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DASSAULT Falcon 50
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FA50 / Revision as of 16:08, 8 September 2010 by Timo.Kouwenhoven
DASSAULT Falcon 50
Long range, mid-size corporate jet. In service since 1979 (50EX since 1997). Tri jet long range upgrade of twin jet Falcon/Mystère 20/200. Improved turbofan engined development Falcon 50EX (first flight 10. Apr. 1996). Also used by military and government as VIP transport aircraft.
|Wing span||18.9 m62.008 ft <br />|
|Length||18.4 m60.367 ft <br />|
|Height||7 m22.966 ft <br />|
|Powerplant||3 x 16.8 kN Garrett TFE731-3 turbofans.
EX: 3 x 16,5 kN Garrett TFE731-40 turbofans.
|Engine model||Garrett TFE731|
(to 5000 ft)
|MACH Climb||Cruise||Initial Descent
|V2 (IAS)||kts||IAS||kts||IAS||kts||IAS||kts||MACH||TAS||459 kts||MACH||IAS||kts||IAS||kts||Vapp (IAS)||kts|
|Distance||1400 m||ROC||ft/min||ROC||ft/min||ROC||ft/min||ROC||ft/min||MACH||0.80||ROD||ft/min||ROD||ft/min||MCS||kts||Distance||700 m|
|MTOW||1760017,600 kg <br />17.6 tonnes <br /> kg||Ceiling||FL490||ROD||ft/min||APC||C|
|WTC||M||Range||30803,080 nm <br />5,704,160 m <br />5,704.16 km <br />18,714,435.709 ft <br /> NM|
Accidents & Serious Incidents involving FA50
- FA50 / Vehicle, Moscow Vnukovo Russia, 2014 (On 20 October 2014 a Dassault Falcon 50 taking off at night from Moscow Vnukovo collided with a snow plough which had entered the same runway without clearance shortly after rotation. Control was lost and all occupants died when it was destroyed by impact forces and post crash fire. The uninjured snow plough driver was subsequently discovered to be under the influence of alcohol. The Investigation found that the A-SMGCS effective for over a year prior to the collision had not been properly configured nor had controllers been adequately trained on its use, especially its conflict alerting functions.)
- FA50, vicinity London City UK, 2010 (On 21 January 2010, a Mystere Falcon 50 being operated by TAG Aviation on a positioning flight from Biggin Hill to London City in day VMC began a descent at a high rate below its cleared altitude of 2000 ft amsl because the aircraft commander believed, on the basis of external visual cues, that the aircraft was on a final approach track for Runway 27 at destination when in fact it was downwind for Runway 09. After an alert from ATC as the aircraft passed 900 ft agl at a rate of descent of approximately 2200 fpm, recovery to a normal landing on Runway 09 was achieved.)