-machine interface.
Dassault says that the “S” in the 2000S
name has no real significance other than to
show that the aircraft is a distinct model and
the newest member of the Falcon business jet
range, and to allude to its fully slatted wing.
My prediction is that the S will come to
stand for success, as that is what this aircraft
is destined to achieve. ■
Did the Falcon 7X’s new enhanced vision
system impress our test pilot? Find out at
flightglobal.com/7xevs
Reprinted from | Flight International | 17-23 May 201 1
FIN_170511_042 DR 42 6-7
FIN_EvergreenFalcon.indd
16/5/11 11:40:32
FIN_170511_024-028 DR 28
16/5/11 11:48:23
11:43:13
16/5/11
Falcon 2000s cutaway
BillyPix
FALCON 2000S
The Dassault Falcon 2000S offers a mixture of lower price, cabin luxury and advanced connectivity
❯❯ test data is completed and analysed.
On gear and slat/flap retraction after takeoff, accelerating to 180kt, I felt no pitch change
different from that of the 2000LX. Turning
downwind we immediately chased and
joined into close formation with the Beechcraft Baron (BE-58) photo-ship cruising at
160-170kt at 1,500ft. Once again the Falcon
seemed to handle like a fighter as I positioned
the aircraft around the Baron at various photo
angles and distances.
In stages, while in close formation, we configured through SF1, SF2 and SF3/gear down
(GD). At all times, the aircraft’s handling, in a
demanding close-loop task, remained impeccable both longitudinally and laterally. After
the photoshoot was complete we climbed to
FL150 for low-speed handling assessments including V2+10 climbs, at an aircraft weight of
around 15,440kg, in the configurations of SF1
(129kt), SF2 (122kt) and SF3/GD (120kt). In all
three climbs, the aircraft was manoeuvred aggressively at up to 40° angle of bank and it always maintained over 10kt clearance above the
pilot flying display’s stall-warning red speedtape line and exhibited no wing buffet.
Steady heading sideslips, in all three configurations, showed no abnormalities directionally with the fully slatted wing being deliberately yawed. Similarly, approach to stall
(up to the audio warning of “stall”) was completely benign. To recover back to Istres, we
FLIGHT
INTERNATIONAL
This page should hold a cutaway poster of the
Dassault Falcon 2000S. If yours is missing or
damaged please contact:
Dawn Hartwell
Quadrant House, The Quadrant,
Sutton, Surrey SM2 5AS, UK
Tel: +44 (0) 20 8652 3315
Fax: +44 (0) 20 8652 3840
[email protected]
configured at SF3/GD, Airbrake 1 (AB1) for a
simulated 5.5° London City steep approach at
a VREF +5 of 125kt. The aircraft felt rock steady
in all axes and very speed-stable, while I again
manoeuvred aggressively in bank.
It has the potential to become
the default future aircraft
choice of many fractional
business jet operators
Close-in visual circuits were then flown to
the low overshoot, roller landings and a fullstop landing from a massive lateral offset
(300m) at short finals (300ft). With the aircraft
weight at around 15,200kg the final approach
VREF at SF3/GD was 119kt. During all of these
different configuration, speed, power, pitch
and bank-angle changes, the aircraft felt exactly the same to me as the 900LX or the
2000LX had done previously.
A pilot will not be able to tell the difference in
handling characteristics between the 2000S,
2000LX and 900LX series. In the post-flight debrief, I had nothing to comment on to Dassault
– testament to the fact that this early test phase
has vindicated the 2000S design and the control
changes made. The 2000S (prototype) aircraft is,
like all other Falcons, a joy for pilots to fly.
Once again, I was highly impressed by a
Dassault business jet and the breadth and
depth of Dassault’s engineering quality and
design excellence. The quoted performance,
speeds and payload figures that the 2000S is
expected to achieve, and the operational flexibility it will deliver, are, I believe, going to
redefine the 2000S as a new class of business
jet – because I am not sure if its closest competitors will be able to live with it.
It has the potential to become the default future aircraft choice of many fractional business
jet operators that will adore its mixture of lower
price and cabin luxury/advanced connectivity,
allied to the economy of its fuel burn.
For pilots lucky enough to fly it in the future,
the advanced and luxurious EASy II 2000S
cockpit will continue to be, in my opinion, the
best civil aircraft cockpit in the world – and the
one with the best man-machine interface.
Dassault says that the “S” in the 2000S
name has no real significance other than to
show that the aircraft is a distinct model and
the newest member of the Falcon business jet
range, and to allude to its fully slatted wing.
My prediction is that the S will come to
stand for success, as that is what this aircraft
is destined to achieve. ■
Did the Falcon 7X’s new enhanced vision
system impress our test pilot? Find out at
flightglobal.com/7xevs
Reprinted from | Flight International | 17-23 May 201 1
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