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Renowned for their aerodynamics and fighter-design heritage, Falcons are versatile aircraft much favoured by those who need mission flexibility in terms of short-field performance. Falcons are more popular outside of the USA, a testament perhaps to the aggressive sales tactics that appear to be a trait of the French aerospace and weapons industries.

The jury is still ’out’ as to whether or not the self-acclaimed safety margin of a third engine ( the Falcon hallmark ) truly affords any additional peace of mind. Falcon has added a twin ( and its derivatives ) to the line-up. The 2000 , DX, EX are all attractive jets jets but lack a truly long-range capability.

The 2000EX barely makes Gulfstream III range...albeit with far better fuel efficiency and state-of-the-art technology.
Falcon avoided the ’winglet club’ until recently. It’s wings and fuselage were deemed sufficiently efficient by themselves. However, the range shortfall on the new Falcon 7X when compared to the G550 / XRS left Falcon with no option but to join the club and claw back some of the range so as to remain at least in the ballpark when it comes to the ultra-long-range club.

The cabin of the Falcon 900EX is most pleasing and fall somewhere between the Gulfstream and the Challenger.....longer than the Challenger and wider than the Gulfstream.

The 7X, with customer deliveries just started, is the most technologically advanced of all the cabin-class business jets. it’s digital fly-by-wire and sidestick control system builds on the Airbus expertise with such control systems. it has an EASy flight deck avionics complement which again derives and benefits from its fighter design affiliation. The cabin is some six feet longer than the 900EX with the same cross-section but is still nine feet shorter than a Global Express and about the same shortfall compared to the Gulfstream G550.

The support ratings for the Falcon models falls somewhere between Gulfstream at the top and Bombardier hovering near the bottom.