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Dassault Falcon 900LX for sale

Dassault Falcon 900LX for sale information

Range (NM) 5,000

Seating 12/15

Max Speed (Kts) 482

Cruise Speed (Kts) 459

Rate of Climb (Ft/min) 3,880

Balanced Field Length/Landing Distance 5,215/2,300

Cabin Volume (CuFt) 1,218 cu. ft.

Payload (Maximum) 4,464

Baggage (CuFt Int/Ext) 127/-

Service Ceiling (Ft) 51,000

DOC $3020/Hour, $7.29/NM

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Dassault Falcon 900LX for sale

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More about Dassault Falcon 900LX for sale

Dassault Falcon 900LX — the three-motor reactive long-haul jet of a business class of Falcon-900 family developed by the French concern Dassault Aviation. Falcon 900LX – the modified 900th model differing in the improved fuel efficiency. Differs from the predecessor in the extended fuselage with the increased section. Changes also concerned the propulsion system. There is an option allowing operation from soil airfields.

Previous models: Falcon 900B, Falcon 900C. The Dassault Falcon 900LX airplane is created on the basis of the known Falcon-900EX and equipped with aviation electronics “Enhanced Avionics System” (EASy); it is equipped with highly effective and economic TFE731-60 engines of production Honeywell. The fuselage is represented by the classical monocoque with closely located stringers and frames. Dassault Falcon 900LX is equipped with single-circuit turbo-refrigerator installation (THU) and duplicative system of sealing (the system of sealing works automatically from FMS).

Management on a roll and pitch is balanced and does not demand big efforts. The main distinctive feature of Dassault Falcon 900LX is fuel efficiency. Small fuel usage cuts down direct operational costs and gives essential advantage before other airplanes, especially considering the European quota system on emissions of greenhouse gases. Essential advantages of the aircraft during the work at the difficult airports at big heights are provided at the expense of the improved runway characteristics and the increased safety (more low speed of approach when landing in comparison with similar airplanes of this class).

Features of the Dassault Falcon 900LX airliners: • The lowest weight of the empty airplane (among cars of the class with similar range and cruiser speed); • Advanced navigation flight equipment EASy; • The most economic model in the class (the concept of production of a wing of blended winglet provides decrease in resistance of the airplane by 5%); • The reduced time of a set of cruising altitude. Dassault Falcon 900LX — the graceful laconic airplane. Sometimes it seems that it will not obey laws of physics. It flies from one continent on another with a speed of 0,8M just as heavyweight rivals with almost twice the surpassing installed power per employee. At the same time it manages to break a record of fuel efficiency of the former leader in a “big” (large-cabin) class, Falcon 900EX. The airplane is obliged by this achievement to Luís Grattser, the senior vice-president for technology of the Aviation Partners Inc company. (API), to the veteran of aerodynamic science who has created fifteen years ago the concept of blended winglet (the tip which is smoothly interfaced to a wing).

The wings developed by Grattser help four thousand airplanes to reduce fuel usage by 5–7% without loss of cruiser speed today. But not all airplanes are won at the same time to 25 nodes — in this Dassault Falcon 900LX and Falcon 2000LX are unique. Both of these airplanes gather true cruiser speed to 454 nodes, spending as much fuels, as airplanes without wings when flying at a speed of 430 nodes. It is not so bad for type which wing is initially designed at the rate on lower speeds. Wings of API reduce induced resistance by 7%, allowing the car to gain quicker height, increasing range and cruising altitude on the same draft. So, range of Falcon 900LX (at a cruiser speed 0,8M) is more than 200 miles more, than at Falcon 900EX.

Dassault Falcon 900LX flies non-stop from New York to Moscow, from Le Bourget to Beijing, from Bombay to London. He will not set up a record on speed among airplanes with similar range, but will save to a third of fuel in comparison with competitors. And on more typical runs, to 1000 nautical miles (1852 km), fuel saving reaches 40%. It is simple to consider that at an annual average raid in 600 h it will pour out in 100 thousand gallons (nearly 400 thousand l) of kerosene. And at the same time will allow to throw out 1,1 thousand tons less carbon dioxide. Dassault Falcon 900LX can also call multi-purpose. Having made landing with the maximum landing weight, it can, without refueling, to continue flight with eight passengers onboard on 3600 nautical miles. That is having flown from Washington to New Jersey, having taken aboard passengers, the airplane without refueling will reach Moscow.

Certainly, on such runs lasting more than 9 h, passengers need a scope of big salon, and Falcon 900LX to them it provides. In the salon designed for the 12th pass., three sections. So if passengers eight, then places it is enough to take place with convenience, to open laptops, to spread out documents, to change from a chair to a chair and to move on salon. If to look according to the catalog, then in comparison with the main competitor, Gulfstream G450, the volume of a passenger cab of Dassault Falcon 900LX is approximately one sixth less. But it is not noticeable in any way as in G450 in a passenger cab the distribution box of the electrical system is placed, occupying useful area. It is also possible to carry the lowest weight of the empty airplane among “schoolmates” with similar range and cruiser speed to advantages of Dassault Falcon 900LX. By our calculations, the ready airplane will be rolled out from the center of finishing to Little Rock with an operational weight of 12,16 t (if to add the weight of wings to the weight of empty Falcon 900EX). Though the producer specifies a smaller digit, even in this situation useful loading at full tanks will make 700 kg. All these indicators impress if to consider that the design of Dassault Falcon 900LX is derivative of the previous models. It is the fourth, and, most likely, the last, iteration of Falcon 900 certified in March, 1986. It in turn represents the increased Mystere-Falcon 50 version (1979 year of birth), and even the certificate of type at them the general.

FEATURES OF THE DESIGN OF THE GLIDER AND SYSTEMS From the predecessor Dassault Falcon 900LX has inherited a power set of aluminum alloys, easy and high-strength, steady against fatigue and damages. However its fuselage, round in a section, 2,5 m in the diameter, differs from Falcon 50 family. This is the classical monocoque, with closely located frames and stringers. For this reason in the airplane such small illuminators. Windows of the bigger size would demand more powerful frames at bigger distance from each other. It would weight a design. The Falcon 900 family not for nothing is famous for the durability: the basic design is designed for 20 thousand cycles, or for 30 thousand h a raid. The continuous wing is integral part of the central section of a fuselage. Each half-wing fastens to a fuselage by means of 107 titanic bolts so if necessary, for example at strong damage, the half-wing can be otstykovat and replaced.

For modification with API wings the producer has strengthened a wing design to resist to the additional bending and torsional loads. Besides, ailerons are lowered by 1,5 degrees. Wings increase wing span Dassault Falcon 900LX to 21,4 m (against 19,3 m at 900EX), thus increasing relative lengthening of a wing to 9:1 that in turn promotes decrease in induced resistance. Among the systems which have got to the airplane from Falcon 50 — the electrical system of a direct current, a conditioning system, AFU intended only for use on the earth and straight lines are resistant the chassis. Airplanes of Falcon 900 family have no special protection of governing bodies against jamming and the front chassis is not controlled pedals. Other systems of the airplane, with rare exception, are copied from Falcon 900EX. The systems which are responsible for trimming of the airplane as because of installation of wings lining was a little displaced back have undergone little changes. The management on a roll and pitch demands small efforts and is perfectly balanced. Dassault not without reason is proud of this distinctive constructive feature of the airplanes.

The main racks of the chassis are equipped with quite rigid hydraulic shock absorbers though the main competitors have designs of the chassis of more modern design. Hydraulic shock absorbers do not provide the soft course and do not damp blow at a contact, but they save airplane weight, and at the same time and the sizes of niches of the chassis. Falcon 900EX and LX take at 750 kg of fuel more, than their Falcon 900 family fellows. Thus, about 3175 kg of fuel are intended for each engine and on the majority of runs of need of fuel transfer for balancing is not present.

From wing tanks fuel on the right and left engines moves, and the central engine and AFU are powered from the tanks located in the tsentroplena and the rear of a fuselage. At long use of AFU can be required to level a fuel level by means of cross-over function to avoid an imbalance. The interactive chart is output to the main multipurpose display (MFD). By the way, Dassault Falcon 900LX — one of the few civilian airliners without system of a drainage of tanks. Instead they pressurize from an air bleed system from engines to provide intake of fuel in engines in case of refusal of the pumping-up pump. Gas station of all tanks can be made or on a centralized basis under pressure, or through filling mouths on a wing. In the first case it is possible to expose fuel quantity on the preselector of the external control panel of gas station, then after filling of the chosen volume the system will be disconnected automatically.

At Dassault Falcon 900LX single-circuit turbo-refrigerator installation (THU) and duplicative system of sealing. The conditioning system maintains air temperature in salon by means of the warm air which is selected from engines or AFU. When flying at big height the catalytic converters reducing concentration of ozone in the air given to salon turn on. As for system of sealing, it works automatically, from FMS. Pressure in salon is supported at the level of height of 2400 m on FL510 echelon. PASSENGER CAB The board which has got to us for test flight became the first Dassault Falcon 900LX on the North American continent. The certificate like EASA and FAA is received in July, 2010, and in October the “green” airplane was distillated from the assembly line in Bourdeaux-Meriniac to Little Rock for finishing of an interior and painting.

On the way it has stopped in Atlanta for participation in the NBAA exhibition, and we have taken an opportunity to test its flight qualities. And here it was not necessary to evaluate comfort of a passenger cab though according to descriptions of the producer in the presence of imagination to draw certain conclusions not so difficult. Sizes of salon: 235 cm in width, 10 m in length, height — 190 cm. Lateral section turns out 13 cm wider, than at G450/G500/G550, and approximately so already, than at Bombardier Challenger 605 or Global 5000/XRS. Finishing of an interior can be standard or under the order. In standard option length of the main section is 7 m, its volume is 28 m3. It is divided into three zones and intended for placement to the 12th pass. In a front zone four chairs of half-meter width which are in pairs located towards each other. Each of them is equipped with a folding workmount. In the central zone on the left board club section from four chairs around a table 116 x 70 cm.

On the right board the club section is completed by a low dresser with several departments. In the rear of salon the triple sofa (turning into a full-fledged berth) and a chair with a workmount is located. The entrance to salon is carried out through the door of 172 x 80 cm in size equipped with an air ladder. Owners of older models of Falcon 900 family say that it is better to close a door in flight an acoustic curtain as it is a source of very notable noise. On the right board around the seventh of dozen of illuminators the door of an emergency exit is located. At an entrance, in a small lobby, the kitchen compartment, clothes and two cabinets for storage of things of crew is located. The onboard kitchen is equipped with the coffee maker, an oven, containers for ice, a sink with cold and hot water. On the left board the small office with system of entertainments, and also the microwave oven and various blocks for storage of everyone and everything — from provisions to glasses is placed.

The toilet room is in the rear of salon. The system of vacuum cleaning is not provided. Cold and hot water is pumped in kitchen and in a toilet from one tank which is replenished through the opening which is in the airplane. To merge water-supplies to protect from freezing, it is possible outside. Behind the toilet room the luggage compartment of 3,6 m3 is located. It is pressurized so access to it is possible during flight up to the height of 41 thousand feet. The compartment is also equipped with an air ladder for simplification of loading and unloading of baggage on the earth. IN FLIGHT So, we occupy a left hand seat in a cabin of the first serial svezhesertifitsirovanny of Dassault Falcon 900LX, serial number 249. On site the second pilot — the chief test pilot of Dassault Philip Delyom. The airplane costs on the platform of the airport of Dekalb-Pichtri of the city of Atlanta (KPDK). The operational weight of the “green” airplane is 1200 kg less, than the average weight of ready. From 6130 kg of fuel and two passengers onboard our take-off weight approaches 17,2 t. Delyom enters these data into base of the main flight display of the instrument EASy complex by means of the kursorny device and the keyboard.

I notice that EASy does not monitor automatically fuel usage, consumed by AFU. So if the airplane long time is on the platform with working with AFU, the crew should make manually amendments for recalculation of take-off weight and estimated range. Length of a strip, rated, required for take-off, makes 1136 m so we can choose any strip, except one. It is curious that runway characteristics “are copied” with Falcon 900EX. To save on development, the producer has decided not to carry out additional tests for confirmation of positive influence of wings on VPH. Each engine is equipped with the single-channel electronic monitoring system (DEEC) which at start works similar to FADEC (an autonomous digital engine control system). However RLE orders to crew to trace indicators of operation of engines (temperature of turbines, turns, oil pressure, a vibration level etc.) that in case of doubts to interrupt start. We start at first the engine 2 to provide hydraulic pressure for brakes, then engines 3 and 1. During taxing it becomes noticeable that the nasal wheel managed by a special shturvalchik not too quickly reacts to teams. It reaches smoothness of taxing, but it is necessary to prepare for abrupt turns in advance and to extinguish speed.

At Dassault Falcon 900LX the most modest thrust-weight ratio (if to speak about thrust to weight ration) from all business jets, except 7X so running start turns out quite slow. But right after a separation it became obvious why pilots of all Falcon Jet models in such delight from controllability of these airplanes. Ideal harmony on all three axes. Aerodynamic forces are well felt on wheels that allows to dose efforts correctly. At the same time ease with which it becomes can make first incorrect impression about the airplane size. Atlanta Center I have resolved a set to FL410, but on an air situation in the course of a set it was necessary to make several horizontal platforms so it was not succeeded to check set speed.

However, it is necessary to tell that in all other moments the behavior of the airplane and indicators precisely matched RLE. When we have reached FL410 echelon, number M was stabilized on value 0,83, that is true speed made 469 nodes, fuel usage — 308 kg/h (weighing 16,5 t and temperature of external air of -5 °C). Having decreased to 15 thousand feet, we start standard maneuvers. RLE prohibits to carry out drop because of load of stabilizer fastening assemblies owing to buffeting. Nevertheless we managed to come two times to the okolosryvny modes: one on a clean wing, the second — in a landing configuration. At a speed (on devices) 136 nodes the automatic machine of release of external flaps works to keep controllability on a roll. Having received the warning of approach to drop at a speed of 123 nodes, we add draft and we lower a nose. During all maneuver we have practically not lost height. With released by the chassis, flaps and flaps the sound prevention arises at a speed of 100 nodes (according to RLE drop in such configuration would happen at a speed of 96 nodes).

And besides a conclusion from drop does not represent work and occurs without loss of height. We carry out landing approach. Dassault Falcon 900LX flies as the airplane much smaller dimensions. Flaps reduce landing speed adequately to warn screen effect. However if the pilot wants to execute faultless landing by means of keeping of the airplane from a contact, then he is fated to soar over a strip, losing the necessary meters. Delyom advises to clean ORES at the height of 50 feet over the earth and then slightly to give to gas on 20 feet. Having a little practised, we receive required balance between smoothness of a contact and effective use of a strip. We have made several landings including with taxiing-in on the platform that then to execute take-off with imitation of an engine failure. Brakes have proved to be from the best party, and here the reverse of the central engine has given very modest effect. During take-off with imitation of an engine failure Delyom cleans ORES of the right hand engine at running start. Small rudder pedal forces of the direction — that’s all that was required that take-off has taken place without any aberrations. Conclusions.

Dassault Falcon 900LX, certainly, wins in comparison with 900EX. All statements of Dassault concerning flight technical characteristics were confirmed in practice. Moreover, operators for certain would only win, decide producer to carry out additional tests for confirmation of VPH. WHAT WE PAY FOR The price of Dassault Falcon 900LX has increased in proportion to its opportunities. Now it reads off scale for 42 million dollars that honor on 4 million high price of his main competitor — G450. It turns out that it on any 350 thousand dollars falls short of G500, incomparable by the sizes of salon, speed and range. And between Dassault Falcon 900LX and Bombardier Global 5000 the difference in the price makes only 6%. Apparently from the comparative schedule, the price of the “packed” Dassault Falcon 900LX practically does not differ from the average price of his three competitors. But in several parameters it concedes to them: on sealing of a cabin, length of salon, useful loading, cruiser speed. Besides, this type has conceded the rank of the champion of short running start to the beginner of Global 5000.

However also the main advantage of Dassault Falcon 900LX is obvious: a huge separation by fuel efficiency. And it is a powerful trump in the modern world. Smaller fuel usage not only cuts down direct operational costs, but also develops into serious economy if to take into account the European quota system on emissions of greenhouse gases. Besides smaller operational weight will help to save on runway collecting at some airports. To Dassault Falcon 900LX advantages, certainly, it is necessary to refer its controllability, and also loyalty to the pilot and defects of piloting, especially at low and high speeds.

By many airplanes competing with Falcon it is pleasant to fly. But not all can be compared to the Falcon Jet airplanes. The Dassault Falcon 900LX systems are simple and intuitively clear that gives them special reliability and considerably simplifies search and fault recovery.

Dassault Falcon 900LX prices:

Dassault Falcon 900LX for sale – 42 000000 USD;

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Dassault Falcon 900LX for sale

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