Anyone on the forum with real world experience with the Falcon 2000? I am talking about the first gen 2000, not the EX

We have an owner wanting a larger cabin and is asking questions about this airplane now. The little ive found out so far is that the engine reserves are a bit higher than say an EX but high enough to justify the additional price point?

Also looking for realistic range and other performance numbers too please! Oh, also would it pay to try to find one with winglets instaled?

Thanks

 

We sold ours in late 2013, and for the most part have very few negative things to say about the classic 2000. It is a bit underpowered, especially when trying to climb in the mid-20s, and low 30s with A/I on (I fly a Challenger 300 now, so no comparison on climb performance).

But other than that, it is a great airplane. Very reliable, large wide cabin, very large baggage compartment with a 1600 pound limit. Max demonstrated x-wind is 35 knots, which is higher than any corporate jet I have flown. The feel of the aircraft is what I miss the most about it; you can literally fly it with 2 fingers and is very responsive (typical of most Falcons). I did several max x-wind landings in it and is a non event (just don't exceed 11 degrees bank or you will strike a wing tip).

As far as range, I believe the book says it will do 3000 nm with NBAA reserves. I think 2800 is probably a better number, although 1800 was the longest leg I ever flew in one, so I would do some more research on that.

Runway numbers are very good, although we always used a min runway of 5000, you could easily do less than that.

 

I'm currently flying a later SN 2000 with winglets. I had flown another early SN w/o the winglets and to be honest, I don't see a big difference.
I used to do Europe from the NE through Gander and the furthest East I went from Gander was Frankfurt with the weather being good.

I've not been able to make it from the east to west coast in the winter. It won't make Hawaii w/o a wet footprint.
The cabin is great, not a big difference from the 900 in that regard. The most you'll wanna have in the back is 6 folks, otherwise it gets a bit uncomfy for the others and the bathroom wait could be awhile.....
As John Lennon, said once the A/I goes on, it's a piggie.
The CFE engines are great, except the ability to maintain, is/will be getting harder....what else ya need?

 

Exactly what John said. I flew s/n 20 and 39

 

Why are the engines getting harder to maintain? Are they a morphadite of an engine only used in the classic 2000?

 

Which Falcon 2000 are you flying that won't make Hawaii? local low serial number makes it all the time there.

Maybe you don't fly them or you don't know where all the fuel tanks are?

 

All the info provided above are accurate, except HI. KMRY to Maui, October winds, 2 Pilots, FA and Family of 5 (2 adults, 2 teens, one toddler) flight planning didn't show a wet footprint that i remember. Started with full tanks 12.1K, landed with plenty of fuel for a diversion to HNL, 45' plus some extra. Return non stop Maui to KBJC landed with over 60' fuel left, wx was VFR.
Engines: The CFE738, unique to the 2000, being the only airplane that mounts them. Good engines but not in production anymore, however plenty of support from Honeywell as well as spares. MSP is a must, without coverage, will be very expensive to maintain/fix. If you purchase an airframe that didn't have MSP on the motors, they need to be inspected by the manufacturer before they can be implemented in the program and covered. Sometime they are deemed not eligible for MSP, you can imagine the rest...continuous MSP coverage from previous owner/operators preferable: S/N 5, 3-4 years ago suffered some major engine damage, no MSP. Repairs estimated to be too high, airplane was written off, disassembled, and sold for parts. Don't quote me on the exact s/n, but the airplane was in North Texas. That was back when DA-2000 still had higher/good value.
As far as equipment installed i wouldn't focus much on winglets, but focus on avionics installed and provisions to comply with the upcoming mandatory requirements. Original avionics do not offer much flexibility to comply with ADS-B etc. so if you go for the bargain make sure you really get a bargain (either you strike a s/n with equipment installed or most of it), or get a cheap airframe that leaves enough budget for the needed upgrades. Hope it helps