, he Dassault Falcon 2000 enteredservice little more than three yearsago, amidst an aura of lofty expecta­tions. Dassault promised that the Fal­con 2000 would deliver large-cabinbusiness aircraft comfort and quietfor passengers, 3,000-nm transconti­nental range at 0.80 Mach and thelowest operating costs of any Falconin current production, including theFalcon 50.

Frills were out. Function was in.The $16.9-million (1995 dollars) Fal­con 2000 is the least expensive, large­cabin business aircraft in B/CA's 1997Planning & Purchasing Handbook.

There are now 49 Falcon 2000 air­planes in service, and operators reportthat Dassault fulfilled those promises.Almost two-thirds of the operatorsparticipated in our recent Falcon 2000survey. Passengers award it top marksfor cabin comfort and exceptionallylow interior-noise levels, according tothe respondents in our survey. Pilotstold B/CA that the Falcon 2000 hasexcellent handling qualities, goodshort-field performance and more thanenough cruise thrust. It's also nearlyas fuel efficient as some smaller andslower midsize business aircraft.

The Falcon 2000, however, has hadits share of teething pains, as manyoperators anticipated. Dassault, forexample, incorporated a sophisticatedfault monitoring and digital diagnos­tics system to simplifYtroubleshootingand repair tasks, but the system hasbeen prone to numerous "cry wolf'alarms, operators claim.

In addition, the exhaust flow fromthe thrust reversers causes a disturb­ing shudder in the tail. Operators alsoreport number two hydraulic systemquirks, inaccurate mid-range fuelquantity readings and excessive wearin the early version carbon brakes.

The avionics system, while beingreliable overall, received its share ofgripes. Human engineering wasn't adesign priority, several operators com­plained. The early version, standard­fit FMS lacks functions and featuresappropriate to this class of aircraft.And most annoying of all to some U.S.operators, the Flight Dynamics HGS2850 head-up display option still hasnot receivedFAAapproval, which Das-

sault expected to achieve shortly afterJAA approval in August 1996 (October1996,page 20).

Many of these gripes would havebeen minor annoyances, had it notbeen for the perceived leisurelyresponse of Dassault engineers toalleged systems shortcomings andproduct improvement needs, accordingto operators. Indeed, one operator saidhis first and second least-favorite fea­tures of the Falcon 2000 are "Dassaultand Dassault." Operators say theyhave learned that "soyons trespatient" means "we should be verypatient" with Dassault's engineeringsupport.

One operator said, "The factory hasbeen very slow to identify problemsand develop fixes. Their response isimproving, but there is still a 'not­invented-here' reaction to shortcom­ings we call to their attention."

In contrast, most operators laudedU.S.-based Dassault Falcon Jet andDassault's technical support staff inEurope for their quick response today-to-day maintenance challenges.DFJ President Jean Rosanvallon andSenior Vice President Customer Sup­port Peter Ginocchio were often

OPERATOR SURVEY

One of the Falcon 2000's standard cabin layouts: 10 seats, eightin a club/conference layout and two facing.

praised for their responsiveness tooperator concerns. Operators alsocited CFE Co. for its top-rate responseto the CFE738 turbofan engine'sgrowmg pams.

In addition, excellent warranty cov­erage frequently was cited as one ofthe aircraft's fivebest features.

WHY THEY OPTEDFOR THE FALCON 2000

Most Falcon 2000 operators upgradedfrom midsize aircraft because theywanted more cabin volume andgreater range. Predictably, many oper­ators previously operated midsize Fal­cons. However, some sold their older,fuel-thirsty, large-cabin businessjets, such as Gulfstream IIs, whenthey acquired their Falcon 2000s. "It'sthe most fuel miserly airplane I'veever flown," remarked one heavy-ironoperator.

The Falcon 2000, though, offereda longer cabin along with superiorperformance (albeit less range) andlower operating costs, according tooperators.

Many firms also looked at new andused Gulfstream IVSPs, but decidedthat the additional range offered bythe G-IV didn't justifY the substantial­ly higher acquisition and operatingcosts.

Other flight departments eyed sever­al midsize aircraft, including the Cess­na Citation X, Falcon 50/50EX andRaytheon Hawker 800XP. However,the Falcon 2000's substantial advan­tage in cabin volume was the decidingfactor. "The boss' wife sat in the Fal­con 2000 cabin after being in[another midsize aircraft],and the deal was made,"explained one operator.

These former midsize air­craft operators also wereimpressed with the Falcon2000's fuel economy, compa­rable operating costs andfive-year warranty coverage.

Virtually all operators withwhom we spoke had config­ured their cabins in one ofthree standard layouts: fourforward club seats and fouraft conference seats with anadjoining credenza; 10 seats,eight of which were in thesame club/conference layout,with two facing seats in placeof the credenza; or eight seatsin double club configuration.

Early buyers paid $17.6 million to$17.9 million for their aircraft, includ­ing completion items and options. Latemodel buyers spent more than $20million to acquire their Falcon 2000s.

OPERATIONS PROFILEAll but six of the Falcon 2000 opera­tors with whom we spoke have fleetsof business aircraft. There is phmty ofvariety in the make up, includingheavy-iron, midsize, light and largeturboprop airplanes, plus twin-turbinehelicopters. Most Falcon 2000s areused to transport company employeesand key customers, although a few inEurope also fly charter.

The majority of operators told usthat they typically fly four to five pas­sengers on most missions, but someoccasionallyfill all the seats. Workday,briefcase missions are common. Falcon2000 operators report average blocktimes of 1.5 to 2.0 hours and typicalmission lengths of 500 to 900 miles.

On typical flights, Falcon 2000pilotsclimb directly to FL 410-430 to takeadvantage of 1,550- to 1,600-pph fuelflows while cruising at 0.80 to 0.83IMN. Cruising at FL 390 at the samespeeds, operators report fuel flows of1,700to 1,750pph.

Feel the need for 490-knot speed?One operator regularly pushes his air­craft to 0.85 to 0.86 Mach in the highthirties, with reported fuel flows of2,000 to 2,100 pph. "This is the firstFalcon we've operated that's notunder-powered," remarked anotheroperator.

Block-to-blockfuel burns range from

FALCON 2000HOURLY DIRECT

OPERATING COSTS

Fuel ($2.02jU.S. Gallon) .....•.... $450.46Maintenance

Labor ........•...•....•...... 100.80Maintenance

Parts .................•...... 120.00Engine Reserves ...........•..... 295.16Thrust Reverser Reserves 15.00APU MSP 23.48Miscellaneous Flight Expenses .. _ 179.00Total _ $1,183.90

1,800 to 2,000 pph, according to mostoperators. Just over one-fourth of theoperators said they are enrolled in theCFE738 Customer Service Plan, whichis currently priced at $113.91 perhour, per engine (base rate, new air­craft). A few operators opted to sign upwith Jet Support Services Inc. for$93.42 per hour, per engine (base rate,new aircraft). More than half the oper­ators, though, have chosen to set asidetheir own internal reserves. Someoperators, for example, budget $150 ofnon-cash expense per hour, perengIne.

U.S. operators report that theiraverage direct operating costs rangefrom $1,000 to $1,150 per hour, whichis closeto Conklin & de Decker Associ­ates' projections. Some Europeanoperators report operating costs asmuch as 50 percent higher because ofairways facilities and landing fees.

One operator commented that Das­sault's parts prices are "ridiculous"and "mind numbing." However, war­ranty coverage and component relia­

bility apparently have keptthe overall direct operatingcosts in line with both Con­klin and factory projections.

The bulk of operators toldB/CA they fly their Falcon2000 aircraft 600 to 900hours per year. A small groupflies about 350 hours annual­ly, but a few operators fly1,000to 1,200hours per year.

The Falcon 2000 wasdesigned to fly transcontinen­tal missions, but several oper­ators said they occasionallyfly between North Americaand Europe. The Falcon 2000has a full fuel with maximumavailable payload range of3,048 nm (NBAAIFR profile,200-nm alternate), accordingto B/CA's 1997 Planning &

Oft n

OPERATOR SURVEY

"Some operatorswere looki ng foran easy transitionfrom older FaIcon20 and Falcon 50

aircraft, ". expla ineda Dassault official.

REPORT CARDMost operators award an "excellent"rating to Dassault's airframe work. Afew describe it as "good," probablybecause of miscellaneous systemsglitches. Operators aren't as enthusi­astic about the engines, with mostawarding a "good" rating or an occa­sional "excellent" grade. Operatorssaid the FADEC software causes anoticeable slump in climb performancein the mid to upper twenties, especial­ly with the bleed-air anti-ice systemselected on. However, overall climbtimes are in line with the Dassaultcharts.

CFE and Dassault are evaluatingthe effect of a boost in mid-range climbthrust, but the companies are carefullyweighing the possible tradeoff inengine reliability, decreased mainte­nance intervals and increase in engineoperating cost.

There have been four unscheduledshutdowns of the CFE738, accordingto CFE. One shutdown resulted fromthe failure of a high-pressure turbinedisc due to an isolated manufacturingflaw. A second was related to a syn­chronous tip rub of third-stage com­pressor blades. The blade-tip tolerancein the engines has since been changedto prevent recurrence. The two othershutdowns were caused by the disen­gagement of the tower drive shaftfrom the N2 compressor section to the

Purchasing Handbook. shortcomings in humanOperators claim that engineering. Too manyDassault's cruise plan- controls are located lowning charts are accurate, in the instrument panelbut most say they or in the console. Opera-wouldn't stretch the tors said there is littlerange beyond 2,800 to tactile differentiation2,900 nm for transat- between knobs andlantic missions. switch positions. These

Almost half of the operators wanted theoperators told B;CA that flight guidance and airthey wished the aircraft data function controls tohad another hour of fuel. be mounted in a glare-This would stretch the shield control panel.tanks-full maximum In response, Dassaultrange to almost 3,500 has incorporated anm. "Dassault won't do glareshield control panelthat because the Falcon in serial number 48 and2000 would compete with subsequent aircraft. Athe 900B," one operator spokesperson for thesaid, echoing the com- firm claimed that a cus-ments of many others. Most operators said the avionics have been "good" to "excellent." tomer advisory board"It's not an internation- approved the originalaI, long leg airplane," remarked anoth- accessory gear case. This was linked to configuration prior to design freeze.er. "That was never its intended an improperly torqued retaining bolt "Some operators were looking for anmission," a Dassault spokesperson on the bottom of the accessory gear easy transition from older Falcon 20countered. case. and Falcon 50 aircraft," explained a

The thrust reversers are effective, Dassault official.according to operators. They can be Operators also were disappointed inused down to 20 KIAS, and they cause the performance of the standard-fitless than 0.5 percent loss in specific AlliedSignal GNS-XES FMS, sayingfuel consumption, claims Dassault. that it lacked functions and featuresUsing the reversers, though, causes a appropriate to this class of aircraft.pronounced shuddering in the tail The box since has been upgraded to abecause of the deflected engine GNS-XLs,but it lacks full ARINC 424exhaust plume. Dassault's ServiceBul- departure and arrival procedure navi­letin 130 should remedy the problem. gation capability, and coupledVNAV.It was scheduled to be available in mid Almost one-third of the operatorsFebruary. Five service centers will be chose to install optional Universalable to modifyaircraft, and the expect- UNS l-C FMSes and a nearly equaled out-of-service time is six to seven number opted for Honeywell NZ-2000working days, including paint. FMSes because such systems offered a

Most operators said the avionics higher levelof performance.have been "good" to "excellent." B;CA Operators were concerned thatreceived no complaints about Collins while the NZ-2000 and UNS l-C arePro Line 4 reliability. Some operators, capable of automatically computingthough, marked avionics as "average," takeoff V-speeds and field length, Das­"fair" or "poor" because of alleged sault has been slow to work with

Collins and the FMS manufacturers toupgrade the avionics suite to integratesuch improvements into the displays.Currently, the UNS l-C will calculateFalcon 2000takeoff performance num­bers, but the Collins Pro Line 4 won'tautomatically display the V-speednumbers on the PFD airspeed scale.Regarding this alleged shortcoming, aDassault spokesperson commented,"How difficult is it to set bug speeds?"

GPS sole-means en route and non­precision approach approvals also arehigh on the list of upgrades wanted byoperators. While all three FMSproviders build TSO C129 IFR GPS-

82 Business& Commercial Aviation. April 1998

WAITING FOR HUn CERTIFICATION

approved boxes, Dassault said thatrunning through the gauntlet of jointJAA and FAAapprovals will take moretime.

Automatic cruise thrust adjustmentis another feature operators say theywant. Dassault is developing the limit­ed auto-throttle control, but it's not itstop priority, considering the othertasks the company must complete.

Operators compiled a laundry list ofminor problems that Dassault needs toclean up. In spite of these complaints,most rated all the affected systemseither "good" or "excellent," with avery occasional "average," "fair" or"poor" grade.

It took Dassault three years toachieve certification of the cockpitjump seats, according to operators.The factory responded that this taskwas difficult because the jump seatshad to meet the FANJAA 16-g seat­strength requirements. Operators alsosaid the folding jump seat is hard tostow, a gripe the factory acknowl­edges. "It's a problem with the ERDAseat design," a Dassault spokespersonexplained.

Some folks also criticized the cockpitand cabin chairs as being uncomfort­able-again the result of the FAA's 16­g seat-strength requirement, accord­ing to both operators and Dassault."The requirement is totally bull[expletive deleted]," remarked oneoperator.

Fluid in the number two hydraulicsystem is prone to aeration duringlong flights, thereby possibly causing adelay in initial flap extension duringlanding approach. Two factory servicebulletins reduce the aeration tendencyand a redesigned hydraulic suctiontube in the reservoir is in the works.

Service Bulletin 116 and revisedoperating procedures have been issuedfor the cabin air re-circulation systemto improve cabin heating and coolingperformance. Much more robust,replacement carbon brakes now areavailable for $46,560. The mid-rangeindicating errors of the fuel quantitymanagement computer are an"idiosyncrasy of the aircraft," accord­ing to Dassault. No fix is in the works.In June, a service bulletin will beissued to cure the fuel burping duringcertain refueling operations.

Some previous gripes were curedthrough improved production process­es. For example, some operators ofearly serial number aircraft gripedabout poor interior completion and

OPERATOR SURVEY

exterior paint quality. Operators oflater serial number aircraft had veryfew complaints about completionwork.

WOULD THEY BUY ANOTHER?Operators put all of their complaintsin perspective, when asked if theyagain would make the same decision toacquire the Falcon 2000. The com­ments were clear and convincing,evenfrom the most vocal critics. "It's thebest all-around airplane for the mis­sion," said one. "It's a dandy airplanefor transporting key customers,"added a second operator. "Buy one,

U.S. Falcon 2000 operators waitingin line for FAA certification of theFlight Dynamics HGS 2850 are hotunder the collar. "I'm disgustedwith Dassault's finger-pointingexcuses. The French are verydemanding to work with. Geteverything in writing and thenmake them commit to it," oneoperator advised all prospectiveFalcon 2000buyers.

In reality, Dassault shares onlypart of the responsibility for thedelay in earning FAA HUDapproval in the Falcon 2000."We're paying a price for being apioneer," explained a Dassaultspokesperson. "We're the first[business airframe manufacturer]to achieve HUD certification in abusiness aircraft." The JAA grant­ed approval in summer 1996. FAAapproval, though, is altogetheranother matter.

Dassault acknowledges that ithas had problems with its HGS2850 alignment tooling and instal­lation procedures. The firm claimsthat a fix will be available "in thenear future."

However, neither Flight Dynam­ics nor Dassault anticipated thatthey and operators would have torun through the same meticulousapproval procedures required ofU.S. air carriers with HUDs intheir airplanes.

Operators want a clearly definedSTC, accompanied by a turnkeyprocedures manual from Dassault.That may not be possible, accord­ing to Dassault. "The FAA hasn'tprovided us with definitive guid-

but be prepared to wait in line for along time."

The dearth of Falcon 2000 airplaneson the used aircraft market confirmsthe opinions of operators. With littleor no direct competition, the Falcon2000 has the transcontinental, large­cabin business airplane niche all toitself. However, as large-cabin con­tenders with more range begin toemerge from Montreal, Wichita andTel Aviv in the next few years, Das­sault may have to up the ante. Untilthen, the Falcon 2000 in its currentform should be able to maintain its airsupremacy.•

ance and there has been little feed­back. The FAA has never beforebeen through this [HUD approvalprocess] on a business aircraft."

Operators share Dassault's frus­tration. "Each of us will have toprove to the FAA that we knowhow to train, maintain and fly withthe HUD," explained one operator.

Flight Dynamics' detailed proce­dure manuals were developed forairline use. Adapting them forbusiness aircraft use is cumber­some, according to operators. "Wedon't have airline-size technicalresources to devote to HUD opera­tional approval. We need Das­sault's help. And the FAAis tellingus that they won't accept a genericHUD procedures manual. I thinkthe feds won't buy off on thatbecause they want to cover theirsix [o'clockposition]."

Dassault confirmed this opinion.Getting operational approval forthe HUD is "purely a regulatoryissue." However, Dassault is press­ing on with FAA CAT IlIA certifi­cation of its HGS 2850. The firmbelieves such an approval will pavethe way for easy FAA CAT I andCATII sign-offsfor operators. CATIlIA approvals for individual opera­tors, however, will take some time.

Dassault, though, won't committo a deadline for FAA HUDapproval. U.S. operators awaitingHUD installations grumble"Soyons tres patient." But theyrealize that HUD approval willrequire a different approach byFAA officials, as well as renewedeffort on the part of Dassault.