Representative imageLarge-cabin twin jet
The Falcon 2000LXS is the current expression of Dassault's twin-engine widebody line: a 4,000 NM large cabin that operates from short and unimproved-adjacent fields other aircraft of its size cannot use. Inboard slats and blended winglets give it approach speeds closer to a light jet's.
The cabin seats eight to ten in a cross-section shared with the three-engined Falcons — a size up from the super-midsize class at running costs not far above it.
The aircraft
The Falcon 2000 began in 1989 as Dassault's answer to a gap in its own line: operators wanted the Falcon 900's widebody cabin without paying for three engines and intercontinental fuel. Dassault kept the 900's cross-section, shortened the fuselage, and hung two CFE738 engines on it, initially in partnership with Alenia of Italy, which built the rear fuselage. The result first flew on 4 March 1993, was certified in November 1994, and entered service in 1995 as a transcontinental partner to the trijet.
The line's second act mattered more than the first. The 2000EX of 2003 swapped in PW308C engines and extra fuel for a major range jump, then gained Honeywell's EASy integrated flight deck to become the 2000EX EASy. The winglet-equipped 2000LX followed at the end of the decade, and in October 2012 Dassault announced the 2000S and 2000LXS pair — certified in April 2013, delivering from 2014 — which brought inboard slats and full-length short-field performance to the family.
More than 670 had been built by the early 2020s, making the 2000 series one of the most successful large-cabin twins in the industry, and the LXS remains in production today. That long, high-volume run is a used buyer's friend: the type is understood everywhere, parts and engineering support are mature, and there is a 2000-series variant at almost every price point.
Key figures
Standard published figures for a typically equipped Dassault Falcon 2000LXS. Individual airframes vary with configuration and modification — the specification on a listing is what governs.
We do not hold a Dassault Falcon 2000LXS on the books this week, but we place the type regularly. Tell us the specification, hours and budget, and we will come back with airframes that are genuinely available.
Ask us to source a Falcon 2000LXSWhere it reaches
Click the map to move the origin to your base and see how far the Falcon 2000LXS reaches at 70, 90 and 100 per cent of published range.
The broker’s view
The 2000-series' short-field ability is not brochure talk — it changes which airports are home. Operators flying into constrained fields (London City famously, but the logic holds for African strips) buy the type for exactly this. The earlier 2000LX and EX EASy models offer the same airframe virtues at lower price points.
Watch engine programme status and EASy avionics baseline on used examples; both move value materially.
The family
The original, delivered from 1995 with CFE738 engines and roughly 3,000 NM of range. The cheapest way into the widebody Falcon cabin, but budget for its older systems and check support status on the engines.
From 2003: PW308C engines and more fuel transformed the range. Early EX aircraft carry the legacy flight deck — the airframe virtues at a keen price, with avionics that date it.
The EX with Honeywell's EASy integrated flight deck; the DX is its shorter-range, lower-weight sibling. The EASy cockpit is the baseline modern buyers expect, and it is what keeps these mid-2000s airframes current.
Delivered from 2009: blended winglets stretched the EX EASy's reach to around 4,000 NM. For most missions it is operationally interchangeable with the LXS, at a noticeably lower price.
The 2013 entry model: winglets and the new slatted wing for short-field work, paired with reduced weights and range. Strong value if 3,350-odd NM covers the mission.
From 2014, the current production standard: the LX's 4,000 NM range combined with the S's slats and short-field certification. The variant that gets into London City-class runways without giving up the range.
Common questions
Published range is 4,000 NM with reserves — about nine hours, pairing Johannesburg with West Africa and the Gulf, or Europe with North America.
A slatted, high-lift wing developed for exactly that: approach speeds around 107 kt at typical landing weight, and certified performance into fields under 4,000 ft that peers cannot touch.
The Challenger counters with a wider cabin; the Falcon with better field performance and efficiency. The right answer follows from the runways in your mission, not from the brochures.
Closer to a super-midsize than to a heavy jet. Two PW308Cs and an efficient wing keep fuel burn modest for the cabin size, and Dassault's programme coverage is well established. As ever, engine and airframe programme enrolment shapes the real annual number more than the type does.
Strongly — the slatted, high-lift wing that makes it a short-field aircraft also helps at altitude and in heat. Operators fly the type comfortably out of high-elevation airports like Johannesburg with useful loads that force rivals into fuel stops or payload trades. Run the numbers for your specific fields.
Yes. With more than 670 built over nearly three decades and the LXS still in production, parts, engineering experience and Dassault-authorised service coverage are mature worldwide, including for operators based in Africa and the Middle East. Fleet depth also means honest comparable sales when it is time to price one.
Buying or selling, the conversation costs nothing. Tell us the mission and the budget and we will tell you honestly whether the Falcon 2000LXS — or something else — is the right airframe for it.
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