The medium-size, twin-engine AW139 was launched in the late 1990s as a joint venture between Agusta and Bell and marketed as the AB139. The type was re-designated the AW139 following Bell’s withdrawal from the program. Bristow Helicopters became one of the launch customers in September 2000 and first flight took place in February 2001. The first production standard AW139 flew for the first time in June 2002. Full European (EASA) and US (FAA) certifications were received by December 2004. First delivery was made shortly after to Elilario Italia.
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Data Source: AMSTAT
The AW139 is one of the largest types in the medium twin helicopter category and sits between smaller medium twins such as the Bell 412 / Sikorsky S-76 / Airbus H160 and larger types including the Airbus H175 / Sikorsky S-92 / Airbus H225. While the initial focus was on the offshore oil and gas support sector, the AW139 has been proven as the most versatile medium twin and now serves numerous roles around the world. From law enforcement in Japan to VIP transportation in the Middle East, EMS in North America to SAR in Australia, more than 1,200 AW139s have been delivered to more than 300 operators. Production of the AW139 is currently performed in Italy and the United States. A small number of AW139s destined for the Russian market were built locally, although this production has been suspended since March 2022, following the Russian invasion of Ukraine.
Powered by the proven Pratt & Whitney Canada PT6C turboshaft engine, the AW139 can carry up to 15 passengers with an endurance of over five hours. The type was initially certificated at a maximum take-off weight (MTOW) of 6.4 tonnes (14,110 lb), with an optional MTOW increase to 6.8 tonnes (15,000 lb) available from 2008. A further increase to seven tonnes was launched in 2015, which enabled offshore AW139s to fly a maximum radius of 230 nautical miles (426 km) with eight passengers. The increased MTOW became standard on new build AW139s and was also available as retrofits on older airframes.
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The versatility of the AW139 means that a wide range of customizable options and configurations are offered to suit individual mission requirements. Numerous upgrades have also been offered, including the latest Honeywell Primus Epic Phase 8 avionics and EGPWS with offshore modes. While the early deliveries were all in the “short nose” configuration, an optional “long nose” option was offered, aimed at the SAR market. The “long nose” configuration became production standard during 2008. In SAR configuration, the “long nose” offered increased space for installation of specialist equipment such as searchlights, Forward Looking Infrared (FLIR) equipment and additional radios. Only 12% of the year end 2024 fleet were “short nose” models.
Since entry into service, the AW139 has been the leading type in offshore support with many of the world’s major operators, with more than 350 units flying in this sector in Q4 2024 – around one-third of the fleet. The AW139 is particularly popular in offshore operations in the Gulf of Mexico, Brazil and the Arabian Gulf. The type offers a good balance of payload, performance and operating costs in offshore markets which do not require larger types such as the Sikorsky S-92 or Airbus H225.
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Data Source: AMASTAT & ASG
Given its popularity in offshore support, the AW139 has also been a firm favorite within the helicopter leasing sector, and the type is featured heavily amongst major lessors’ portfolios. However, the reduction in demand for offshore helicopters in recent years means that lessors are seeking alternative contracts for the AW139, which has proved successful, with leased units being deployed in EMS, SAR and law enforcement roles. While not many operators will select the AW139 as their first choice of EMS helicopter due to its size, the type has found a niche in operating long-range EMS missions such as those in Australia and North America. The AW139 is also widely used in the VIP / corporate role with around 200 units in service, as well as law enforcement with around 130 units in operation.
It has been almost exactly 20 years since the AW139 first entered service, and the helicopter industry has witnessed many changes – the oil industry downturn; the pandemic; the introduction of new generation helicopters and the increasing use of drones and unmanned aircraft, but the AW139 still remains the most popular type in its category. Retirements of early build examples have begun, and age limitations of offshore contracts mean replacements will be required. Existing AW139 operators have started phasing out older examples and replacing them with new build ones, which again proves the type’s reliability and popularity.
Some of the early build AW139s could be repurposed for utility missions following their exit from the offshore or SAR sectors, and high demand for newer, “long nose”, high MTOW and high specification examples is likely to remain for at least another decade. While there are newer helicopter types available, the AW139 is expected to remain the leading type in the high-end, medium size category.
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Data Source: AMSTAT & ASG
The introduction of Super Medium types such as the Airbus H175 and Leonardo’s own AW189, both designed primarily for the offshore market, had little effect on demand for the AW139. The Super Mediums entered the market during the oil downturn and operators did not require their additional capacity or performance over the AW139, and the availability of heavy helicopters at reduced costs mean the Super Mediums has yet to achieve their expected market share. Airbus has introduced its latest H160 medium helicopter into service. It will take a number of years to build operational experience and reliability with the H160 in offshore support, with lessors and operators less likely to fully commit to the type during initial operations. The H160 could be the type to serious challenge the AW139’s current dominant position in the market, and its success is highly dependent on how quickly it can be proven in operation.
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Data Source: AMSTAT, Jetnet, ASG
There were 312 AW139s in operation in the Asia-Pacific region at the end of 2024, including 242 in civil and parapublic roles. Asia-Pacific accounted for 25.8% of the global fleet, behind Europe (26.9%) and ahead of the Middle East (17.5%).
Australia had the largest fleet of active AW139s at the end of Q4 2024 with a fleet of 75, operating in a variety of missions including EMS, SAR and offshore support. Japan had a based fleet of 67, led by the Japan Coast Guard with 21 units. The AW139 was also deployed in law enforcement, firefighting, SAR and news reporting missions in the Japan. The 35 Malaysia-based AW139s were used mostly in offshore support, and also flying corporate and SAR missions. The mission profiles of the Asia-Pacific based fleet of AW139s showed a fairly even spread between different usages, which further highlights the versatility of the type.
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Data Source: ASG
The pre-owned market for the AW139 has remained fairly consistent in terms of availability, transactions and values. There is an increasing distinction between the older “short nose” models over newer “long nose” models, with the former being less attractive to potential buyers. Post-2008 build “long nose” examples with the seven tonne MTOW increase, high specifications and avionics upgrades are highly sought after. As a significant portion of the later build, high specification AW139s are owned and managed by lessors, they are rarely available for sale on the open market, which does increase the type’s value retention potential.
With more AW139s being phased out from offshore or other contract operations in the next few years, including some lessor owned aircraft, availability will increase which could negatively affect values. The option of converting older build examples to utility use would help stabilize values of pre-owned examples. Despite some uncertainty in the future prospects of the AW139, the type is expected to maintain its position as the leading helicopter type for the foreseeable future.
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Data Source: Vref & ASG