Dassault Falcon 900 Private Jet Charter

To buy, it depends on the version. Asking prices in October 2026 ran from about $3.7 to $6.9 million for a 900B, about $9 to $19 million for a 900EX (from $13.5 million with the EASy cockpit) and about $19 to $40 million for a 900LX. The last new 900LX cost about $45.5 million equipped (B&CA, 2025). Most of our clients charter instead, which is priced per trip; see the next question.

On our route pages a heavy jet such as the Falcon 900 is from about $68,000 one way for New York to Paris, $75,000 for London to New York, $65,000 for London to Dubai and €22,000 for London to Geneva, for the whole aircraft. A refurbished 900LX quotes above a 900B with its original cabin, and positioning, crew overnights and handling move the figure. We reply with written quotes naming each aircraft. Bank transfer in any major currency; crypto also accepted.

Its maximum operating speed is Mach 0.87 on every version from the 900B to the 900LX. Dassault gives a typical cruise of Mach 0.80 for the 900LX, and B&CA a high-speed cruise of 474 kn, about 545 mph, at 39,000 ft. New York to Paris takes about seven hours.

The 900B, built from 1991 to 1999, has TFE731-5BR engines and about 4,000 nm of range. The 900EX of 1996 brought more powerful TFE731-60 engines and 4,500 nm, and from 2003 the EASy flight deck. The 900LX of 2010 added blended winglets by Aviation Partners, which Dassault says cut drag by up to 7% and add about 250 nm, with EASy II and a quieter cabin. The cabin is the same size in all three, so for most trips a well-kept 900EX does the same job as an LX, often for less.

Ten to twelve in most charter layouts, across three lounges; Dassault quotes room for up to 14 in the 900LX. For a night flight, six to eight is the comfortable number, with flat beds for about three. We send the floor plan of the specific aircraft with each quote.

It depends on the version. Dassault publishes 4,750 nm for the 900LX with six passengers, two crew and NBAA IFR reserves; the 900EX flies about 250 nm less and the older 900B about 4,000 nm. In practice a 900LX covers New York to Paris, London to Dubai and Nice to New York without a stop, while London to Los Angeles needs one.

Yes. The 900 was Dassault's first long-range trijet, developed from the Falcon 50, and the 7X and 8X kept the layout. Dassault argues that three engines help on short and high runways and allow more direct routes over water. The 900 is the smaller of the three: a 33 ft cabin against the 7X's 39 ft, and 4,750 nm against 5,950 nm.

Yes, on the main North Atlantic routes. New York to London or Paris takes about seven hours, and London to New York about seven and a half against the headwind. An older 900B with every seat taken may plan a fuel stop on a winter westbound crossing; we check the numbers on the specific aircraft before confirming.

Dassault names London City and Lugano among the steep-approach airports the 900LX serves. London City's runway is short, so departures from there carry less fuel and the longest flights leave from Farnborough or Luton instead; arrivals are not affected. We confirm the approval on the specific aircraft and operator.

Not in practice. Trade reports in 2026 say no new 900LX has been delivered since mid-2025, and Dassault's fleet overview no longer shows it. More than 500 Falcon 900s of all versions were built from 1986, so the charter fleet is large and mixed: late-1980s 900s and 900Bs, 900EXs from 1996 and 900LXs from 2010. We name the year and last refurbishment of every aircraft we propose.