67

Feature

THE AIRBUS

EC135
In this edition of Rotortrade 360 – Market Pulse, the industry experts at
Rotortrade focus on the pre-owned market for the Airbus EC135.

INDUSTRY ANALYSIS BY ROTORTRADE

AN MHM PUBLISHING MAGAZINE // APRIL 2022

T H E P U L S E O F T H E H E L I C O P T E R I N D U S T R Y

FLYING IN
PARADISE
WE JOIN CALVINAIR HELICOPTERS
IN THE CARIBBEAN ISLAND OF ANTIGUA
 68
NEED TO KNOW
PRE-OWNED SALES TRENDS
MODEL 22 PRE-OWNED RT INDEX
2021 vs. 2019 2021 vs. 2020 Q4-2021 vs. Q4-2020

EC135 P2 1.35

EC135 P2+/e 1.98

EC135 T2 1.33

EC135 T2+/e 0.93

AW109E 0.97

AW109S 1.53
AW109SP 1.15

BELL 429 0.84

EC145 C2 0.79

H145 (EC145 T2) 0.29

WHAT IS THE

RT Index?
The RT Index determines the market equilibrium between supply and demand. Developed by
Rotortrade, the rigorous proprietary model provides precise measurements on the marketability of
a type. In contrast, macro price measures provide a view of the market better suited to individual
serial number valuations, taking into account variables such as age, usage, history, equipment,
exportability and more.

1
1-3
• A low figure translates a high demand,
therefore higher bargaining power from
the sellers. The value of the aircraft, unique
configurations aside, should not drop any

3
time soon.
• A figure between 1 and 3 indicates relative
market equilibrium. Supply and demand for
the type are balanced overall.
• On the contrary, a high figure shows that
the aircraft is entering the market despite A figure below 1 is considered
low demand. Oversupply will result in a a seller’s market and above 3
faster price deflation for quick sale. a buyer’s market.
 69
PRE-OWNED MARKET VS. BRAND-NEW
NUMBER OF PRE-OWNED SALES FOR EACH BRAND-NEW HELICOPTER DELIVERED
LAST 3 YEARS
FAMILY 2021 TREND
(2019+2020+2021)
AW109 3.6x 6.6x

BELL 429 0.5x 0.5x

EC/H135 1.4x 3.2x

EC/H145 0.3x 0.3x

NOTE: CIVIL TURBINE HELICOPTERS ONLY
FOR EXAMPLE: IN 2021, FOR EACH BRAND-NEW DELIVERY FOR A MODEL IN THE EC/H135 FAMILY, THERE HAVE BEEN 3.2 PRE-OWNED
SALES WITHIN THE SAME EC/H135 FAMILY.

“We operated 135s for 23 years in various missions and

we have never been let down by the model. Each upgrade
has contributed to add value and refine a machine that
has always proven to be reliable. However, in Italy, more
and more tenders are requiring part 29 certified aircraft.
The upgrade of our 135 fleet with 145s was a natural
consequence. At the same time, the introduction of the
newer H145 (T2) was timely and the perfect solution for us,
being more powerful and, overall, more capable than the
older EC145 (C2) variant.”
­— LORENZO BRAIDA,
GENERAL MANAGER, ELIFRIULIA
 70
EC 1 3 5 TYPE BACKGROUND
TIME LINE
The EC135 was designed before
1995 Eurocopter had even become an entity.
EC135 makes first appearance at MBB (Messerschmitt-Bölkow-Blohm)
HAI Heli-Expo. had been working for years to develop the
Bo.108 — a helicopter that would combine
1996 the attributes of the successful Bo.105 with
European, JAA and FAA new technologies and designs. The new
certifications achieved. EC135 aircraft made its first flight in 1988. With
deliveries begin. the creation of Eurocopter in 1992, the
project was renamed the EC135.
1999 The iconic design, characterized by the
Single-pilot IFR (SPIFR) certified addition of the Fenestron, was finalized
by Luftfahrt-Bundesamt (LBA), around those years. Eurocopter equipped
Germany’s national civil aviation the EC135 with the third generation
of the enclosed tail rotor featuring
authority. unevenly spaced blades. This innovative
technology not only minimized noise
2000 levels, but also reduced wear on the blades
SPIFR certified by the United and transmission system, leading to
Kingdom’s Civil Aviation Authority. maintenance savings. For these reasons,
Airbus later incorporated the Fenestron
2001 into the designs of the EC/H130 and EC/
LBA certified, and the first EC135 H145.
P2 (equipped with Pratt & Whitney
Canada PW206B2 engines) is
delivered to the Swedish Police
Authority. DID YOU

2002 KNOW?
EC135 T2 (equipped with Safran’s CLICK FOR FACT +
Arrius 2B2) made available.
The EC135 was developed with the option
2003 of being powered by engines from either
The 300th EC135 is handed over to Safran (Arrius 2B) or Pratt & Whitney
McAlpine Helicopters (U.K.). Canada (PW206B). This unusual decision
 71
2007 brought alternatives for customers, but
At NBAA in Atlanta, Eurocopter meant extra costs in development and
continuous support. But having a P&WC
(now Airbus Helicopters) unveils engine provided the opportunity for
“L’Hélicoptère par Hermès” — a better penetration of the North American
special edition VIP model designed market, and having a choice allowed for
by Hermes International, S.A. healthy competition between the two
manufacturers.
2009
The EC135 enters the offshore
wind support sector at the Greater
Gabbard wind farm in the U.K. “Airbus has really hit the nail on the head with the new
introduction of the Helionix. Sharing avionics, autopilot and,
in general, keeping commonality between the new H series
of helicopters (H135, H145, H160, H175) is fantastic. This,
2011 paired with its reliability, makes the H135 the safest, most
capable light twin available on the market for us.”
The 1,000th EC135 is delivered. ­— JOEL HENSON, HEAD OF ENGINEERING,
MICROFLITE HELICOPTER SERVICES

2014
The EC135 P3 and T3 are introduced.

2016
The new single-pilot IFR Helionix The model made its first public appearance
cockpit is certified. at Heli-Expo in Las Vegas in 1995, and
now, with almost six million hours flown
2020 in over 20 years, the EC/H135 family is
EASA certifies the new Alternate averaging over 400,000 flight hours per
Gross Weight (AGW). year.
 72
THE EC/H135’S EVOLUTION

1996 1998 2006 2012 2014 2017

P1 P2 P2+ P2e P3 H135
T1 T2 T2+ T2e T3 H135
1996 2000 2006 2012 2014 2017

Being Category A and single-pilot IFR capable like their competition, the P2 and T2
are relatively cheap and versatile versions of a modern light twin aircraft. Due to the
rigid main rotor, they are not as smooth as some of their competitors, but they are the
go-to for operators seeking a flexible machine.
These are only some of the reasons why the EC135 P2/T2, P2+/e and T2+/e are now
flown by over 240 operators in more than 40 countries.

VARIANT P1 T1 P2 T2 P2+ T2+ P2e T2e P3 T3

ARRIUS
ARRIUS PW206B2 FOR THE P2+ AND P2e ARRIUS
ENGINE PW206B 2B1/ 2B1A/ PW206B2
2B2 ARRIUS 2B2 FOR THE T2+ AND T2e
PW206B3
2B2PLUS
2B1A1
2,630
2,980
MTOW (kg) 2,720 2,835 2,910 2,950
3,100
2,835
SIGNIFICANT INCREASE
OF OEI RATINGS, CAT
NEW POWER RATINGS BASED ON A FADEC A, AND HOT/HIGH
INCREASED
LATER VERSIONS HAVE SOFTWARE UPGRADE. PERFORMANCES.
MAJOR A CENTER PANEL
THERMODYNAMIC AND
EXTENDED COMPONENT TIME BETWEEN AGW CERTIFICATION
UGRADES DISPLAY SYSTEM (CPDS)
MECHANIC OEI RATINGS
OVERHAULS (TBOs), AND A CHANGE IN THE MAIN FOR A FURTHER
(128% OEI TORQUE)
TRANSMISSION LUBRICATING OIL. INCREASE IN MTOW.
HELIONIX INTRODUCED
IN 2016.

At the end of 2016, Airbus certified a new single-pilot IFR Helionix cockpit for its
H135 helicopters. The upgrade introduced a four-axis autopilot and an innovative cock-
pit layout that allows the removal of the instrument panel on the co-pilot side. This
significantly increases the field of view and enhances the pilot’s situational awareness.
Earlier versions of the EC135 are equipped with a three-axis autopilot with integrated
stability augmentation, featuring a First Limit Indicator (FLI) that simplifies engine
and torque monitoring.
EC/H135 IN NUMBERS

OVER 300 OVER 60 DID YOU

KNOW?
OVER 1,400
BUILT OPERATORS COUNTRIES

CLICK FOR FACT +

 73
LIGHT AND MEDIUM TWIN-ENGINE FLEET
AIRBUS H135

LEONARDO
AW109SP BELL AIRBUS
AIRBUS BELL 412EPI H160
AIRBUS H155
H145

LEONARDO
AW139
MD HELICOPTERS
MD902

BELL 429 SIKORSKY

LEONARDO S-76D
AIRBUS AW169
AS355

2.6 2.9 3.100 3.175 3.8 4.8 5.3 6.0 7.0

MAX TAKEOFF WEIGHT IN TONNES

LIGHT MEDIUM
PART 27 PART 29
AS355 MD 902 H135 BELL 429 AW109SP H145 AW169 H155 S-76D BELL 412EPI H160 AW139

2,600 kg 2,950 kg 3,100 kg 3,175 kg 3,175 kg 3,800 kg 4,800 kg 4,920 kg 5,300 kg 5,400 kg 6,050 kg 7,000 kg

The EC135 is a light twin-engine helicopter, and is positioned right in between the
lightest and heaviest helicopters of its category. Its older versions are 300 kilograms
(660 pounds) heavier than the AS355, and the recent H135 (P3 and T3) can reach as
much as 3,100 kg (6,835 lb.) in maximum takeoff weight (MTOW), just 75 kg (165
lb.) less than the Bell 429 and the AW109SP.

The P2+ and T2+ variants fit in the middle, with a MTOW of 2,910 kg (6,415 lb.), and
2,950 kg (6,505 lb.) for the P2e and T2e versions.

Airbus’s H145 is a heavier helicopter belonging to the part 29 category. It it is the big-
gest of the light twins and, therefore, capable of transporting more passengers.
 74
OPERATOR FEEDBACK: PROS & CONS

+ PROS
• Able to perform in hot • Modernized and evolved over time,
and high conditions keeping up and competing with others in its category
• Cat A capable • Positioned as one of the most affordable twin helicopters
• Single pilot IFR capable • Clamshell door in rear
• Fenestron tail rotor blade • FADEC
makes the aircraft quieter and safer • Rotor blades now rarely suffer from water ingress
• Robust and reliable • Pratt & Whitney’s support
• Versatile • Very good visibility
• Flat floor • Second-hand prices are reasonable
• Cheap maintenance
compared to competition
• Cheaper to operate
than AW109 and 429
— NEUTRAL
• Too many different intervals: the
• Ease of maintenance,
maintenance program could be made
with no particular
easier by eliminating or grouping
technical difficulties
supplementary activities
and no surprises
• The material of the tail rotor blades sometimes
X CONS
• Communication with Airbus is slow,
causes pitting with the dust of sea salt in the
leading edge
• Very responsive thanks to the rigid rotor system,
as everything must go through France but this leads to vibrations
• Spare parts support: availability and cost • Cabin not as spacious as in the AW109 and Bell 429
• Speed and range are considerably • Limited lifting capabilities for some specific utility
worse than those of the AW109 and Bell 429 work, but good for operations at higher altitudes
• A few problems with the magnetic compass in front of
the windshield. Wipers can cause magnetism which affects
the heading of the magnetic compass
• Loading big-bodied patients through the back can be
problematic
 76
TRANSACTIONS AND TRENDS IN THE PRE-OWNED MARKET
Despite some delays and last-minute cancellations, 2021 marked the return of events
and airshows around the world. The pace at which the industry is coming back from
the world crisis of 2020 differs from country to country, but the pre-owned market
saw a rise across almost all nations.
Typically, a period of great uncertainty results in less aircraft available for sale on the
market. Going into the second half of 2021, the supply of second-hand helicopters
started to shrink considerably. This led to a general increase in asking prices towards
the last quarter of 2021 and into 2022.
Operators and private owners had to carefully consider any expansion or upgrade of
their fleets. Many are now considering leasing or buying a helicopter only if good
opportunities arise. It goes without saying that pre-owned solutions have gained
popularity thanks to this market dynamic.
The most-traded helicopter families have been the same since 2019, and the EC/H135
shows up on the podium for both light and overall twin sales rankings.
2021 PRE-OWNED SALES RANKING
LIGHT MEDIUM GLOBAL TWIN FLEET

2020 2021 2020 2021 2020 2021

AW109 AW109 S-76 S-76 AW109 AW109

EC/H135 EC/H135 BELL 412 AW139 S-76 S-76

AS355 EC/H145 AW139 BELL 412 EC/H135 EC/H135

NOTE: CIVIL REGISTERED HELICOPTERS ONLY

Analysing the age of traded pre-owned aircraft, we can see a clear preference for younger
models (0- to 20-year-old units). It is the first time this has happened since 2014.

CIVIL PRE-OWNED TRANSACTIONS BY AGE 0-20 OVER 20

800

600

400

200

0
2015 2016 2017 2018 2019 2020 2021
NOTE: CIVIL REGISTERED HELICOPTERS ONLY
 77
Looking further into light twin-engine acquisitions specifically, it is common for
younger models to be more popular. However, 2021 recorded an unprecedented
disparity: the number of younger aircraft purchased was 66 percent higher than the
number of aircraft sold that were more than 20 years old.
This peculiar trend can be attributed to the recent crisis. Customers who tend to
purchase brand-new aircraft get discouraged by the long delivery times, and look
instead to the pre-owned market for young machines that can be acquired at a fraction
of the cost of a factory-new unit.
LIGHT TWIN-ENGINE PRE-OWNED TRANSACTIONS BY AGE 0-20 OVER 20

200

150

100

50

0
2015 2016 2017 2018 2019 2020 2021
NOTE: CIVIL REGISTERED HELICOPTERS ONLY
 79
WHERE IN THE WORLD?

The EC/H135 currently ranks at the top of the light twin-engine class (less than four
tonnes) with a 23 percent market share, followed by the AW109 (19 percent) and the
EC/H145 (13 percent).
The ranking has remained fairly stable over time, with the EC/H135 gaining a one
percent market share at the expense of the AW109 family over the past five years.
P&WC EC135 FLEET DISTRIBUTION

NORTH ASIA
AMERICA EUROPE PACIFIC
37% 17%
41%

LATIN
AMERICA
4%

AFRICA
& MIDDLE
EAST
1%

SAFRAN EC135 FLEET DISTRIBUTION

EUROPE
66%

NORTH ASIA
AMERICA PACIFIC
17% 10%
LATIN
AMERICA
4%

AFRICA
& MIDDLE
EAST
3%

Europe represents the biggest market for the EC/H135 family, both in the Pratt &
Whitney and Safran versions. North America and Asia Pacific prefer the variant
powered by the Canadian engine, which is twice as popular than the Arrius-equipped
unit (54 percent of the fleet versus 27 percent).
 80
EC/H135 FAMILY IN-SERVICE FLEET DISTRIBUTION BY ENGINE
LATIN NORTH
AFRICA ASIA PACIFIC EUROPE MIDDLE EAST
AMERICA AMERICA
PRATT
& WHITNEY
29% 65% 41% 53% 40% 72%

SAFRAN 71% 35% 59% 47% 60% 28%

Looking at the location of the pre-owned transactions, 86 percent of sales of P2, P2+
and P2e aircraft occur within the same region. On the other hand, T2, T2+ and T2e
acquisitions reflect a rising interest in North America, with the majority (26 percent)
of inter-regionally sold units (26 percent) being delivered to the U.S.
EC135P2/P2+/P2E FLEET DISTRIBUTION

NORTH ASIA
AMERICA EUROPE PACIFIC
39% 16%
40%

LATIN
AMERICA
4%

AFRICA
& MIDDLE
EAST
1%

EC135P2/P2+/P2E 2019-2021 PRE-OWNED ACQUISITIONS

NORTH ASIA
AMERICA EUROPE PACIFIC
35% 17%
38%

LATIN
AMERICA
10%
 81
EC135T2/T2+/T2E FLEET DISTRIBUTION

NORTH ASIA
AMERICA EUROPE PACIFIC
20% 12%
63%

LATIN
AMERICA
4%

AFRICA
& MIDDLE
EAST
1%

EC135T2/T2+/T2E 2019-2021 PRE-OWNED ACQUISITIONS

NORTH
ASIA
AMERICA EUROPE PACIFIC
33% 52% 11%

AFRICA
& MIDDLE
EAST
4%

The 135 is a very reliable helicopter. It is easy to maneuver

and to change configuration between EMS and offshore;
[it has] no weaknesses. In fact, it is one of the models I had
the least problems with. Each of the helicopters we control
have flown more than 13,000 hours and none of them has
ever had any issue. This, paired with the maintenance costs,
make this platform very profitable.
­— SERGIO MARTINEZ, QUALITY CONTROL
INSPECTOR, TRANSPORTES AÉREOS PEGASO
 82

EC/H135 PRE-OWNED MARKET -

TRANSACTIONS AND TRENDS
Over the last decade, the EC/H135 family steadily recorded over
30 pre-owned sales each year. While that might seem like a small
number, this is due to the low amount of aircraft available for
sale. Today, out of all the variants, only the T1 and the P2 have a
significant second-hand supply, while still recording a good level of
activity in 2021.
On the other hand, the variant that stood out the most in 2021
in terms of pre-owned sales is the T2+/e, crowned as the most
popular 135 in the secondary market.
In 2021, we moved towards what is commonly called a “sellers’
market,” and it is of no surprise that this is reflected in the popular
EC/H135 family as well. Each variant, from the oldest P1 and T1
to the most recent P3 and T3, has an RT Index value lower than
3. This means that a pre-owned EC135 faces either a balanced
supply and demand ratio (between 1 and 3), or a seller’s market
(lower than 1). As a result, the asset should easily find a new home,
provided that it is in good condition and well-priced.
What makes the family stand out from its competition is the
marketability of configurations that are usually harder to dispose
of in the secondary market. In particular, pre-owned P2+/e and
T2+/e are popular solutions for emergency medical services (EMS),
offshore and utility missions.
Operators that fly these models have ranked the newer H135s as the
main competitors, and many of them wish to upgrade to the newer
variant if budget was not a concern. The Bell 429 and the AW109S/
SP followed, in that order.
On the other hand, those who need to meet different requirements
(e.g., part 29) and can afford a pricier solution tend to prefer the
H145, valuing the extra space in the cabin and higher performance.
 83
IS THERE ANY DIFFERENCE IN POPULARITY BETWEEN ENGINES?
The fleet of the Pratt & Whitney and Safran versions have, for the most part, grown
equitably since the 135 entered the market.
The variants powered by the Canadian engines started off slower, but became the most
popular in 2008, mostly thanks to the many P2+ orders from the United States in
that period. Since then, it has always been the most delivered version. In 2012, the P
models had accumulated 100 more deliveries than the T ones.
EC/H135 FLEET BY ENGINE TYPE PRATT & WHITNEY TURBOMECA/SAFRAN

800

600

400

200

0
1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021
NOTE: CIVIL REGISTERED HELICOPTERS ONLY. RT’S ELABORATION OF CIRIUM’S DATABASE.

However, the T variant is closing in and, in 2021, for the first time in almost a decade, the
spread between the two versions fell below 100 units. According to recent delivery data, the
T3 variant is more requested than the P3 version. Has Safran’s comeback started?
The same goes for the secondary market, where P models were more active from 2010 until
recently, with 2020 and 2021 recording higher sales for T variants.

EC/H135 PRE-OWNED TRANSACTIONS BY ENGINE TYPE PRATT & WHITNEY TURBOMECA/SAFRAN

25

20

15

10

0
2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

NOTE: CIVIL REGISTERED HELICOPTERS ONLY. RT’S ELABORATION OF CIRIUM’S DATABASE.

The rising appeal for Arrius-equipped 135s, both in brand-new deliveries and pre-
owned acquisitions, strongly suggests a recent shift in popularity towards the models
powered by the French engine manufacturer.
 85
EMS

2022 PRE-OWNED PRE-OWNED SALES TRENDS

SEGMENT MODEL RT INDEX 2021 vs. 2019 2021 vs. 2020 Q41-2021 vs. Q4-2020

EC135 P2 N/A*

EC135 P2+/e 0.44

EMS
EC135 T2 N/A*

EC135 T2+/e 1.59

*NOTE: NO TRANSACTIONS SINCE AUGUST 2020

The EC/H135 is the ultimate EMS platform. Built for and loved by many
medical and rescue operators, it has four different variants in the top 10 of the
most utilized models in this sector. In order, these are the P2+, the T2+, the
P2 and the T2.
In fact, under part 27, the 135 is usually the go-to for any operator that
doesn’t require a wider cabin.
Charateristics like the rear clamshell doors, passenger sliding doors, and
countless dedicated supplemental type certificates (STCs) are just a few of the
many advantages this model has compared to its competition.
Usually, the pre-owned activity for EMS helicopters is quite limited. However,
EC/H135 models are an exception due to their popularity and realtively low
 86
operation/acquisition cost, leading to higher second-hand activity than its
competitors.
60+

41-60
EMS

The main competitors for the EC/H135 are the newer variants of the same
21-40
family (P3 and T3), and the heavier H145. An increasing number of tenders
6-20
are requiring part 29 certification, and operators with deeper pockets are
1-5
starting to adapt accordingly.
0
P2, P2+ & P2e CIVIL EMS FLEET

60+

41-60

21-40

6-20

1-5

0
T2, T2+ & T2e CIVIL EMS FLEET

NUMBER OF
AIRCRAFT

60+
41-59
21-40
6-20
1-5
0
 87

• 61% OF P2 & P2+/E FLEET, P2+/E BEING THE EMS LEADER AMONG ALL WEIGHT CLASSES.
49% OF T2 & T2+/E FLEET.
EMS

• AVERAGE YOM (YEAR OF MANUFACTURE) FOR P2 IS 2004, AND FOR P2+/E IS 2009. FOR T2,
IT IS 2004, AND FOR T2+/E, IT IS 2008.
• 53% OF 2019-2021 P2 & P2+/E PRE-OWNED SALES. 52% OF 2019-2021 T2 & T2+/E PRE-OWNED
MARKET SALES.
POSITIONING • THE P2+/E COUNTS 21% OF ALL 2019-2021 LIGHT TWIN (4<TONNES) PRE-OWNED SALES. T2
AND T2+/E COMBINED ACCOUNT FOR 13%.
• THE P2+/E IS THE LEADER AMONG ALL WEIGHT CLASSES IN 2019-2021 PRE-OWNED
ACQUISITIONS.

• AIRBUS — THE CLEAR LEADER IN THE LIGHT TWIN CATEGORY WITH AN 84% MARKET
SHARE. IN FIRST POSITION IS THE EC135 P2+/E. COMPLETING THE PODIUM IS THE EC145 AND
THE T2+/E.
• LEONARDO — THE TOP PRODUCTS ARE THE AW109E, AW109 TREKKER AND THE AW109SP,
WITH A COMBINED TOTAL OF 12% OF MARKET SHARE IN THIS WEIGHT CLASS.

COMPETITION
• BRAND-NEW H135 PREFERRED OVER PRE-OWNED BECAUSE OF CONTRACT REQUIREMENTS,
UNLESS THERE ARE BUDGET CONSTRAINTS.
• IFR CAPABILITY.
• LATEST AVIONICS.
• PREVIOUS HISTORY: CORPORATE SHIPS PREFERRED FOR CUSTOMIZED EMS INTERIORS AND
LESS MECHANICAL RISK FROM PAST UTILITY/OFFSHORE WORK.
PRE-OWNED • PAYLOAD, SO P2+/T2+ AND P2E/T2E ARE PREFERRED OVER THE P2 AND T2 VARIANTS.
DRIVERS

“We are currently operating our 135s for intensive care

transport in support of three separate health systems.
Its compact footprint allows us to reach patients in
mountainous areas (Appalachian Mountains) without
renouncing a good amount of payload. In the U.S., the
135 doesn’t face much competition, but in Canada, having
approved the 500 lb. increment, the Bell 429 is a worthy
alternative.“
­— CLINTON BURLEY, PRESIDENT AND CEO,
HEALTHNET AEROMEDICAL SERVICES
 88
LAW ENFORCEMENT

2022 PRE-OWNED PRE-OWNED SALES TRENDS

SEGMENT MODEL RT INDEX 2021 vs. 2019 2021 vs. 2020 Q41-2021 vs. Q4-2020

EC135 P2 N/A*

EC135 P2+/e N/A*

LAW ENFORCEMENT
EC135 T2 N/A*

EC135 T2+/e N/A*

*NOTE: NO TRANSACTIONS SINCE AUGUST 2020

The EC/H135 family is the most utilized light twin-engine helicopter in the
law enforcement segment, followed by the AW109 and the EC/H145 families.
Within the family, the most popular variants are the T2+ and the P2+, in this
order.
While overall the P&WC-powered versions are slightly more popular, with a
60-percent market share within the EC/H135 program, when it comes to law
enforcement, the Arriel-equipped aircraft represent 54 percent of the fleet. This
is due to the fact that 75 percent of the 135s used by the police are located in
Europe, a region where the T versions are more popular.
 60+ 89
The secondary
41-60 market has hardly seen any movement over the past 20 years.
Police21-40
departments tend to purchase brand-new helicopters over pre-owned, and
LAW ENFORCEMENT

generally
6-20 keep their aircraft as secondary mission fleets even when upgrading to

newer1-5types.
0
P2, P2+ & P2e CIVIL LAW ENFORCEMENT FLEET

60+

41-60

21-40

6-20

1-5

0
T2, T2+ & T2e CIVIL LAW ENFORCEMENT FLEET

NUMBER OF
AIRCRAFT

60+
41-59
21-40
6-20
1-5
0
 90

• 14% OF P2 & P2+/E FLEET. 28% OF T2 & T2+/E FLEET. THE P2+/E HAS THE FIFTH BIGGEST
FLEET WITHIN ITS CLASS AFTER THE T2+/E, BELL 429, EC145(C2) AND THE AW109E.
LAW ENFORCEMENT

• AVERAGE YOM (YEAR OF MANUFACTURE) FOR P2 IS 2003, AND FOR P2+/E IS 2009. FOR T2
IS 2003, AND FOR T2+/E IS 2007.
• NO P2 & P2+/E AND NO T2 & T2+/E PRE-OWNED SALES IN 2019-2021.
MARKET
POSITIONING

• AIRBUS — THE MARKET LEADER FOR THIS WEIGHT CLASS IS THE EC145.
• LEONARDO — THE AW109E IS IN SECOND PLACE.
• BELL — THE BELL 429, WITH 17% OF ITS FLEET UTILISED BY POLICE OPERATORS, IS NOT
SURPRISINGLY PLACED IN THIRD.

COMPETITION

• BRAND-NEW PREFERRED OVER PRE-OWNED, UNLESS THERE ARE BUDGET CONSTRAINTS.

• NEW VARIANTS WITH MORE POWER AND INCREASED MOTW ARE PREFERRED.
• LATEST AVIONICS.
• IFR CAPABILITY.
• NVG COMPLIANCE.
PRE-OWNED
DRIVERS
 91
UTILITY/MULTI-ROLE

2022 PRE-OWNED PRE-OWNED SALES TRENDS

SEGMENT MODEL RT INDEX 2021 vs. 2019 2021 vs. 2020 Q41-2021 vs. Q4-2020

EC135 P2 0.5

EC135 P2+/e 2.25

UTILITY MULTI-ROLE
& OFFSHORE N/A*
EC135 T2

EC135 T2+/e 1
*NOTE: NO TRANSACTIONS SINCE AUGUST 2020

The EC/H135 is not the most common choice for utility operators.
Nonetheless, in some specific instances where twin engines are required by
law and the payload limitations are not an issue, the 135 might still be a good
solution.
However, older and cheaper models like the Bo.105 are more popular in this
sector. In this case, older avionics can be easier to troubleshoot, while the
aircraft are cheaper to maintain and operate.
In 2009, the EC135 was the first aircraft selected for offshore wind support
in the U.K. after the Civil Aviation Authority approved helicopter operations
to the Greater Gabbard wind farm. In Mexico, Apoyo Logístico Aéreo is
operating a fleet of EC135s to service the extensive oil and gas platforms not
far from shore in the Gulf of Mexico.
 60+ 92
To date,
41-60 the 135 is not nearly as popular for offshore missions as it is for

EMS.21-40
However, with the increasing interest in windfarms, smaller and
UTILITY/MULTI-ROLE

cheaper
6-20 helicopters with high manoeuvrability might have an edge over the

145 or1-5169: the 135 could be the perfect fit.

0
P2, P2+ & P2e CIVIL UTILITY MULTI-ROLE & OFFSHORE FLEET

60+

41-60

21-40

6-20

1-5

0
T2, T2+ & T2e CIVIL UTILITY MULTI-ROLE & OFFSHORE FLEET

NUMBER OF
AIRCRAFT

60+
41-59
21-40
6-20
1-5
0
 93
• 12% OF P2 & P2+/E FLEET, SPLIT EXACTLY IN HALF BETWEEN UILITY AND OFFSHORE.
THE P2+/E HAS NINTH BIGGEST FLEET WITHIN ITS CLASS IN UTILITY, BUT THE FIRST ONE
IN OFFSHORE. THE MOST UTILIZED FOR UTILITY IS THE MI-2. 12% OF T2 & T2+/E FLEET. NOT
UTILITY/MULTI-ROLE

MUCH UTILIZATION IN OFFSHORE FOR THE T VARIANTS.

• AVERAGE YOM (YEAR OF MANUFACTURE) FOR P2 IS 2004, AND FOR P2+/E IS 2008. FOR T2,
IT IS 2005, AND FOR T2+/E, IT IS 2009.
MARKET • 12% OF 2019-2021 P2 & P2+/E PRE-OWNED SALES, ALL UTILITY. 19% OF 2019-2021 T2 & T2+/E
POSITIONING PRE-OWNED SALES, ALL UTILITY.
• P2, P2+/E, T2 AND T2+/E COMBINED ACCOUNT FOR 6% OF ALL 2019-2021 LIGHT TWIN
(4<TONNES) PRE-OWNED SALES.

• AIRBUS — MEMBERS OF THE BO.105 AND BK117 FAMILIES. LESS POPULAR ARE THE MEMBERS
OF THE MORE RECENT EC/H135 FAMILY.
• LEONARDO — OLD AW109Es ARE THE MAIN LEONARDO COMPETITORS.
• RUSSIAN HELICOPTERS — THE MI-2 IS THE OLD MODEL WITH THE LARGEST FLEET, BUT
ASIDE FROM RUSSIA, IT HAS LIMITED UTILIZATION IN A FEW EASTERN EUROPE AND ASIAN
COUNTRIES.
COMPETITION

• CHEAPER “MODERN” OPTION ON THE MARKET.

• MORE RECENT VARIANTS WITH AN INCREASED MTOW.
• PAYLOAD, SO P2+/T2+ AND P2E/T2E ARE PREFERRED OVER THE P2 AND T2 VARIANTS.

PRE-OWNED
DRIVERS

“We do a lot of lifting and long lining missions with the

135, and the only problems we faced were some limitations
when it comes to lift weights above 1,500 lb. because we
are IFR-equipped, which means a heavier airframe. We are
very happy with the EC135 T2+ and its capabilities for all
our utility missions.”

­— ANDREW BRADLEY, OPERATIONS MANAGER

BLACKCOMB HELICOPTERS LP
 94
VIP • CORPORATE • CHARTER

2022 PRE-OWNED PRE-OWNED SALES TRENDS

SEGMENT MODEL RT INDEX 2021 vs. 2019 2021 vs. 2020 Q41-2021 vs. Q4-2020

EC135 P2 1.25

EC135 P2+/e 2.34

VIP/CORPORATE/
CHARTER 0.94
EC135 T2

EC135 T2+/e 0.92

Only 11 percent of the P2/P2+/P2e and T2/T2+/T2e fleet operates strictly

VIP/charter flights.
The Fenestron tail rotor system helps lower noise levels — a very important
feature for an aircraft not purely conceived for corporate flights. However,
speed and range remain important factors for some VIP customers.
With the introduction of “L’Hélicoptère par Hermès,” Airbus has given the
135 a better chance to gain market share in this segment, offering a more
luxurious option. However, the cabin remains smaller in volume compared to
its competition, despite the option of club seating.
All in all, if budget is not a concern, VIPs tend to opt for more comfortable
aircraft, despite them being more expensive to purchase and to operate. The
 95
Bell 429 and the AW109E/S/SP boast options for retractable wheeled landing
gear as well.
VIP • CORPORATE • CHARTER

The 135 is still commonly used in this type of mission as a complementary

service offered by multi-purpose companies. In these instances, what is truly
valued by operators is its versatility: the 135 is quite quiet, performs well, and
does the job.
For these reasons, the 135 has always played a part in this segment and it
even benefitted from the post-pandemic growth demand for VIP/Corporate
helicopters, with customers being more budget sensitive. As a result, last
year’s pre-owned sales of VIP/Corporate P2/P2+/P2e and T2/T2+/T2e tripled
compared to 2020.

“For us, the 135 works very well for VIP and public transport.
It is very quiet and it looks elegant. The main issue in
Malaysia is the corrosion and erosion on the engine if the
aircraft doesn’t have an inlet barrier filter, but over the years
it has matured a lot. It is now more stable and it is easier to
maintain.“
­— LEADING CHARTER COMPANY
IN SARAWAK, MALAYSIA
 1-5

0
96
P2, P2+ & P2e VIP/CORPORATE/CHARTER
VIP • CORPORATE • CHARTER

60+

41-60

21-40

6-20

1-5

0
T2, T2+ & T2e VIP/CORPORATE/CHARTER

NUMBER OF
AIRCRAFT

60+
41-59
21-40
6-20
1-5
0

DID YOU

KNOW?
CLICK FOR FACT +
 97
• 11% OF THE P2 & P2+/E AND OF THE T2 & T2+/E FLEETS. THE P2+/E IS THE 13TH BIGGEST
FLEET WITHIN ITS CLASS. TOP THREE ARE THE BELL 429, AW109E AND THE AW109SP.
• AVERAGE YOM (YEAR OF MANUFACTURE) FOR P2 IS 2003, AND FOR P2+/E IS 2009. FOR T2,
VIP • CORPORATE • CHARTER

IT IS 2004, AND FOR T2+/E, IT IS 2010.

• 30% OF 2019-2021 P2 & P2+/E PRE-OWNED SALES. 30% OF 2019-2021 T2 & T2+/E PRE-
OWNED SALES.
MARKET • P2, P2+/E, T2 AND T2+/E COUNT 7% OF ALL 2019-2021 LIGHT TWIN (4<TONS) PRE-OWNED
POSITIONING SALES.

• AIRBUS — THE AS355N F2 AND F1 FLEET IS STILL LARGE DESPITE THEIR AGE, BUT ITS
CONFIGURATION IS LESS VIP AND MORE COPORATE/PAX (NO CLUB SEATING). THE
REMAINING COMPETITION ARE HEAVIER AIRCRAFT LIKE THE 145, WITH THE OLDER VARIANT
BEING MORE SOUGHT AFTER THAN THE NEWER ONE.
• BELL — THE BELL 429 IS THE MAIN COMPETITOR OF THE AW109SP, AND IS PLACED IN
FOURTH POSITION.
• LEONARDO — WITH 44% OF THE MARKET SHARE, LEONARDO’S HELICOPTERS ARE THE
COMPETITION MAIN COMPETITORS: THE AW109E, THE AW109S AND THE AW109SP ARE TOP, SECOND AND
THIRD IN PRE-OWNED ACQUISITIONS.

• PRICE. PRIVATE OWNERS WHO OPT FOR A CORPORATE 135 ARE VERY PRICE SENSITIVE.
• CONDITION OF THE AIRCRAFT.
• LOCATION WITHIN THE SAME REGION, ESPECIALLY WITH LOGISTICS DURING THE PANDEMIC
PERIOD.
PRE-OWNED
DRIVERS
 98

WHAT DOES THE FUTURE HOLD FOR THE

P2/+/e & T2/+/e?

EMS
EMS for the 135 is an active market. The P2 and T2 did not perform as well as the the
P2+/e and T2+/e (the fleet is also smaller).

However, while pre-owned sales have shown a slight decline in 2021, coming back
from a crisis, pre-owned models are going to have appeal.

For this reason, the P2+/e and the T2+/e will have market share for at least three
more years, given how young those versions are.

LAW ENFORCEMENT
Traditionally new helicopter markets, but budget cuts and manufacturer production
delays could open the door to second-hand acquisitions.

UTILITY MULTI-ROLE
Older helicopters are currently preferred, but over time, spare parts for legacy models
will become harder and harder to source. Younger models of the 135 family are well
positioned and supported to be able to gain market share in this sector.

OFFSHORE/WINDFARM
The windfarm market will continue to grow, but it is unlikely old versions of the 135
will be utilized in this segment. Offshore contracts, for safety reasons, usually require
brand-new or very young models. For this reason, the newer H135 will have a greater
chance of success.

CORPORATE • PRIVATE • CHARTER

The VIP, corporate and charter pre-owned markets are very active. For these kinds
of operations, AW109s and 429s remain the more popular choices. However, demand
for 135s in 2020 and 2021 has risen.
Are private owners more concerned about their expenses today than they were
before? This could explain the sudden increase of requests for the P2/P2+/P2e and
T2/T2+/T2e.

Disclaimer — Rotortrade takes pride in sharing market intelligence reports with the sole intention of sharing AN MHM PUBLISHING MAGAZINE // APRIL 2022

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