Dassault Falcon 900EX charter

Falcon 900EX charter: a proven trijet for long trips

The Falcon 900EX is a three-engine heavy jet from Dassault Aviation that pairs a genuine stand-up cabin with the range to cross the Atlantic nonstop, and it remains one of the most widely chartered large-cabin jets in Europe and the Middle East. It is not the newest aircraft on the ramp. That is exactly why many travellers choose it: a well-kept Dassault Falcon 900EX gives you most of what a long flight needs for noticeably less per hour than the newest ultra-long-range jets.

The fact tiles above show our dataset's view of the aircraft: a published range of about 4,500 nautical miles, a cruise speed around 482 knots, a typical load of 10 to 12 passengers with a maximum of 12, a cabin of roughly 6.2 ft high, 7.7 ft wide and 33.2 ft long, and about 127 cubic feet of baggage space. These are published manufacturer or public figures, not independently verified: use them for planning, not as a certified specification for any one airframe. The route screen and the cost band follow the same rule.

We are a charter broker. We do not own or operate aircraft. When you ask for a Falcon 900EX, we approach licensed operators that fly the type, check the individual aircraft, and set out the real options side by side. You can read how we work on the JetPriceCheck homepage.

The Falcon 900 family: 900, 900EX, 900DX and 900LX

People searching for a "Falcon 900" often find four names that look almost the same. They are one family, refined over several decades, and knowing the differences helps you read a charter quote.

• Falcon 900 (original, and the later 900B and 900C): the first Falcon trijet with a wide, stand-up cabin, which first flew in the mid-1980s. Many are still flying.
• Falcon 900EX: the extended-range version introduced in the mid-1990s, with more powerful engines and more fuel. Later aircraft received Dassault's EASy flight deck and are often listed as "900EX EASy".
• Falcon 900DX: a shorter-range version of the EX, aimed at operators who rarely needed the full transatlantic reach.
• Falcon 900LX: the current production model, which adds winglets for better range and efficiency.

These dates and details come from the Dassault Falcon 900 Wikipedia entry and Dassault's own Falcon 900LX page. For a charter passenger, the cabin is broadly the same across the family. What changes is range, flight-deck equipment and, above all, the age and refit of the specific aircraft. A 900EX refurbished five years ago can feel newer inside than a later airframe that has not been touched.

Why three engines?

The Falcon 900EX has three Honeywell TFE731-series engines: two on the sides of the rear fuselage and one in the tail. Dassault has used the trijet layout on its large-cabin jets for decades, and still uses it on the long-range Falcon 8X. The company argues that it gives flexibility on long over-water and remote routes, strong airfield performance and a lighter structure.

What that means for you is mostly practical. You will not feel the third engine in the cabin. You may notice that the Falcon 900EX is comfortable using some shorter or more demanding airports that other heavy jets approach with caution, and that operators are happy to plan it on oceanic routes. Which airports a specific aircraft can use is still decided by the operator and by local rules, so we confirm each one before we offer it.

Inside the Falcon 900EX cabin

The Falcon 900EX cabin is a stand-up, flat-floor space long enough for three distinct areas. It is not as long as the newest large-cabin jets, and it is a little narrower than the widest of them, but it is a real room rather than a tube. Published figures put it at about 6.2 ft high and 7.7 ft wide.

Typical Falcon 900EX layouts

• Forward club: four seats facing each other, the natural place to work or eat.
• Mid-cabin: a four-seat dining or conference group, or a second club.
• Aft lounge: a three-seat divan that often converts to a bed, sometimes opposite single seats.

We have no published sleeping figure for the type: how many can lie flat depends on the divan and on which seats make up into berths on the specific aircraft. Most layouts suit a couple or a team taking turns on a red-eye. If everyone on board wants a flat bed, look at a longer aircraft.

Baggage

About 127 cubic feet of baggage space in the published figures is generous for the class, and much of it is accessible in flight on many aircraft. Skis, golf bags and large cases fit best when we know about them in advance, so tell us early.

What to check on the specific aircraft

Because the Falcon 900EX was built over many years and many have been refitted, interiors vary a lot. Before we present one, we check the layout and seat count, connectivity (and whether it works over the ocean), the lavatory arrangement, galley equipment and the date of the last interior refit.

Falcon 900EX range in practice

A published range figure assumes ideal conditions. Our screening model assumes about 85% of it is usable once you add passengers, baggage, winds and reserves, and adds about 5% to the great-circle distance for routing. For a 4,500 nm aircraft that gives a practical reach of roughly 3,825 nm, which covers any sector up to about 3,640 nm great circle. The method is explained in our private jet range guide.

On that screen, this page's fact pack lists 97 of our corridors as nonstop for the Falcon 900EX. These are screening estimates, not flight plans.

Transatlantic nonstop

This is where the Falcon 900EX earns its reputation. The screen shows it flying London to New York, Boston and Washington, D.C.; Paris, Geneva, Madrid and Nice to New York, all nonstop. At the published cruise speed, London to New York is roughly 7 h of block time before winds. Westbound in winter, strong headwinds can stretch that, and on a heavy load the operator may still plan a stop, so we ask for the operator's own flight plan before confirming.

Europe, the Gulf and Asia

London, Paris, Geneva, Milan, Madrid, Nice, Rome and Zurich to Dubai all screen as nonstop, as does Riyadh to London. Further east, Dubai to Singapore, Tokyo to Singapore and Dubai to Malé sit comfortably within range.

North America, ski and islands

Coast-to-coast flights such as New York to Los Angeles or Miami to Los Angeles are easy for the Falcon 900EX, as are ski trips like New York, Miami or Los Angeles to Aspen, subject to the airport's own rules, and island hops such as New York to Nassau or Miami to Cancún.

Marginal and fuel-stop routes

Four of our corridors are marginal on the screen: London to Miami, Hong Kong to Sydney, London to Aspen and New York to São Paulo. They fall between the practical and the published range, so a nonstop may work with a light load and friendly winds, but a stop is a real possibility. Three need a fuel stop: London to Los Angeles, Geneva to Aspen and New York to Dubai. For those, we would compare the Gulfstream G450 and the aircraft in the heavy jet category, or step up to an ultra-long-range jet.

Short sectors

On short hops such as London to Paris or Munich to Milan, the Falcon 900EX is capable but oversized. Unless it is already in position or the leg is part of a longer trip, a smaller jet is usually better value, and we will tell you so.

Falcon 900EX price: what charter costs

The cost section above shows the band our pricing model uses for heavy jets, built from published market rates: about USD 8,500 to 13,000 per flight hour. These are estimates, not quotes. The page also shows illustrative one-way estimates for the longest nonstops, such as Nice to New York at roughly USD 109,000 to 167,000 including a positioning allowance. Treat these as orders of magnitude.

A real Falcon 900EX price reflects:

• The aircraft itself: year, refit, connectivity and layout.
• Positioning: the flight to and from the aircraft's base, which on a one-way trip can be a large share of the total.
• Crew: overnight costs, and a relief pilot on some long legs.
• Airport, handling and navigation charges, which vary by country and airport.
• Catering, de-icing and waiting days, charged as they occur.

The drivers are explained in our private jet cost guide. For a real figure, ask JetPriceCheck for a Falcon 900EX quote and we will compare what licensed operators can offer on your dates.

Why a Falcon 900EX is often good value

Because the Falcon 900EX is out of production and has been in fleets for many years, it usually sits at the lower end of heavy-jet pricing for a cabin of its size. Many operators keep their aircraft in excellent condition and refit them regularly. The trade-off is that avionics, cabin systems and connectivity vary more than on a new aircraft, which is why we check them one by one.

One-way trips and empty legs

After a one-way trip, an aircraft often flies home empty, and those legs are sometimes sold at a lower price. For a Falcon 900EX, that can mean a transatlantic or Gulf sector at a fraction of the usual cost, provided your dates can follow the aircraft. See our empty-leg flights page.

Falcon 900EX versus other heavy jets

Aircraft	How it compares with a Falcon 900EX
Gulfstream G450	Two engines and a similar published range in our data; a close rival on transatlantic trips.
Bombardier Challenger 650	A wider but shorter cabin and a little less range in our data; strong on coast-to-coast and Europe-to-Gulf trips.
Embraer Legacy 650E	Three cabin zones and a much larger baggage hold in our data, with somewhat less range.
Dassault Falcon 8X	Dassault's long-range trijet, with a much longer cabin and far more range at a higher hourly cost.

Flexibility across the heavy jet category often turns up a better-positioned aircraft. Our aircraft guide compares every class, and the route directory shows which aircraft suit each corridor.

Who a Dassault Falcon 900EX charter suits

The Falcon 900EX is a strong fit for:

• Groups of six to twelve on flights of four to eight hours, who want a stand-up cabin, a proper lavatory and room to move.
• Transatlantic business trips where a team works on the way out and sleeps on the way home.
• Families going to the Gulf, the Mediterranean or the Caribbean with a lot of luggage.
• Itineraries that mix long legs with smaller airports, where the trijet's airfield performance helps.
• Travellers who want heavy-jet comfort without paying ultra-long-range rates.

It is less suited to very long sectors such as London to Los Angeles or New York to Dubai, where a stop becomes likely, and to short regional hops, where a light or midsize jet is better value.

How we source a Falcon 900EX

Before we present a Falcon 900EX, we check with the operator:

1. Operator and certificate, confirming the aircraft is operated commercially under a valid air operator certificate.
2. Variant and year: whether it is a 900EX, an EX EASy or a later model, and when it was built.
3. Interior and refit, including seat count, berth arrangement and finishes.
4. Connectivity on your route, especially over the ocean.
5. Range on your actual load, with the operator's own flight plan for marginal routes.
6. Airport approvals for any demanding destination on your itinerary.
7. Base and positioning, which often decide the price.

Frequently asked questions about the Falcon 900EX

How far can a Falcon 900EX fly?

Our data uses a published range of about 4,500 nm. On our practical screen, it flies 97 of the corridors we list nonstop, including London to New York and London to Dubai. London to Miami and Hong Kong to Sydney are marginal, and London to Los Angeles needs a stop.

How many passengers does a Falcon 900EX seat?

Typically 10 to 12 in our data, with a published maximum of 12. How many can sleep on a night flight depends on the layout of the specific aircraft.

What is the difference between the Falcon 900EX and the 900LX?

The 900LX is the later production model, with winglets that improve range and efficiency. Inside, the cabins are broadly similar; for charter, the age and refit of the specific aircraft usually matter more than the variant.

How much does it cost to charter a Falcon 900EX?

Our pricing model, which draws on published market rates, uses USD 8,500 to 13,000 per flight hour for heavy jets. That is an estimate, not a quote: real prices depend on the aircraft, the operator, positioning and the trip.

Is the Falcon 900EX still in production?

No. The 900EX has been succeeded by the 900LX, but many 900EX aircraft remain in service and in charter fleets.

Falcon 900EX or Gulfstream G450?

Both suit transatlantic trips for small to mid-sized groups. The G450 has two engines and a similar published range in our data; the Falcon 900EX is often chosen for its airfield performance and cabin layout. Availability and positioning on your date usually decide.

A Falcon 900EX charter is a practical way to cross an ocean in a real cabin without paying for the newest aircraft. Tell us your route, your group and your dates, and we will return with specific aircraft and firm operator quotes.