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How to Buy a Dassault Falcon 2000 / 2000EX / LX / LXS: Buyer's Guide
A twinjet with a large, wide cabin and good short-field manners. Prices range from early 2000s near midsize money to late EASy airplanes costing several times more.
Updated October 2026 · Market data from 79 live fyiAero listings, the FAA registry and NTSB records
Overview
The Dassault Falcon 2000 family is a twin-engine, large-cabin business jet derived from the trijet Falcon 900. It keeps much of the 900's cabin cross-section and wing heritage while dropping the third engine. The result is a cabin that feels much bigger than super-midsize competitors, with intercontinental range in later versions and the field performance Falcons are known for. The FAA registry shows 488 of them on the U.S. register, so parts, shops and experienced crews are not hard to find.
The family has two distinct halves. The original Falcon 2000 runs CFE738 engines and a Collins Pro Line 4 cockpit. The later 2000EX, EASy, DX, LX, S and LXS models moved to Pratt & Whitney Canada PW308C engines, added range, and from the mid-2000s on used Dassault's EASy flight deck based on Honeywell Primus Epic. That split shows up clearly in asking prices.
Right now fyiAero listings show 79 aircraft for sale. Asking prices run from $2,490,000 to $16,495,000, with a median of $5,850,000 and a median airframe time of 7,311 hours. The original Falcon 2000 dominates the market with 44 listings, followed by the 2000LX with 15. The various 2000EX versions together account for 15, and the 2000S and 2000LXS make up the remainder.
Who it's for. This airplane suits an operator who regularly carries 8 to 10 passengers on trips of several hours and wants a cabin people can stand up and move around in. That includes transcontinental flights, and on the EX and later models, many transatlantic legs with a fuel stop or none at all. It is a two-pilot airplane requiring a type rating, so it is not a step-up for an owner-pilot coming out of a light jet. Expect to employ or contract two qualified crew. Underwriters will want both pilots typed, with simulator-based initial and recurrent training and meaningful turbine and large-jet time. A low-time captain or an owner flying right seat will raise premiums or narrow your carrier options. Corporate flight departments, charter operators and high-net-worth owners with a professional crew are the core buyers.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Falcon 2000 | 1995-2006 | This is the original model, with CFE738 engines and a Collins Pro Line 4 cockpit. It offers the big Falcon cabin at the lowest entry price, which is why it makes up the bulk of current listings. Range is shorter than later models, and the aging avionics and engine program status drive most of the price spread. |
| Falcon 2000EX | 2003-2004 | The EX switched to PW308C engines with more fuel and substantially more range, but it kept a Pro Line 4-style cockpit. It is a short production run that buyers sometimes overlook. It can be good value if the avionics have been modernized. |
| Falcon 2000EX EASy / 2000DX | 2004-2008 | These models introduced the EASy flight deck with large displays, cursor control and integrated flight management. That change is what lifts asking prices well above the original 2000. The DX was a shorter-range, lighter-fuel version of the same airplane. |
| Falcon 2000LX / 2000EX EASy II | 2008-2013 | Factory blended winglets add range and improve climb. EASy II avionics brought features such as synthetic vision, WAAS/LPV, ADS-B and datalink capability. These are the most sought-after pre-owned airframes short of the newest models and carry a clear premium. |
| Falcon 2000S / 2000LXS | 2013-2023 | The final evolution added inboard slats for better field performance, improved approach capability and updated interiors. The S is the slightly shorter-range entry model, and the LXS is the long-range flagship. Few are on the market, and they sit at the top of the price range. |
What a Dassault Falcon 2000 / 2000EX / LX / LXS costs to buy
27 priced listings on fyiAero right now ask between $2,490,000 and $16,495,000, with a median of $5,850,000 and a median of 7,311 hours total time. Against fyiEstimate, 13 are priced below estimate, 3 within range and 11 above.
- Know which half of the market you are shopping. In fyiAero listings, 1995-2002 aircraft average roughly $2.5 million to $5.85 million. The 2004-2008 EASy-era airplanes jump to about $10.2 million to $10.7 million, and the 2009-2013 examples run about $13 million to $16.5 million.
- Do not price by year alone. A 1995 average of $5,600,000 across three listings is higher than several later years, which shows that engine program coverage, avionics upgrades and recent heavy checks can outweigh age.
- High-time airplanes are the norm, not the exception. Fourteen listings with more than 5,000 airframe hours have a median asking price of $5,422,500, and the median across all listings is 7,311 hours. Focus on maintenance status rather than chasing low time.
- Engine program enrollment is a major value driver. An airplane without hourly engine coverage, or with large buy-in balances owed, should be discounted by roughly the cost of bringing it current. Get that number in writing from the program provider.
- Ask where the airplane is in its heavy inspection cycle. A Falcon fresh out of a major calendar inspection is worth materially more than one just coming due. That inspection can cost as much as a meaningful fraction of an early airframe's price.
- Sample sizes per year are small, often one to five aircraft, so treat yearly averages as a guide. Get a broker's comparable sales report before making an offer.
Average asking price by model year
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Engine program status and records. Verify enrollment, coverage level and transferability of the CFE738 or PW308C hourly programs. Check for any unpaid buy-in balance, and pull trend-monitoring data and borescope history. Uncovered engine events on these engines are seven-figure exposures.
- Major calendar inspection history and corrosion findings. Review the last heavy checks for corrosion findings, structural repairs and deferred items. Know exactly when the next major inspection falls, because it heavily affects value and near-term cash outlay.
- APU condition and program coverage. APU overhauls are expensive. Confirm hours, program enrollment and any recurring fault history in the logs.
- Landing gear overhaul and brake condition. Gear overhauls are calendar- and cycle-driven, and an upcoming overhaul is a significant cost. Inspect brakes, wheels, actuators and steering for wear and leaks.
- Thrust reversers. Check reverser operation, actuators and the doors or cascades for wear and repeat squawks. Reverser problems are a common source of downtime.
- Fuel system and wing tanks. Look for fuel leaks, sealant deterioration and a history of repeat tank entries. Leak repairs mean significant downtime and labor.
- Pressurization, bleed air and environmental systems. Test pressurization schedules and check for bleed leaks and air cycle machine issues. Cabin comfort complaints at altitude often trace to these systems.
- Avionics compliance and capability. Confirm ADS-B Out, WAAS/LPV, FANS and CPDLC status, RVSM approval and navigation database support. For Pro Line 4 aircraft, budget for obsolescence. For EASy aircraft, check the installed software level.
- Airworthiness directives, service bulletins and damage history. Have the inspecting shop research every applicable AD and SB for your serial number and verify compliance. Also review logbooks for any incident or damage repairs and how they were approved.
- Cabin systems and interior. Inspect connectivity, cabin management, galley and lavatory systems and interior wear. A dated or failing cabin can easily run into six or seven figures to refurbish.
Popular upgrades
- Blended winglets (aftermarket on 2000 and 2000EX). Winglets improve range, climb and fuel burn, and buyers pay a noticeable premium for airplanes that have them.
- Pro Line 4 avionics modernization. Upgrades that add WAAS/LPV, FANS, CPDLC and current-standard ADS-B keep early aircraft flying unrestricted routes. Unmodernized aircraft are harder to sell and fly fewer routes.
- EASy software and hardware upgrades. Bringing early EASy aircraft up to later capability, such as synthetic vision, SBAS approaches and datalink, narrows the value gap with LX-era airplanes.
- High-speed cabin connectivity. Modern broadband systems are close to a requirement for corporate and charter buyers. Aircraft without them often take a discount roughly equal to the install cost.
- Interior and paint refurbishment. A fresh interior and paint help an airplane sell faster but rarely return their full cost. Value them below invoice when comparing airplanes.
- Engine and APU program enrollment. This is not a physical mod, but enrolling an airplane in hourly programs is one of the most value-positive things a seller can do.
Ownership costs
Plan on large-cabin jet money. fyiAero's operating cost estimate puts variable costs at about $2,692 per flight hour. That includes fuel, engine and APU reserves and routine maintenance. The estimate puts a full annual budget at about $1,168,267 for 230 hours, once crew salaries, training, hangar, insurance, management and scheduled inspections are included. With a 479-knot cruise and 3,000 nm of range, that works out to roughly $5.62 per nautical mile. Earlier Falcon 2000s carry lower capital cost but similar fixed costs, so the cheap acquisition price of an older airplane does not translate into cheap operation. Heavy inspections, gear overhauls and uncovered engine events are the big swing items. Budget reserves or program coverage for them rather than hoping they arrive late.
Safety record
NTSB records show 2 accidents involving the Falcon 2000 family in the last 10 years, 1 of them fatal and 1 aircraft destroyed. Against the 488 U.S.-registered airplanes in the FAA registry, that is about 4.1 accidents and 2.0 fatal accidents per 1,000 aircraft over the decade. With numbers this small, a single event moves the rate a lot, so the takeaway is that the type has a solid record in professional hands. The realistic risk areas are those common to large two-crew jets: runway excursions on short or contaminated runways, unstable approaches, icing operations, and crew coordination breakdowns. Insist on simulator-based initial and recurrent training at a recognized provider, standard operating procedures that are actually followed, and a crew experienced in the type.
Alternatives to consider
- Bombardier Challenger 604 / 605. The Challenger has a wider cabin and comparable range, but it is heavier and generally burns more fuel. It also has less of the Falcon's short-field and handling reputation.
- Bombardier Challenger 300 / 350. This super-midsize jet has a popular, efficient cabin and strong residual values, but the cabin is narrower and range is shorter than an EX or LX Falcon.
- Gulfstream G280 / G200. The G280 offers strong range and modern avionics. The G200 is a cheaper large-cabin option, but neither matches the Falcon 2000's cabin cross-section or field performance.
- Embraer Legacy 600 / 650. The Legacy has a long cabin with lots of baggage space and attractive pricing, but it is a heavier, airliner-derived design with higher operating costs and weaker resale.
- Dassault Falcon 900 series. The tri-jet sibling offers more range and redundancy for oceanic and remote operations, at the cost of a third engine's maintenance and fuel burn.
Frequently asked questions
How much does a used Falcon 2000 cost?
fyiAero listings currently show asking prices from $2,490,000 to $16,495,000, with a median of $5,850,000. Early original Falcon 2000s sit at the bottom of that range, and LX and newer EASy-equipped airplanes sit at the top.
What does it cost to operate a Falcon 2000 per year?
fyiAero's operating cost estimate puts the annual budget at about $1,168,267 for 230 flight hours, with variable costs of about $2,692 per hour. Actual costs depend heavily on engine program coverage, crew arrangements and where the airplane is in its inspection cycle.
What is the difference between the Falcon 2000 and the 2000EX?
The original Falcon 2000 uses CFE738 engines and a Collins Pro Line 4 cockpit. The 2000EX moved to PW308C engines with more fuel and range, and later EX models added the EASy flight deck. That combination is the main reason EX-family airplanes ask substantially more.
How many Falcon 2000s are there in the U.S.?
The FAA registry lists 488 U.S.-registered aircraft in the Falcon 2000 family. fyiAero currently shows 79 of them for sale, most of them original Falcon 2000s.
Is a high-time Falcon 2000 a bad buy?
Not necessarily. The median airframe time in fyiAero listings is 7,311 hours, and airplanes over 5,000 hours have a median asking price of $5,422,500. Engine program coverage, heavy-check status and avionics capability matter more than total time.
How safe is the Falcon 2000?
NTSB records show 2 accidents, 1 of them fatal, in the last 10 years. That is about 4.1 accidents per 1,000 U.S.-registered aircraft over the decade. Flown by a trained two-pilot crew, it has a solid safety record.
Dassault Falcon 2000 / 2000EX / LX / LXS for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
