falcon 900 runway excursion aspen

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Excursion Recovery Goes Wrong At Aspen

The owner of a Falcon 900 probably thought the worst thing that could happen on April 2 was a runway excursion at Aspen Pitkin Airport, but he or she would have been wrong. The bad day got worse when, in an attempt to clear the only runway, the nosegear was torn off the top-of-the-line business jet. Whoever was in charge of the recovery effort brought in a large snowplow to try to tow it out with a line attached to the nosegear. The airplane appears to have been mired in soft ground at the side of Runway 15/33. After a couple of attempts, the nosegear gave and the nose fell to the ground.

The plane was on a flight from Boca Raton and landed at Aspen in the middle of a busy Sunday afternoon. There were no injuries when it left the runway but the resulting closure of the runway affected numerous commercial and private flights with people trying to get home after their weekend mountain getaway. The big 12-seat tri-jet is owned by JDR Management, of Boca Raton.

31 COMMENTS

Stuff happens.

Stupid stuff!

I drove by that airport a few years ago on vacation. You won’t see a 152, 172, or 182. That’s the big boys playground. Bring your jet or go home.

Not too many 152/172’s at 7800 feet you say?

I wouldn’t necessarily call a Falcon a “big boy”.

LOL. Years ago our corporate flight department hangared our GIV with another company who operated a Falcon 900. The chief pilot of that company remarked to our chief pilot that he would rather have 3 engines(Garrett/Honeywell TFE-731) than 2 engines (GIV – Rolls Royce Tays) when crossing the pond. Our boss replied that he’d rather have 2 men working for him than 3 boys :))

My wife and I actually landed there in our 172 while taking a mountain flying course from the Colorado Pilots Association years ago. Quite an experience.

Have landed there several time in my 182. Yeah, you get some attitude, but it doesn’t bother me. It’s paid for!

Not so. My wife and I stopped there for lunch in our Cessna 182. …. it did look a little lonely though.

Must be a Navy guy driving that tractor, seen lots of F-18 slung off carriers by the nose wheel.

I can’t believe the FAA has no reg in place requiring Patroni to be employed on a 24/7 On Call basis.

I was thinking the same thing! Get him a box of cigars and he should be good to go.

More pointless pilot remarks.

Making this remark even more pointless.

Well the silver lining here is…………well there is none.

A&P job security

Idiocy wins again

Must be in the POH somewhere??

Look at the bright side – they could have tried a big Payloader with a large set of forks to lift it out of the muck & mire.

I wonder what they did next…?

A heavy duty dolly under the nose and then straps placed around the mains like should have been done to start with.

Ya just can’t fix stupid. Dumb to try to yank an airplane mired in the muck by the nose gear. At a minimum I’d have tow straps on the main gear too and dig any wheels out of the muck and have some ramps for the wheels to roll up on. Also put that cigar chomping guy in the cockpit with a little judicial thrust from the center engine.

What the heck was the PIC thinking? Towing w/ a NLG is one thing; pulling a stuck jet out of snow or mud with a plow is another. Maybe they just got out and told the ground handlers to, “Go get my jet?

I hear they used a couple of Harbor Freight car moving dollies. 🙂

Sadly not an uncommon event. Many otherwise repairable aircraft have been destroyed by the “recovery” process.

If my airplane ends up off the side of the runway, I am going to take a good look at the plan to recover it.

The recovery team is seeking to recover the runway more so than the plane.

While it may be tempting to use blunt and confrontational language to convey the importance of taking responsibility for one’s actions and avoiding incremental stupidity, it may ultimately be more effective to approach the issue with empathy and understanding. ‘

Was Gwyneth Paltrow driving the tractor?

Ouch… that not be cheap 🙁 Perhaps the parking brake was still set… in any case, involving the stronger mains in the tow would have been wise indeed.

She/he who ran it it off the runway and she/he who broke the nose will off will need some more training.

Towoutitis………..happens more than we know.

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Aspen Airport closes after jet slides off runway

News News | Apr 2, 2023

Around 1:50 p.m. Sunday a mid-sized business jet, a Falcon 900, went off the West side of the runway at the Aspen Airport.

Airport personnel are working through snow and mud to remove the aircraft.

Airport operations were likely be closed for the rest of the day, according to airport director Dan Bartholomew. No injuries or damage to the aircraft have been reported. 

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Weekend Jet Accidents in the USA

• Thread starter fholbert
• Start date Apr 2, 2023

Mod's - Please don't edit my posts!

• Apr 2, 2023

Meat Popsicle

CC on his high horse in 3.....2.....1....  

Well-Known Member

Wardogg said: CC on his high horse in 3.....2.....1.... Click to expand...

Allare airport (KBLM) is a "special" airport. Damn near 3rd world when it comes to field maintenance  

DropTank said: Allare airport (K BLM ) is a "special" airport. Click to expand...

Wait, a 750 landing at an airport without a Citation service center? Well…they’re gonna regret that. As one does.  

Skåning said: Click to expand...

I wonder if he'd put his family on a life flight.  

Boris Badenov

This is no laughing matter..

Aspen is a freaking menace. In any rational world, that's a VFR-only airport. The margins are just too thin in any real weather. I'll never have to go there again, and that's not soon enough.  

Boris Badenov said: Aspen is a freaking menace. In any rational world, that's a VFR-only airport. The margins are just too thin in any real weather. I'll never have to go there again, and that's not soon enough. Click to expand...

Roger Roger

Bottom of the list.

NovemberEcho

Dergs favorite member.

Roger Roger said: If I can go my whole career without touching Aspen or Teterboro I’ll consider myself a success Click to expand...

Apparently a "terse" writer

NovemberEcho said: Cmon now, you know you want to try TEB just once. I’ll go easy on you. Click to expand...

Cherokee_Cruiser

Cherokee_Cruiser said: Man that thing at first glance looked like a beached whale. Click to expand...

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Simple Flying

The private tri-jet: a guide to the dassault falcon 900.

One of the few remaining trijets and one of the world's oldest and most successful business jet platforms.

• Dassault's Falcon 900 has remained competitive with newer jets due to consistent design and development over its 40-year production run.
• The Falcon 900 was created to address the need for a larger modern aircraft, offering a spacious cabin and advanced engine technology to improve fuel efficiency.
• The latest variant, the Falcon 900LX, boasts advanced features like acoustic technology, high-speed internet, and a military-inspired flight deck.

The Falcon 900, commonly stylized as the F900, is a tri-engine, swept-wing, large corporate jet with a not-so-conventional tail and retractable landing gear. French manufacturer Dassault Aviation has been building the aircraft since 1984, just about 40 years ago.

This comprehensive guide will help you discover why the Falcon 900 has enjoyed such a long career and what makes it stand out.

Design and Development

Forty years in aviation is a long time, especially for business jets, which sell in low numbers and are generally only purchased by charter operators or high-net-worth individuals who always want the newest and shiniest jets on the market. So, what is it about Dassault's Falcon that has enabled the family of aircraft to compete for decades?

The aircraft's overall design has changed very little during its production run, which is surprising since a dated airframe can affect performance, range, and efficiency. It might be more surprising to learn that the F900 was developed from the Falcon 50, which debuted in 1976.

The Falcon 900 was developed to fulfill the need for a larger modern aircraft for the Dassault business lineup. The aircraft was 10 ft longer than its predecessor, wider, and had a taller cabin. The large cabin allows it to seat three more passengers, bringing the total to 14.

It retained the rear-fuselage mounted trijet configuration. One of the reasons was that three engines were required to allow the aircraft to travel over the ocean for an extended period. The F900 was designed and introduced before the advent of ETOPS.

The F900 was equipped with more powerful Garrett TFE731-5AR-1C turbofan jet engines. Each engine produced 4,500 lbf (20 kN). Composite materials were used to reduce the aircraft's overall weight to reduce fuel consumption.

Overall, the F900 was more capable than its predecessor, with an improved climb rate, higher cruise speed, and better range. All while carrying more passengers.

Current variant

The latest variant of the Falcon 900 line is the 900LX, which was announced at the 2008 European Business Aviation Convention and Exhibition (EBACE). This new model featured modified wings fitted with high-mach blended winglets designed by Aviation Partners Inc.

It also features what Dassault calls advanced acoustic technology, which makes the 900LX's cabin the quietest in the series. Dassault claims the cabin is near library-quiet levels. To keep passengers connected at altitude, the aircraft can be equipped with FalconConnect, which facilitates high-speed internet and voice calls.

Finally, the aircraft has an updated EASy flight deck and Dassault's Combined Vision System, the FalconEye, which takes cues from the company's military aircraft.

Top 5: The Fastest Large Private Jets In 2024

Upgrades and variants.

In its 40-year production run, Dassault has produced eight variants of the Falcon 900 (including the original) and sold over 500 aircraft.

Falcon 900 MSA

The aircraft was tailor-made for the Japanese Coast Guard. It's equipped with a search radar and a hatch for dropping supplies.

Falcon 900B

This was the second civilian variant of the F900. Few changes were made, but the engines were upgraded to the Garrett TFE 731-5BR-1C, producing 4,750 lbf (21 kN). It was released in 1991.

Falcon 900EX

Dassault's Falcon 900EX, or extended range, was introduced in 1996. It featured a higher range of 4,500 NM (8,334 km), new Garrett TFE731-60 engines producing 5,000 lbf (22 kN), and a new glass cockpit courtesy of Honeywell's Primus avionics suite.

Falcon 900C

The Falcon 900C was released at the turn of the new millennium. This variant was considered the "standard" version, replacing the 900B. It featured many of the same upgrades found on the 900EX but retained the same engines as the 900B, had less range, and was cheaper.

Falcon 900EX EASy

Dassault's Falcon 900EX EASy featured the new avionics suite, the Primus Epic EASy, built by Honeywell and Dassault. The aircraft enjoyed a production run from 2004 to 2009.

Falcon 900DX

The DX was introduced in 2009 and is the replacement for the 900C. It has less range than the 900EX EASy but features the same powerplants.

Falcon 900LX

The latest and greatest in the Falcon 900 line. It was announced in 2008.

Specifications

The Dassault Falcon 900LX is the latest and most capable Falcon available.

These are the specifications according to Dassault :

Rare Tri-Jet: 5 Fast Facts About The Dassault Falcon 900

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FLIGHT TEST: Dassault Falcon 900EX -Easy does it

2003-11-18T00:00:00+00:00

Dassault's EASy flightdeck, being introduced first on the Falcon 900EX, provides an intuitive interface with advanced flight management technology

Dassault's Falcon 900EX is perhaps the premier large business jet on the market. A derivative of the Falcon 900C, the 900EX added range and reliability to an already capable aircraft. This month Dassault will certificate its newest model, the 900EX EASy. While improved in several areas, the aircraft's major advance is the Enhanced Avionics System (EASy). Built on Honeywell Primus Epic integrated avionics, the EASy cockpit is Dassault's clean-sheet redefinition of the business jet flightdeck.

Over the past few decades cockpits have undergone major changes as new technologies have been incorporated. More-capable avionics can provide more data to pilots, but that alone does not guarantee increased safety. Accident rates for US-registered airliners and professionally piloted business jets have not declined appreciably; rather they have remained relatively constant. Dassault's analysis of this trend led it to conclude that, for business jets, pilot actions were a major factor in many accidents. Additionally, the manufacturer concluded that inadequate training and flightdeck deficiencies led to many of these human factors-related accidents.

In response, Dassault started a research and development programme in 1995 aimed at increasing flight safety by improving the flightdeck. The five main objectives of the programme were to improve pilot situational awareness; provide an intuitive man-machine interface; improve crew co-ordination; reduce pilot workload; and keep the crew in the loop. The result is the EASy flightdeck.

In 1999 Dassault chose Honeywell's Primus Epic avionics hardware as the basis for the EASy flightdeck. Once fully certificated the system will be the foundation for every cockpit in the entire line of Dassault business jets, including the long-range, high-speed Falcon 7X being developed.

Much as Airbus has done with its common cockpit scheme, Dassault will seek to leverage its investment in the EASy flightdeck. The company is pursuing a common type rating for the twin-engined 2000EX and three-engined 900EX EASy models. While the Falcon 7X will use the same flightdeck, its sidestick and fly-by-wire flight controls may make a common type rating unlikely, but flight departments will benefit from reduced cross-crew qualification requirements across the Falcon range.

Modular units

At the heart of the Epic hardware are two modular avionics units (MAUs). Each cabinet has two channels, for redundancy. MAU 1 is located under the cabin floor and MAU 2 in the nose cone. Each has 20 modular slots for avionics subsystems, including database, enhanced ground-proximity warning, central maintenance computer and advanced graphics modules.

Four large, 360mm (14.1in)-diagonal liquid-crystal displays (LCDs) dominate the instrument panel. They are arranged in a "T" configuration, one forward of each pilot and two down the centre. Each display is subdivided into asymmetric quadrants, or windows. The horizontal window division axis bisects each display, but the lateral division (between left and right windows) is offset. Windows are either two-thirds or one-third of the display width, unless a full-screen option is selected.

The larger windows are on the left of each display, with the exception of the co-pilot's, which mirrors the pilot's and has the larger windows to the right of the screen. Mechanically identical, the displays are classified by the information they present. Those in front of the pilots are primary display units (PDUs); the two centre displays are multifunction display units (MDUs).

Pilot interface with the EASy flightdeck is via overhead panel-mounted switches, glareshield and yoke-mounted controls, as well as unique pedestal-mounted devices. The small overhead panel is a monument to simplicity, featuring predominately flush pushbuttons. Aircraft system schematics and switches correspond directly to synoptic displays presented in the bottom third of the MDUs. A dark panel concept is used; all lights are off for normal operations. An amber light signifies an abnormal condition, while a blue light confirms a pilot request for an action - wing anti-ice "on", for example.

The glareshield-mounted flight guidance panel hosts autopilot, autothrottle and flight director controls. To the outside of the flight guidance panel are VHF control panels, allowing heads-up tuning of the primary communication radios.

The primary interface with the EASy flightdeck is via cursor control devices (CCD), one for each pilot, pedestal-mounted outboard of the throttles. This is essentially a trackball that moves a cursor - "virtual finger" in Dassault parlance - around the displays and their windows. Enter buttons either side of the ball allow for ambidextrous use. A rotary knob is used to enter numerical data into a window, such as a radio frequency, or to manipulate the window itself, such as changing range scale. The cursor can be moved from one screen to another using the trackball or a display switch on the CCD. To help the pilot keep track of the cursor it "blooms" when moving from window to window. The window where the cursor is resting is highlighted by a blue outline around its perimeter. Pilot and copilot each have a unique cursor symbol, but only one pilot can control a window at any time.

Just forward of each pilot's CCD is a multifunction keyboard (MKB). This has a 16-character scratch pad for the entry of alphanumeric data into the EASy system and looks similar to the data-entry pad portion of a flight management system (FMS) control display unit. The MKB is not just dedicated to the FMS, but interfaces with many areas of the flightdeck.

Shortcut keys

At the top of the MKB are eight "shortcut" keys. Six are dedicated to communication/navigation radio management, and two access FMS functions. The shortcut key for any function takes the cursor directly to the relevant data box on the correct display, without use of the CCD. Two dedicated electronic checklist controllers and a reversion controller panel round out the unique EASy flightdeck interface units on the pedestal.

Dassault's research into the challenges presented by complex avionics and flight management systems shaped the EASy flightdeck. Each pilot has a PDU for the display of what Dassault calls "tactical information" - that are needed to fly the aircraft. Each PDU has an attitude direction indicator (ADI) window with airspeed and altitude information presented in a tape format. Below the ADI is a horizontal situation indicator (HSI) window not unlike that found on other aircraft.

What is unique are the two windows that occupy the inboard third of the display. The upper window always shows primary engine instruments and a crew alerting system (CAS) display. The bottom window can show a number of formats: expanded engine-trim-brake, sensors, radios or traffic. Unlike in other glass-cockpit aircraft, pilots always have their own engine and CAS display. While this may seem a waste of valuable display real-estate, the large size of the LCDs renders any such discussion moot.

The two centre MDUs display long-term "strategic" information. They are the common workspace shared by both pilots and are designed to keep both crewmembers in the loop. The top MDU typically is dedicated to the interactive navigation (I-NAV) window. This is designed to enhance crew situational awareness by presenting information critical to the flight - navigation, traffic, weather and terrain - on a single screen. Data is overlaid on a scalable topographic-like map that can be scaled from 1nm to 1,500nm (1.8km to 2,800km) and oriented either north or heading up.

Vertically, the I-NAV window takes up the entire upper MDU. Laterally the map can fill the whole display, or be limited to the left two-thirds of the screen with the FMS waypoint list presented on the right third. Dassault plans to offer a vertical situation display that can be presented on the bottom fifth of the screen.

Flight International was invited to put cursor to screen and fly the Falcon 900EX Dassault is using to develop and certificate the EASy flightdeck from the company's Istres test facility in the south of France. Yves Kerherve, senior chief test pilot, accomplished the preflight as I made my way to the cockpit.

The auxiliary power unit was operating, and all systems powered up. Kerherve used current GPS position to initialise the IRUs. Once they were aligning he talked me through several of the FMS pages.

FMS pages correspond to phase of flight - pre-flight, departure, cruise, arrival and post-flight - and are selected using the cursor. An EASy-equipped aircraft can have either two or three FMSs, this aircraft had two, but there can only be one active flight plan. Key entries into the pre-flight page included flight plan route, cruise altitude and speed, aircraft operating weight and fuel onboard. Pressing the "compute" button with the cursor allowed the FMS to compute fuel remaining at destination.

Weather information

We entered runway, weather and aircraft configuration information into the departure page. Pushing the page's "compute" button allowed the FMS to determine take-off data, presenting V speeds on the take-off data tab of the departure page. If take-off is not possible due to runway length or gross weight, no V speeds will be displayed and an amber message stating the problem will appear. Once the pilots have reviewed the data, pushing the "send" button routes the information to the PDUs for display.

The electronic checklist (ECL) window on the lower MDU was used to complete before-start items. The ECL is easy to operate, via the CCD or its own controller. The current configuration does not sense aircraft or switch states, requiring manual checking of each item. Dassault plans to incorporate smart sensing for automatic checking of ECL items.

All three Honeywell TFE731-60s were fired up using the digital electronic engine control's (DEEC) auto-start feature. The before-taxi checklist was completed and a small advance of the throttles got the aircraft rolling. During the taxi to runway 15, Kerherve completed the before-take-off items on the ECL. As with the (non-EASy) 2000EX flown by Flight International earlier this year, the nosewheel steering (NWS) was responsive and the brakes easy to modulate. Before lining up on the runway I lowered the Flight Dynamics head-up display (HUD) combiner into view.

Lined up and cleared by the tower, throttles were advanced to the full forward position, where the DEEC set a maximum take-off thrust of 95.7% N1 (the centre engine was slightly lower). Acceleration was brisk and at 80kt (150km/h) indicated airspeed I released the NWS tiller and took the yoke. Shortly after a V1 of 111kt Kerherve called "rotate" at 122kt, also the V2 speed. The take-off attitude of around 16º was established by pulling the yoke aft until an inverted-T pitch reference displayed in the HUD was level with the horizon line. Control forces were light, and easily trimmed out as the aircraft was cleaned up and accelerated to the initial climb speed of 250kt.

Flight director (FD) guidance was displayed in the HUD and PDU as a small circle with wings. Where usually an aircraft symbol is used to track FD commands, the EASy uses a flight path marker (FPM), or velocity vector. On the PDU, the FPM is a circle of slightly larger diameter than the flight director, with stubby wings that just touch the inner edge of the FD wings. The HUD flight path marker is similar except that it has "gull" wings that sprout below the centre of the circle. In both displays the centre of the FPM circle is the actual flightpath of the aircraft. It was easy to track flight director commands whether by reference to the HUD or PDU.

After levelling off at 20,000ft (6,100m) I turned the flight director off for some steep turns. With the FD off a dot appeared in the centre of the FPM. Keeping the dot on the horizon kept the aircraft at the assigned altitude. I was able to execute 45º bank-angle turns easily and precisely solely by reference to the flight path marker. Air-speed control was aided by the acceleration "chevron" to the left of the FPM.

Another unique feature of the EASy is its thrust director (TD) system. This operates like a flight director, but with power settings. The TD is displayed as a "staple" to the left of the FPM, in line vertically with the acceleration chevron. While the chevron gives an absolute indication of what the aircraft is doing, the TD staple shows the pilot where to put the throttles to go where he wants to go. Regardless of angle of climb or descent, consistent with performance capabilities, simply placing the chevron inside the staple will guide the pilot to the desired speed along the commanded vertical profile.

While still at medium altitude in the working area over the Mediterranean, Kerherve suggested we investigate the high- and low-speed envelope protection schemes employed with the EASy flightdeck. One of the main objectives is to keep the pilots in the loop. In an overspeed or underspeed situation aircraft response is dependent on the level of automation selected. With both the autopilot and autothrottle engaged the aircraft will not exceed Vmo/Mmo nor slow below the amber slow speed value even if an excessively high or low speed is selected by the pilot.

With only the autopilot engaged I pushed the throttles forward to a maximum climb N1. As airspeed approached the VMO of 370kt, the autothrottle automatically engaged and retarded the throttles to prevent an overspeed. Should a thrust reduction alone not be enough to slow the aircraft, a climb will be commanded.

Next, I disengaged the autopilot and autothrottle and slowed the aircraft to 350kt. Again I pushed the throttles forward. This time, as Vmo was exceeded, EASy assumed I knew what I wanted to do as I was hand-flying the aircraft, and the autothrottle did not automatically engage. The flight director did command a climb, mirroring what the autopilot would do if thrust reduction alone would slow the aircraft sufficiently.

Slow-speed response

Response to a slow-speed condition essentially mirrors the high-speed case with an important exception. If the flight-director vertical mode is holding an altitude or tracking an approach glideslope and additional thrust alone will not accelerate the aircraft, the FD will not command a descent to prevent a stall. There are few instances where a pilot will want to intentionally exceed an aircraft's limitations, and Dassault has given a good deal of thought on how to protect the crew and passengers from an operational error while at the same time keeping the pilots in the loop and allowing them the latitude for exceedences if necessary.

After a few more hand-flown manoeuvres in the working area, Kerherve asked air traffic control for clearance to land. Having gained an appreciation for the 900EX's excellent flying qualities, I engaged the autopilot for our transit to Chambery and stowed the HUD.

En route to Chambery for an approach and landing, autopilot and autothrottle engaged and HUD stowed, I explored several of the I-Nav features with the display in North-up mode, which closely matched our heading. The planned route and waypoints were clearly depicted over the map underlay. Opposing traffic was also presented. There was no convective activity in the area, but weather radar information can also be presented in the I-Nav window.

Using the trackball, I moved my cursor over several nearby waypoints to simulate changes in routing. Each proposed new route was clearly shown, without having to "execute" a change, as some other systems demand. Additionally, I did several "direct to" routings as well as an "intercept course" to a waypoint. The CCD and I-Nav window are an ideal combination for managing the lateral flight path of the aircraft. While the same changes could be made using the waypoints window, I preferred the graphical nature of the I-Nav map for route planning.

Approaching Chambery I used the CCD data knob to change the I-Nav map to a larger, more useful scale. Using the FMS "arrival" page Kerherve inserted our planned approach, the instrument landing system to runway 18 and planned landing flaps setting. The FMS computed an approach speed of 124kt. Pushing the "send" button displayed the speed on the PDUs. We would circle to land on runway 36 once underneath the 2,500ft overcast.

Descent from cruise to 5,000ft was along a 3º path, the FMS default setting for climbs and descents. The autothrottle kept airspeed at 250kt. Once level at 5,000ft I dialled airspeed down to 180kt and called for "flaps 1". The I-Nav map was selected to a 5nm range and a heading-up orientation for situational awareness in the terminal area. Once established on the localiser, gear and flaps were lowered and the aircraft slowed to 124kt before glideslope intercept. Chambery's 4.46º glideslope angle is markedly steeper than the normal 3º, yet the autopilot and autothrottle kept the aircraft on course, on glidepath and on speed throughout the approach.

Final descent

During final descent the high terrain east and west of the approach corridor was evident on the I-Nav map. It is one thing to see high terrain depicted on an approach chart, quite another to see several peaks in excess of 5,000ft within 5nm of your descent path. Once underneath the overcast layer I clicked off the autopilot, but left the autothrottle engaged for the circling manoeuvre to align with runway 36. Kerherve monitored terrain clearance on the I-Nav map's enhanced ground proximity warning display. At 10ft radar altitude I clicked off the autothrottle and retarded the throttles to idle as I began the flare. Touchdown was on centreline and the airbrakes automatically deployed. Wheel brakes and the single centre-engine thrust reverser slowed the aircraft to taxi speed on the wet runway.

The EASy flightdeck had made flying a circling approach to an unfamiliar runway surrounded by high terrain easy. EASy has a "charts" window that can display Jeppesen approach and departure procedures as well airport diagrams and airways charts, but it was not used on this flight. Superimposing the approach chart on the I-Nav map is a readily attainable step that should reduce pilot workload and increase situational awareness as there would be only one window to reference, not two.

The return flight to Istres was a further opportunity for familiarisation with the EASy flightdeck. Approaching Istres I unstowed the HUD and turned off the autopilot in preparation for hand flying a simulated Category 3 approach, an approved manoeuvre in the 900EX EASy equipped with optional HUD. Kerherve entered approach and runway information as well as the decision height of 50ft into the FMS approach page. The aircraft was configured for landing, gear down and flaps 3, before glideslope intercept, and I left the autothrottle engaged so it would maintain the approach target speed of 121kt. I found the flight director guidance easy to follow in the HUD, never deviating more than an eighth of a dot in course or glidepath during the approach. The HUD FPM was centred on the runway's touchdown zone markers, but the aircraft itself was crabbed to compensate for a 10kt left crosswind. I took out the crab at decision height for a wing-low touchdown.

During my 2.5h flight I gained an appreciation for the improvements Dassault's graphical interface has made in the management of an FMS-equipped aircraft. The I-Nav map window provides a single display that presents critical information from multiple sources in a logical and easy to interpret format. The ability to change the flight plan by pointing and clicking on the I-Nav map greatly reduces the chances of flying the wrong way. The flightpath marker allowed the aircraft to be flown precisely, whether following the flight director or manoeuvring visually. In low visibility the optional HUD with its Cat 3 capability should get passengers to their destination, not an alternate.

The 900EX EASy is globe- spanning business jet with capable avionics controlled from a user-friendly flightdeck.

Source: Flight International

• Business Jets
• Ops & safety
• Systems & interiors

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Best Aspen Aircraft: Falcon 900EX

Challenging tomorrow.

A part of the immensely popular Falcon 900 series, this large-cabin trijet stands alone in its class for performance, comfort and efficiency. Since its inception, more than 500 Falcon 900 aircraft have been delivered, each generation refining and building on the strengths of the previous, establishing an industry benchmark for longevity, durability, reliability and long-term value retention While its ramp appeal is undeniable, the beauty of the 900EX’s trijet design enhances comfort and performance. In addition to allowing a large cabin within a compact fuselage, it lowers critical speeds for safer landings and superior short-field agility. The 900 EX cabin measures 6 feet tall which gives you freedom to roam the cabin. The expansive cabin also offers exceptional recline capabilities including sleeping for up to 6 and plenty of other amenities including room to eat, enjoy entertainment, or work in peace all at the same time.

Locally Based Aviation

This Falcon 900EX is ready to provide your Aspen Private Jet Charter and is based out of Aspen's Fairwind Air Charter. Fairwind Air Charter at OPF is prepared to handle dozens of private flights at a time and offers a variety of services to accomadate each of the many clients who fly through this airport. GiveJet and other aviation safety agencies have screened their security and safety processes and has found them to be superior to the average FBO. Flying with GiveJet ensures that every flight undergoes our safety matrix and protects you and your family/executive team from accidents or delays.

At a Glance

Total Baggage Capacity:

Cabin Height:

Runway Needed:

Max Altitude:

127 cu. ft.

6 ft. 2 in.

Full With Dining

Flight Times From Aspen

Philadelphia

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Word from our founder:

• "Chartering an aircraft is the most convenient way to travel. You do not deal with security, there is no waiting, and the service is unparalleled. GiveJet allows you to receive this caliber of service without bank-breaking commitments."

FLY BETTER, FLY GIVEJET

WE ARE IN THE BUSINESS OF EXCEEDING EXPECTATIONS.

About The Flight:

About the passengers:, about the flights:.

Our website https://www.dassaultfalcon.com/ and any other web pages associated with this domain name (hereinafter individually or collectively referred to as the "Website") and our partners use cookies in order to improve your browsing by securing your use of the Website, by optimizing its operation and by performing audience measurements. "Required only" cookies do not involve obtaining your consent. You can consult our detailed Cookies Policy which includes the list of data controllers.

Falcon 900LX

Range 4,750 nm 8,800 km

Up to 12-14 passengers

Max width: 92 in 2.34 m

Max height: 74 in 1.88 m

• You can scroll to the linked content section with this nav

Proven. Powerful. Popular.

The Falcon 900LX sets the standard in its class for reliability, versatility and fuel economy. Operators appreciate its ideal balance between performance and aircraft size. The latest in the 900 series, it features a refreshed, sleek, fashion-forward interior that is equal parts beauty, comfort and functionality. With more than 500 aircraft in operation, the 900 series is serious business.

Your choice of measurement units will change the display of the following performance characteristics.

Making business a pleasure

The Falcon 900LX features a refined cabin that answers the needs of any business traveler. Every detail has been considered to enhance comfort, convenience and connectivity. Advanced acoustic technology makes this the quietest cabin in the 900 series. With three separate lounge areas, passengers can work, relax over a fine meal, then retire to sleep.

Modern comfort for a modern world

Quality craftmanship, quiet comfort

The Falcon 900LX cabin is replete with delightful design elements. Furnishings are elegant and ergonomic. Cabin management is fingertip simple, with controls smartly positioned in armrests within easy reach. Closely spaced windows let in an abundance of natural light. Advanced acoustical insulation has reduced cabin noise levels to near library-quiet levels.

Connectivity for productivity

You’re never out of touch in the Falcon 900LX. Owners can opt for Dassault’s FalconConnect™ system for high-speed internet and voice calls. FalconConnect provides a single point of contact for hardware, network installation, troubleshooting and cost management, including ready access to data consumption information through the FalconConnect portal.

Lighting for every mood

An innovative mood lighting system allows passengers to create the perfect environment for work, rest or dining. The LED system produces high-quality white light and a selection of programmable settings for any desired ambiance. All 24 cabin windows are located within the passenger seating area for a bright daylight cabin that everyone can enjoy.

Equal parts style and space

Where dreamers can recharge

Leading edge, fighter spirit

Strong yet light, agile yet smooth, powerful yet efficient. Many of the 900LX’s attributes are from technology developed for Dassault’s military programs. Like any good fighter jet, its design assures pilots precise and responsive aerodynamic feedback and large safety margins. And like all Falcons, the 900LX is compatible with Sustainable Aviation Fuel (SAF).

Advanced avionics for easy flying

The Falcon 9000LX has the most intuitive man-machine interface in business aviation. The EASy flight deck is a smart, integrated, feature-packed avionics system designed for teamwork. It’s the benchmark for situational awareness and better flight planning. Flight controls are ultra-smooth and responsive for easy hand-flying, passenger safety and comfort.

The all-seeing falconeye

The 900LX flight deck can be configured with Dassault’s award-winning Combined Vision System, FalconEye®, which provides flight crews unprecedented situational awareness in all weather conditions, day or night. It adds a significant margin of safety for all airport operations, especially at airfields with difficult terrain. FalconEye provides guidance on approaches down to 100 feet before the runway is sighted.

A wing that goes even further

While efficient at high speeds, the 900LX wing is equally adept at low speeds, which accounts for its impressive short-field performance and safer approaches. The leading-edge slats and double-slotted flaps of the sophisticated wing give the 900LX greater airport access than its competitors and more choices for the owner. Winglets further reduce drag to boost efficiency.

The power of efficiency

The Falcon 900LX is powered by three Honeywell TFE731-60 engines. Reliable and time-tested, these engines deliver more power with lower fuel consumption and require less maintenance.

Powerful and proven

Each of the engines that power the 900LX produces 5,000 pounds (22.25 kN) of thrust at sea level up to ISA +17°C and provides unbeatable efficiency in this power range, along with a reputation for low fuel consumption and quiet operation. With more than 11,000 engines entered into service and 100 million hours of operation logged, the reliability and fuel-efficient performance of the TFE731 series are well proven.

Each of the engines that power the 900LX produces 5,000 pounds (22.25 kN) of thrust at sea level up to ISA+17°C and provides unbeatable efficiency in its range, lower fuel consumption and quiet operation. With more than 11,000 engines in service and 100 million hours of operation logged, the reliability and efficient performance of the TFE731 series are well-proven.

Performance

Discover where the falcon 900lx can take you.

The 900LX has a maximum range of 4,750 nm (8,800 km) and a Maximum Mach Operating speed (MMO) of Mach .84. At Mach .80, it can take you from Geneva to Chicago, Mumbai to London City or Hong Kong to Sydney, nonstop, consuming far less fuel than its competitors. In addition to airfield agility, the three-engine 900LX allows more direct, over-water routing, an advantage that saves time and fuel while enhancing safety.

Your choice in the departure list will change how the aircraft range is displayed on the map.

Performance and flexibility

The 900LX’s high maximum landing weight to maximum takeoff weight ratio allows short hops followed by transoceanic leaps without refueling. For example, fly from Washington, D.C. to Geneva, with a quick stop in New York. Or fly six passengers from Paris to London, then on to New York, with fuel to spare. You save time and money, avoiding the need to buy more costly fuel away from home.

The world is your headquarters

With High-Mach blended winglets extending its range to 4,750 nm (8,800 km), the 900LX crosses any ocean or continent, and sometimes both, traveling routes like London to Seattle with nonstop ease. It will fly you from Chicago to Geneva or just about anywhere on nearly one-third less fuel than its nearest competitor.

Challenging fields and conditions

Fueled for a 3,000 nm (5,556 km) trip, the Falcon 900LX can depart runways of less than 4,000 feet (1,219 m) at sea level and less than 5,000 feet (1,524 m) in Denver-like settings a mile above sea level. It also gives you access to challenging airports, such as London City, Aspen, St. Moritz, Gstaad and Toluca. Hot or high, or both, the 900LX delivers ample range.

Specifications

Every inch a legend.

Trijet design largely accounts for the distinctive ramp appeal of the Falcon 900LX. But the beauty of this proven performer runs through every aspect of its rugged airframe, advanced aerodynamics, cutting-edge avionics and time-tested systems, updated for today’s environment.

Always at the ready

The Falcon 900LX comes with a worldwide support network, including FalconResponse™, a suite of Aircraft On Ground (AOG) services committed to quickly returning a grounded Falcon back into operation. Dedicated FalconResponse aircraft can also provide alternative passenger lift if necessary—an industry first. Another exclusive service, FalconCare, is the industry’s most complete OEM maintenance program, helping operators maintain stable, predictable costs.

Request more information

For more information about the Falcon 900LX, select the appropriate contact by clicking below.

Chad Winings

Regional Sales Director

Dassault Falcon Jet

597 Industrial Drive

Carmel, 46032

United States

Mobile Phone : +1 317 800 1263

Byron Severson

8611 Lemmon Ave. Suite D208

Dallas, TX 75209

Work Phone : +1 817 709 8880

Dwight Reimer

925 Ocean Drive

Oxnard, CA 93035

Work Phone : +1 818 292 4204

Mark Greenwood

200 Riser Road

Little Ferry, NJ 07643

Work Phone : +1 201 541 4520

Robert Friedlander

Work Phone : +1 940 368 2733

Patrick Dieker

Work Phone : +1 201 406 5321

David Bailey

12155 Golden Bluff Ct.

Indianapolis, IN 46236

Work Phone : +1 512 317 1840

Beatrice Ashe

2350 Cipriano Lane

Carlsbad, CA 92008

Work Phone : +1 201 290 4487

Rhett Reavis

Work Phone : +1 201 541 4570

Contact Form – Aircraft Sales

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Dassault Falcon 900 EX

Dassault Falcon 900 EX with panel. High quality.

CREDITS AND LEGAL STUFF:

This ZIP file contains all of the necessary files for the FALCON 900EX aircraft for use with Microsoft Flight Simulator v 7.0 (FS98).

This aircraft created using B.A.O.'S Flight Simulator Flight Shop v. 5.1/6.0

This aircraft was designed & constructed by Christian Schweikl(Graphic-Art).

My Special thanks to:

Lars Kornstaedt for his FLIGHTSHOP DESIGN TIPS & TRICKS.

Other airline organizations are certainly welcome to use the aircraft as part of their livery. Drop me a note.

This file may be freely distributed so long as no charge is made for it unless approved in writing by the author.

This file is copyrighted and may not be sold or used for monetary gain in any way. In addition, it may not be altered in any way without express written permission of the author.

FS98 FLIGHT INSTRUCTIONS:

• Extract the archived package using PKUNZIP to your FS98\Aircraft folder.
• After starting FS98, call up your Aircraft Library Mode window.
• Select the file entitled FALCON 900EX If you don't see this file listed in the first group of five aircraft, simply scroll through the list to see it.
• This aircraft is intended for the enjoyment of flight simmers everywhere, and is not to be sold or any fee charged for it's use without my permission.

As always, I appreciate "constructive" comments and suggestions.

FALCON 900 EX: The longest-ranging, most capable Falcon ever.

It does so many tasks so well! With eight passengers aboard (and a normal crew of three) the Falcon 900EX can...

• Dash nonstop from London to Washington at .84 Mach
• Span the Pacific nonstop, from Tokyo to Santa Barbara
• Depart Aspen on a hot (ISA +15C) day and fly nonstop to
• Dublin, Lima or Honolulu
• Shuttle from New York to Washington to Atlanta to Seattle
• without refueling.
• Meet airline safety standards for direct overwater flights
• (because it has three engines)
• Climb direct to 39,000 feet in 24 minutes
• Cruise as high as 51,000 ft

As a trijet, the 900EX can Aspen's notorious 7003 ft In the Falcon 900EX, you can fly direct great-circle runway at 7815 ft msl can fly from London to routes without deviating for tax the performance of Washington at .84 Mach in ETOPS compliance. It can fly lesser jets on warm summer eight hours flat. London is Tokyo to Santa Barbara at days. But the Falcon 900EX critical because of the NAT long-range cruise, or Tokyo retains excellent range gateway at 10ºW. (Boeing 85%to San Francisco at .80 capability. winds, 8 pax, NBAA IFR, ISA.) Mach. Cruise Speed: Long Range, Air distance: 4495 nm (85% winds), Flight Time: 10hr 35 min.

The passenger cabin measures a generous 6 ft 2 in. high, 7 ft 8 in. wide and 39 feet long (from cockpit divider to aft pressure bulkhead). Of that length, fully 25 ft is devoted to passenger seating and work areas. Seating for 12 is standard, but the Falcon 900EX can carry up to 19.

PRELIMINARY SPECIFICATIONS PERFORMANCE

• ​ Max Cruise Speed: (0.87-0.84 Mach ) 370-350 kt
• Certified Ceiling : 51.000 ft
• Full Flaps Stall: 105 KIAS
• Zero Flaps Stall: 115 KIAS
• Max Range 8 passengers and 3 crew members: 4500 NM/ 8335 km
• FUEL CAPACITY: 3156 gal / 9446 kg
• Max Takeoff Weight: 48.300 lb / 21.900 kg
• Max Landing Weight: 42.000 lb / 19.050 kg
• Max Zero-Fuel Weight: 30.865 lb / 14.000 kg
• Equipped Empty Weight: 23.875 lb / 10.830 kg
• Runway length for Take-Off: 5035 ft 1534 m
• Runway length for Landing: 2385 ft 726 m
• ENGINES: Three AlliedSignal TFE 731-60 turbofans each rated at 5000 lb thrust (SL ISA +17 C)

DIMENSIONS (External)

• Wingspan: 63.5 ft 19.33 m
• Max airplane length: 66.4 ft 20.21 m
• Max tail height: 24.9 ft 7.55 m

DIMENSIONS (Internal)

• CABIN Height: 6.2 ft 1.88 m
• Cabin Width 7.8 ft 2.34 m
• Passenger Cabin Length 33.2 ft 10.11 m

Baggage Volume: 127 square ft 3.6 qm

AVIONICS: Honeywell Primus 2000 system and optional Flight Dynamics Head-Up Guidance System Certification May ¥96(JAA) July¥96(FAA)

DELIVERIES: First customer aircraft entered service Nov.1,1996.

(c) 1997 Christian Schweikl ALL RIGHTS RESERVED

If you have comments or suggestions, feel free to contact me at:

Internet Mail: [email protected]

Christian Schweikl

View important Copyright © information related to freeware files here .

The archive falc900ex.zip has 22 files and directories contained within it. View them

File Contents

This list displays the first 500 files in the package. If the package has more, you will need to download it to view them.

Installation Instructions

Most of the freeware add-on aircraft and scenery packages in our file library come with easy installation instructions which you can read above in the file description. For further installation help, please see our Flight School for our full range of tutorials or view the README file contained within the download. If in doubt, you may also ask a question or view existing answers in our dedicated Q&A forum .

• FS98 - IAI GALAXY Super-midjet - v1.0
• Fs98 Qantas Airlines Intl. Boeing 747-400

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The content of the comments below are entirely the opinions of the individual posting the comment and do not always reflect the views of Fly Away Simulation. We moderate all comments manually before they are approved.

I can see it in FSX, but it says unspecified and there is no plane when i hit fly now. Can someone please help me? Ive been looking for an fsx falcon 900 for 4 months now.

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