EC145 vs Bell 429

[BigMike]

Anyone moved from the 145 to a 429, or operate both?
Interested in a real world comparison vs the manufacturer propaganda...
Have read the relevant threads, but interested in hearing from those who have operated both.

Possible requirement for a transport role over water, in the tropics, 2 hour return trip.

Thanks BM

[PhlyingGuy]

Anyone moved from the 145 to a 429, or operate both?
Interested in a real world comparison vs the manufacturer propaganda...
Have read the relevant threads, but interested in hearing from those who have operated both.

Possible requirement for a transport role over water, in the tropics, 2 hour return trip.

Thanks BM

Big question is are you in a region with 7500lbs exemption. The 429 will be much more competitive if you are.

[BigMike]

South Pacific...

145 has the extra seats/room, but after a more general operating info from those who have used both.

[RVDT]

Which 145?

H145 T2 (D2) current model or EC145 (C2).

Chalk and cheese. D2 is a completely different aircraft. C2 is just that, a BK117 with Arriels and a different cab.

D2 struggles to be the same/similar type for type rating it is that much different.

429 and 135 or 109S is comparable.

Without the IGW the 429 is not that impressive.

429 is part 27.5 exemption in some parts of the planet with the notable exception of USA and EU and 145 is Part 29.

145 D2 will be twice the price for a start.

EC145 C2 and a bit of temp are not good friends. MTOW is like coffin corner on a jet.

2 hours return with IFR reserves on both may be pushing it.

EC145 (C2) with reserve fuel tank offshore configured is a Gordian knot for example. You will be chasing useful load and loading all over the place.

Just sayin'

Like flight planning start with where you want to end up and work backwards.

[BigMike]

Looking at a C2.
Would be VFR only. Anyone have a realistic EW for offshore configuration?

[hueyracer]

Although the EC145 offers a nice cabin, i would always prefer a Bell over an Airbus-reason is simple:

Bell does not play the game Airbus does, where the manufacturer dictates the type rating training required, even making it more complicated and expensive to do a differences training rather than a new rating...


One example:
Take a look at the EASA type rating list on the EC145, then look at the OEB-report on hoe kany hours an experienced pilot needs to move from one variant to another (not even from one TYPE to another....just DIFFERENCES training!).

[Ian Corrigible]

Anyone have a realistic EW for offshore configuration?
Era (http://www.erahelicopters.com/fleet/detail/550/airbus-ec145) says 5,363 lbs, though this is IFR config.

145 D2 will be twice the price for a start.
Closer to 28% higher (in USD, at least).

I/C

[PhlyingGuy]

South Pacific...

You're in a good part of the world for the 429 then. You can operate at 7500 lbs in Australia, New Zealand, Indonesia, and Malaysia.

[BigMike]

By offshore, I mean float equipped. It is not a petroleum support mission.
Pax and supplies to an island approximately 30NM offshore. Will have fuel available at the destination.
Advantages of the 145 seem to be payload, cabin area, seats.
429, Bell support?, speed, better ride?

[chiefedge]

Call Keith at Advanced Flight. They have both in their inventory.

[RVDT]

Pax and supplies to an island approximately 30NM offshore. Will have fuel available at the destination.

130 NM? 2 hours return for 30NM seems odd.

[BigMike]

30NM over water, total distance one way around 90NM.
Allowing an hour each way due weather etc...

[Rotorhead84]

I can't help with the comparison as I've never flown a 145. But I fly a 429 in a HEMS configuration if you have any 429 specific questions feel free to PM me.

[Flying Bull]

I can't help with the comparison as I've never flown a 429. But I fly a 145 (BK117D2).
Never had a bird before with so much power so spare....