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[ChuckMK23]

You mean besides crashing and repeatedly failing FAA cert flights?

The 429 has been a disappointment since its inception. Because of the way they certificated it, it often has a lower useful load than a 407. It costs as much as a 145 but carries a third fewer people in a club config that's nice for VIPs, but horrible for utility and military.

But Bell has sold a buttload of 429's. Spoke to a operator of the type the other day and told it's a workhorse and SPIFR with great range/endurance and comfortable ride for pax. Apparently over 500+ 429's have been delivered and the type requires a fraction of the maintenance of an H145....

 

[phrogdriver]

But Bell has sold a buttload of 429's. Spoke to a operator of the type the other day and told it's a workhorse and SPIFR with great range/endurance and comfortable ride for pax. Apparently over 500+ 429's have been delivered and the type requires a fraction of the maintenance of an H145....

Over 1500 145s have been delivered, and 114 were ordered in 2024, compared to about 30 per year and 500 total for 429, so Airbus is doing something right.

Looking at a Conklin deDecker pocket guide, a 429 costs a little under $1000/hour DOC and the 145 is a little over $1200...so "fraction of the maintenance of a 145" seems like an aggressive statement, unless that fraction is "4/5ths."

 

[Randy Daytona]

Over 1500 145s have been delivered, and 114 were ordered in 2024, compared to about 30 per year and 500 total for 429, so Airbus is doing something right.

Looking at a Conklin deDecker pocket guide, a 429 costs a little under $1000/hour DOC and the 145 is a little over $1200...so "fraction of the maintenance of a 145" seems like an aggressive statement, unless that fraction is "4/5ths."

To add, the H-145 is bigger (about 8,300 lbs max gross) while the 429 is limited to 7,000 lbs max gross in the US.

 

[phrogdriver]

To add, the H-145 is bigger (about 8,300 lbs max gross) while the 429 is limited to 7,000 lbs max gross in the US.

The 429 is an executive transport and HEMS aircraft. The club seating is perfect for that. For the equivalent mission, Airbus would sell the 135, and soon the 140, for a lot less.

The 145 is a light utility aircraft, and is far more useful across a broad customer base.

The Airbus gap is in the medium utility range, where Bell has the 412, and Airbus has a jump to the much higher-end 160 and 175, which are more equivalent to the long-awaited Bell 525 (which is DOA whenever they finally certify it).

 

[Randy Daytona]

The 429 is an executive transport and HEMS aircraft. The club seating is perfect for that. For the equivalent mission, Airbus would sell the 135, and soon the 140, for a lot less.

The 145 is a light utility aircraft, and is far more useful across a broad customer base.

The Airbus gap is in the medium utility range, where Bell has the 412, and Airbus has a jump to the much higher-end 160 and 175, which are more equivalent to the long-awaited Bell 525 (which is DOA whenever they finally certify it).

The H-140 is going to max gross at 7,000 lbs - a direct competitor to the 429? Any idea if the H-135 will continue to be produced or is the H-140 replacing it?