ATR 72 is a twin-engine turboprop, short-haul regional airliner
developed and produced in France and Italy by aircraft manufacturer
ATR (Aerei da Trasporto Regionale or Avions de transport régional), a
joint venture formed by French aerospace company
Airbus) and Italian aviation conglomerate
Aeritalia (now Leonardo
S.p.A.). The number "72" in its name is derived from the aircraft's
standard seating configuration in a passenger-carrying configuration,
which could seat 72–78 passengers in a single-class arrangement.
During the 1980s, French aerospace company
Aérospatiale and Italian
Aeritalia merged their work on a new generation
of regional aircraft. For this purpose, a new jointly owned company
was established, ATR, for the purpose of developing, manufacturing,
and marketing their first airliner, which was later designated as the
ATR 42. On 16 August 1984, the first model of the series, designated
as the ATR 42-300, performed the type's maiden flight. During the
ATR 72 was developed as a stretched variant of the ATR
42, the manufacturer's first regional airliner. On 27 October 1989,
Finnair became the first airliner to operate the type
in revenue service. The
ATR 72 has also been used as a corporate
transport, cargo aircraft, and maritime patrol aircraft.
To date, all of the ATR series have been completed at the company's
final assembly line in Toulouse, France; ATR benefits from sharing
resources and technology with
Airbus SE, which has continued to hold a
50% interest in the company. Successive models of the
ATR 72 have been
developed. Typical improvements have included new avionics, such as a
glass cockpit, and the adoption of newer engine versions to deliver
enhanced performance, such as increased efficiency and reliability and
reductions in operating costs. The aircraft continues to share a high
degree of commonality with the smaller ATR 42. The
ATR 42 and ATR 72
have been produced side-by-side for decades.
1.2 Further development
3 Operational history
4.1 ATR 72–100
4.2 ATR 72–200
4.3 ATR 72–210
4.4 ATR 72-212A
4.5 Other versions
5 Major operators
5.1 Civilian operations
5.2 Military operators
6 Accidents and incidents
7 Specifications (ATR 72–600)
8 See also
10 External links
ATR 72 of Finnair, its launch operator
During the mid-1980s, ATR sought to introduce a larger airliner with
capacity. This new regional airliner, designated as the ATR 72, was
directly developed from the earlier
ATR 42 and continued to share many
commonalities with it; the principal difference between the two
airliners was an increase in the maximum seating capacity from 48 to
78 passengers. This was principally achieved by stretching the
fuselage by 4.5 m (15 ft), along with an increase of the
wingspan, the addition of more powerful engines, and increased fuel
capacity by about 10%.
On 15 January 1986, the launch of the stretched
ATR 72 programme was
announced. On 27 October 1988, the first prototype performed its
maiden flight; one year later, on September 25 1989, the ATR 72
received airworthiness certification from the French Directorate
General for Civil Aviation. During the following month, on 27 October
1989, Finnish airline
Finnair became the first airline to introduce
the aircraft into service. Since the
ATR 72 is assembled on the
same production line as the smaller ATR 42, along with sharing the
majority of subsystems, components, and manufacturing techniques, the
two types support each other to remain in production. This factor may
have been crucial as, by 2015, the
ATR 42 was the only 50-seat
regional aircraft that was still being manufactured.
During 2000, the combined global ATR fleet reached its 10,000,000th
flight, during which a distance around 4 billion km (2.5 billion
statute miles) had been flown and around 450 million passengers had
flown on board ATR-built aircraft. The 2007 production set a new
record for the programme's sales; a total of 113 new ATR aircraft had
been ordered during a single year. By the end of 2014, ATR had
received 1,000 orders for the type and delivered a total of 754,
leaving a backlog of 246 aircraft.[needs update]
Within the ATR company, various organisational changes were
implemented. On 10 July 1998, ATR launched its new Asset Management
Department. On June 2001,
EADS and Alenia Aeronautica, ATR’s
parent companies, decided to reinforce their partnership, regrouping
all industrial activities related to regional airliners underneath the
ATR consortium. On 3 October 2003, ATR became one of the first
aircraft manufacturers to be certified under ISO 9001-2000 and
EN/AS/JISQ 9100, the worldwide quality standard for the aeronautics
industry. During July 2004, ATR and Brazilian aircraft manufacturer
Embraer announced a co-operation agreement on the AEROChain
the purpose of delivering improved customer service. During April
2009, ATR announced the launch of its 'Door-2-Door' service as a new
option in its comprehensive customer services range.
Since 2008, ATR has been a participant in the European
Clean Sky Joint
Technology Initiative. On 8 July 2015, a ATR 72-600 'green' technology
demonstrator performed its first flight; the demonstrator was used for
testing new composite materials for insulation, air conditioning
systems, electrical distribution systems, and energy dispersal
modifications to evaluate their effect on the aircraft's overall
efficiency as a contribution to the
Clean Sky initiative. ATR's
senior vice-president for engineering Alessandro Amendola indicated
that the elimination of all uses of bleed air was a key aim in the
designing of an all-electric architecture as well as improving engine
efficiency; the minimising of peak electrical loads was also a stated
priority. During March 2016, a second round of flight trials dedicated
the testing of all-electric systems architecture using the
demonstrator was completed; analysis is set to continue.
An ATR prior to painting at Toulouse
The current production version is the ATR 72-600 series. On 2 October
2007, ATR CEO Stéphane Mayer announced the launch of the −600
series aircraft; the ATR 42–600 and ATR 72–600 featured various
improvements to increase efficiency, dispatch reliability, lower fuel
burn and operating costs. While broadly similar to the earlier -500
model; differences include the adoption of improved PW127M engines, a
new glass cockpit, and a variety of other minor improvements.
As a consequence of strong demand for the -600 series, ATR decided to
invest in the establishment of a second, more modern final assembly
line and acquisition of more hangar space at its
Toulouse site, along
with a new large completion and delivery area; overall, the
manufacturing operation expanded to four times the footprint that it
had in 2005. Speaking in October 2015, ATR CEO Patrick de
Castelbajac stated that the firm was set to produce in excess of 90
aircraft that year, and that the new manufacturing facilities could
support a production rate of up to 120 per year. At the time, the
company had a backlog of orders for 300 aircraft, sufficient for three
years’ of production. During 2017, a new in-house financing and
leasing division was established by ATR in order to offer customers a
greater degree of support and expand the company's range of
Considerable emphasis has been placed upon the continuous development
of ATR's aircraft models. Speaking at the
Farnborough Airshow in
July 2016, the CEO of ATR Patrick de Castelbajac stated that the
company was currently examining the possibility of replacing the
current Pratt & Whitney Canada PW127 engine with either a new
offer from P&WC, or a GE38 derivative from GE Aviation.
Although expressing satisfaction with the PW127 engine and its
supplier, Castelbajac noted the design's age and the need to remain
competitive with the latest regional jets. To be a worthwhile
exercise, any re-engine exercise would require a 15 per cent
improvement in fuel-burn and 20-25 per cent reduction of direct
maintenance costs. Additionally, Castelbajac sees the potential
re-engine as a "bridge" to the eventual development of a larger
During the mid-2010s, reports emerged that the development of a
further stretched 90-seat ATR model was under consideration as well;
Airbus was relatively unenthusiastic on
proceeding with such a development, while ATR CEO Fabrice Brégier
favoured a focus on resolving manufacturing issues.
This section needs expansion. You can help by adding to it. (July
A Pratt & Whitney Canada PW100 series engine
ATR 72 is a turboprop-powered regional airliner, capable of
accommodating a maximum of 78 passengers. It is powered by a pair of
Pratt & Whitney Canada PW100 turboprop engines, which drive an
arrangement of four or six-bladed propellers supplied by Hamilton
Standard. Earlier models of the
ATR 72 are equipped with the older
PW124B engine, rated at 2,400 shp, whilst later-built aircraft are
powered by the newer PW127 engine, rated at a maximum of 2,750 shp to
achieve improved "hot and high" takeoff performance. It employs a
carbon-fibre tip wingbox for 30% of the wing weight and a 20% weight
In a standard configuration, the aircraft does not have an auxiliary
power unit; when present it is installed within the C4 cargo section.
Most operators of the
ATR 72 equip their aircraft with a propeller
brake (referred to as "Hotel Mode") that stops the propeller on the
No. 2 (right) engine, allowing the turbine to continue running and
provide both airflow and electrical power to the aircraft while on the
In the majority of configurations, passengers board the
ATR 72 using
the rear door, a relatively unusual configuration for a passenger
aircraft, while the front door is typically used for the loading and
unloading of cargo; early customer
Finnair intentionally ordered its
ATR 72s with a front passenger door so that it could utilize the jet
bridges at Helsinki Airport, while operator Air New Zealand's standard
rear door aircraft can use jet bridges at airports with this
equipment. While passengers are boarding or
disembarking the aircraft, a tail stand is set into place as standard
procedure to guard against the aircraft nose lifting off the ground.
This section needs expansion. You can help by adding to it. (July
2011 was a record-breaking year for sales at ATR. According to
ATR’s CEO Filippo Bagnato, sales had continued to grow during the
Great Recession despite the downturn experienced by most aviation
companies as "fuel consumption that can be half that of the
alternatives and [with] lower maintenance costs". Bagnato noted the
strength of Africa as a market for the type, as well at the firm's
aircraft being capable of serve destinations that would otherwise be
inaccessible with other aircraft due to the austere conditions of many
airstrips and runways in the region, as well as the ability to operate
autonomously without any reliance upon ground support equipment.
For 2013, ATR claimed a 48 per cent global market share for regional
aircraft deliveries between 50 and 90 seats (comprising both
turboprops and jets), making it the dominant manufacturer within this
sector of the market. That same year, during which firm orders for
10 ATR 42-600s and 79 ATR 72-600s were recorded, leasing companies
were responsible for 70 per cent of these; according to ATR’s CEO
Filippo Bagnato: "Years ago, we were not even considered by the
lessors; now they see ATRs as a good investment". Several major
leasing companies operate their own ATR fleets, such as Dubai
Aerospace Enterprise (DAE), who placed an order for 20 ATR 72s along
with options for another 20 in February 2014, and Nordic Aviation
Capital (NAC), who ordered a fleet of 30 ATR 72s during June 2013,
along with options for up to 55 further airliners. Placing their
first order during 2011, by December 2012, Singaporean leasor Avation
had a combined total of 20 ATR 72s on order; by February 2016, the
number on order for Avation had risen to 35 aircraft.
During May 1997, ATR had achieved its first breakthrough sale in
China, placed by operator
China Xinjiang Airlines
China Xinjiang Airlines and the Civil
Aviation Administration of
China (CAAC). By 2013, while the Asia
Pacific region had comprised the majority of ATR's sales when
geographically ranked; however, orders from Chinese airlines remained
elusive; Bagnato ascribed this anomaly to local market conditions
dictating the typical use of larger aircraft, as well as a Chinese
government policy of imposing high tariffs on the import of
foreign-built fixed-wing aircraft. During late 2014, ATR set up a
new office in
Beijing and hired several former
Airbus sales personnel
with the aim of launching the type on the Chinese market. ATR believed
that many of the already-flown routes did not suit larger 150-seat
aircraft; however, of the roughly 2,600 commercial aircraft flying in
China at that time, only 68 had a capacity of less than 90 seats and
of these, fewer than 20 aircraft were powered by turboprop
In response to airlines often wanting to phase out their early
production ATR models to replace them with the latest generation ATR
series, as well as to answer demand from cargo operators for the type,
ATR has operated two separate dedicated freighter conversion
programmes, known as the Bulk Freighter (tube version) and the ULD
Freighter. Both conversions involve complete stripping of
furnishings along with the addition of floor strengthening, new window
plugs and 9g restraining nets, six additional longitudinal tracks for
added flexibility, and an E-Class cabin; the ULD model can accommodate
standard ULD-packaged cargo, such as LD3 containers or 88x108in
(2.2x2.7m) pallets, which were loaded via a large cargo door located
on the port forward side. Undertaken by a range of companies, such as
Alenia subsidiary Aeronavali, Texas-based M7 Aerospace; French firms
Indraéro Siren and Aeroconseil, Canadian Infinion Certification
Engineering, and Spanish company Arrodisa, by October 2012, in excess
of one-fifth of all first-generation
ATR 42 and
ATR 72 aircraft had
already been converted to freighters.
During February 2016, ATR signed a deal with national flag carrier
Iran Air for a batch of 20 ATR 72-600s, along with options for 20 more
aircraft and post-purchase services, such as engine
maintenance. Made possible by a negotiated relaxation of
international sanctions against Iran, during June 2017, a €1 billion
Iranian contract was finalised for the 20 airliners; the
delivery of the first four aircraft occurred within weeks of the deal
being completed. During May 2017, Indian low-cost airline IndiGo
has tentatively signed for 50 ATR 72-600, intended for its UDAN
regional connectivity scheme; these are to be delivered from the year
end for up to 20 by the end of 2018.
While primarily used as a civil aircraft, some models of the ATR 72
has been adapted to perform in various military functions, such as
utility aircraft and maritime patrol aircraft (MPA). The Turkish Navy,
which initially decided to purchase ten ATR 72–500 MPA, later
expanded its order to eight aircraft: Two ATR 72–600 TMUA (utility)
versions, and six ATR 72–600 TMPA (ASW/ASuW) versions. The
ATR 72 TMPA variant was developed in cooperation with Turkish
Aerospace Industries (TAI), and incorporated additional sensors and
mission systems to perform its intended combat role. During 2013,
the two ATR 72–600 TMUA aircraft were delivered to the Turkish
Italian Air Force
Italian Air Force also selected the ATR 72–500 MP, designated as
the P-72A, to serve as a multirole maritime patrol, electronic
surveillance and C4 platform. The original Italian requirement for a
Breguet Atlantic replacement had also called for ASW and anti-surface
warfare (ASuW) capabilities, however, during 2014, the contract was
renegotiated to a configuration that excluded these capabilities.
An anticipated P-72B variant for ASW and ASuW operations may later be
pursued; accordingly, provisions were made to allow for the four
P-72As on order to be adapted to the P-72B configuration. By
October 2016, the test and evaluation phase for the P-72A was
approaching completion; reportedly, the aircraft's communication and
navigation equipment and the defensive aids system had been fully
tested, while trials of the mission systems were still
ongoing. During December 2016, the first pair of P-72A
aircraft were delivered to the Italian Air Force.
On 8 November 2017,
FedEx Express launched the -600 cargo variant with
30 firm orders plus 20 options, in a freighter configuration from the
Early ATR 72–200/210 series have four-bladed propellers
Later ATR 72–500/600 series have six-bladed propellers
An ATR 72–600 cockpit
ATR 72-600 cabin
Two sub-types were marketed as the 100 series (−100).
Initial production variant with front and rear passenger doors,
powered by two PW124B engines and certified in September 1989.
Initial production variant with a front cargo door and a rear
passenger door, powered by two PW124B engines and certified in
Two sub-types were marketed as the 200 series (−200). The −200 was
the original production version, powered by Pratt & Whitney Canada
PW124B engines rated at 2,400 shp (1,800 kW).
Higher maximum take-off weight variant of the −101, a PW124B-powered
variant certified in September 1989.
Higher maximum take-off weight variant of the −102, a PW124B-powered
variant certified in December 1989.
Two sub-types were marketed as the 210 series (−210): the −211
(and with an enlarged cargo door, called the −212) is a −200 with
PW127 engines producing 2,750 shp (2,050 kW) each for
improved performance in hot and high-altitude conditions. The
sub-types differ in the type of doors and emergency exits
PW127-powered variant certified in December 1992.
PW127-powered variant certified in December 1992.
Certified in January 1997 and fitted with either PW127F or PW127M
engines, the −212A is an upgraded version of the −210 using
six-bladed propellers on otherwise identical PW127F engines. Other
improvements include higher maximum weights and superior performance,
as well as greater automation of power management to ease pilot
Initial marketing name for the ATR 72-212A.
Marketing name for ATR 72-212A with different equipment fit. The
−600 series aircraft was announced in October 2007; the first
deliveries were planned for the second half of 2010. The
prototype ATR 72–600 first flew on 24 July 2009; it had been
converted from an ATR 72–500.
The ATR 72–600 features several improvements. It is powered by the
new PW127M engines, which enable a 5% increase in takeoff power via a
"boost function" used only when called for by takeoff conditions. The
flight deck features five wide
LCD screens (improving on the
earlier versions). A multi-purpose computer (MPC) aims at increasing
flight safety and operational capabilities, and new Thales-made
Required Navigation Performance
Required Navigation Performance (RNP) capabilities.
It also features lighter seats and larger overhead baggage bins. In
December 2015, the EASA approved a new high-density seating layout,
raising the maximum capacity from 74 to 78 seats.
FedEx Express Bulk Freighter with its cargo door open and parking
tail stand in place
Bulk Freighter (tube versions) and ULD Freighter (Large Cargo Door).
ATR unveiled a large cargo door modification for all
ATR 72 at
Farnborough 2002, coupled with a dedicated cargo conversion. FedEx,
DHL, and UPS all operate the type.
Freighter variant of the -600, 8 November 2017 launch with 30 firm
FedEx plus 20 options.
ATR 72 ASW
ATR 72 ASW integrates the
ATR 42 MP (Maritime Patrol) mission
system with identical on-board equipment, but with additional
anti-submarine warfare (ASW) capabilities. A variant of the −500
(itself a version of the maritime patrol model of the ATR 42–500) is
also in production. For the ASW and ASuW missions, it is armed
with a pod-mounted machine gun, lightweight aerial torpedoes,
anti-surface missiles, and depth charges. They are equipped with
the Thales AMASCOS (Airborne Maritime Situation and Control System)
surveillance system as well as electronic warfare and reconnaissance
systems, enabling the type to perform maritime search and rescue
A VIP version of the −500 is available with a luxury interior for
executive or corporate transport.
During the mid-1980s, the company investigated a 78-seat derivative of
the ATR 72. This would have been powered by two Allison AE2100
turboprops (turbofans were also studied for a time) and would have had
a cruising speed as high as 330kt. The ATR-82 project (as it was
dubbed) was suspended when AI(R) was formed in early 1996.
ATR Quick Change
This proposed version targeted the increasing demand of worldwide
cargo and express mail markets, where the aim is to allow operators to
supplement their passengers flights with freighter flights. In Quick
Change configuration, the smoke detector is equipped alongside other
modifications required in order to meet the certification for full
freight operations. The aircraft was equipped with a larger cargo door
(1.27 m [50 in] wide and 1.52 m [60 in] high) and
low door-sill height of an average 1.2 m (4 ft),
facilitating containerized freight loading. It takes 30 minutes to
convert the aircraft on ATR 42, while for ATR 72, it takes 45 minutes.
Each optimized container has 2.8 m3 (99 cu ft) of
usable volume and maximum payload is 435 kg (960 lb).
Wings Air ATR 72
Azul Brazilian Airlines
Air New Zealand
Air New Zealand Link ATR 72
ATR 72 airline operators as of February, 2018 (with 15
aircraft or more):
Wings Air (Lion Group): 52
Azul Brazilian Airlines: 40
Air New Zealand
Air New Zealand Link, Mount Cook Airline: 26
FedEx Express: 20
Binter Canarias: 19
Jet Airways: 18
ASL Airlines Ireland: 16
Malindo Air: 16
Air Algérie: 15
Garuda Indonesia: 15
Stobart Air: 15
UTair Aviation: 15
Bangkok Airways: 15
Cebu Pacific: 15
Italian Air Force
Accidents and incidents
On 31 October 1994, American Eagle Flight 4184, an ATR 72–212
crashed due to icing in
Roselawn, Indiana killing all 68 people on
On 30 January 1995, an ATR 72-200 of
TransAsia Airways crashed into a
hillside during flight from
Penghu to Taipei. Four crew members were
On 21 December 2002,
TransAsia Airways (TNA) cargo flight 791, an ATR
72–200, crashed due to icing during a flight from Taipei to Macau.
Both crew members were killed. It encountered severe icing conditions
beyond the aircraft's icing certification envelope and crashed into
sea 17 km southwest of Makung city. The Aviation Safety Council
of Taiwan investigation found that the crash was caused by ice
accumulation around major components, resulting in a loss of control.
The investigation found that flight crew did not respond to the severe
icing conditions with appropriate situation awareness and did not take
the necessary actions.
On 19 July 2005,
TransAsia Airways Flight 028, an ATR72-212A
(B-22805), landed at Taipei Songshan Airport. As the aircraft taxied
on Taxiway CC after landing, it made an early right turn onto a
service road. The aircraft’s right wing hit a light pole and
stopped. Two pilots, 2 cabin attendants and 24 passengers were on
board. One cabin crew member suffered a minor injury. The front spar
of the right wing was damaged.
On 6 August 2005,
Tuninter Flight 1153, a
Tuninter ATR 72–202 en
route from Bari, Italy, to Djerba, Tunisia, ditched in the
Mediterranean Sea about 18 miles (29 km) from the city of
Palermo. 16 of the 39 people on board died. The accident was caused by
fuel exhaustion due to the installation of fuel quantity indicators
designed for the
ATR 42 in the larger ATR 72.
On 24 August 2008, an
Air Dolomiti ATR 72–500 en route from Munich,
Germany, to Bologna, Italy, aborted takeoff after a smoke alarm. The
airline treated the aircraft's evacuation as a mild incident. On 26
August, an amateur video, filmed by a bystander, showed 60 passengers
jumping from and fleeing the burning aircraft before fire department
workers extinguished the flames.
Bangkok Airways Flight 266 remains
On 4 August 2009,
Bangkok Airways Flight 266, an ATR 72-212A from
Bangkok Airways skidded into a disused tower at the airport on Koh
Samui. The captain of the aircraft died and 10 passengers were
On 10 November 2009,
Kingfisher Airlines Flight 4124, operated by ATR
72-212A VT-KAC skidded off the runway after landing at Chhatrapati
Shivaji International Airport, damaging the nose section severely. The
aircraft stopped just a few metres away from the fuel tanks of the
airport. All 46 passengers and crew escaped unharmed.
On 4 November 2010,
Aero Caribbean Flight 883, operated by an ATR
72–212, with 61 passengers and 7 crew members, crashed at Guasimal,
Cuba, while en route from
Santiago de Cuba
Santiago de Cuba to Havana. It had reported
an emergency before losing contact with air traffic control at 5:42
PM. All 68 people on board were killed. The accident was due to the
prevailing meteorological conditions and to bad decisions made by the
On 17 July 2011,
Aer Arann ATR 72–212 EI-SLM was damaged beyond
repair when the nose gear collapsed on landing at Shannon Airport,
Ireland. The aircraft was operating an international scheduled
passenger flight from Manchester Airport, United Kingdom. There were
no injuries among the 4 crew and 21 passengers on board.
On 2 April 2012, UTair Flight 120, a ATR 72–201 crashed soon after
Roshchino International Airport
Roshchino International Airport in western Siberia. The
flight was from Tyumen to Surgut with 39 passenger and four crew
members. 33 of the 43 passengers and crew on board were killed.
The crash was caused by incorrect deicing procedures.
On 2 February 2013, a
Carpatair ATR 72–212A flying on behalf of
Alitalia crashed at
Leonardo da Vinci–Fiumicino Airport
Leonardo da Vinci–Fiumicino Airport in Rome
while landing after a flight from Pisa. 16 people were injured, 2
seriously, including the co-pilot.
On 16 October 2013, Lao Airlines Flight 301, an ATR 72–600 crashed
Mekong River while on approach to Pakse International
Airport, Laos, killing all 49 people on board.
On 23 July 2014,
TransAsia Airways Flight 222, an ATR 72-500 crashed
while landing at
Magong Airport in Taiwan's
Penghu county in the
Taiwan Strait, killing 48 people on board, 10 survived the
On 4 February 2015,
TransAsia Airways Flight 235 crashed into the
Keelung River shortly after takeoff from Taipei Songshan Airport. The
flight, operated with a ten-month-old ATR 72-600, carried 53
passengers and 5 crew members, Of the 58 people on board, only 15
survived. The cause of the accident was the pilot's misdiagnosis of
engine failure - shutting down the still-functional engine 1, as
engine 2 failed. The plane descended, rolled 90° to the left as the
pilot attempted to avoid nearby apartment buildings before the left
wingtip struck a taxi traveling on the Huandong Viaduct, and the
outward section of the wing was torn off when it struck the concrete
guardrail of the viaduct. The plane continued to roll until it
impacted the river inverted and broke in two.
On 14 March 2017, a year-old parked
Bahamasair ATR 72-600 (C6-BFQ) was
damaged beyond repair and written off when it was knocked off its
landing gear during a freak storm at Lynden Pindling International
Airport, Nassau, The Bahamas.
On 18 February 2018,
Iran Aseman Airlines Flight 3704
Iran Aseman Airlines Flight 3704 ATR 72-212
(EP-ATS) crashed, killing all 66 on board. Initial reports indicated
that the it hit Mount
Dena due to bad weather. This crash is being
Specifications (ATR 72–600)
ATR 72 sideview
Line drawings of ATR
Data from ATR
Capacity: 68-78 Passengers (with club 2 seating). A 70-passenger
configuration is the most used.
Length: 27.17 m (89 ft 2 in)
Wingspan: 27.05 m (88 ft 9 in)
Width: 2.57 m (8 ft 5 in) (maximum cabin width)
Height: 7.65 m (25 ft 1 in)
Wing area: 61.00 m2 (656.6 sq ft)
Aspect ratio: 12.0:1
Empty weight: 13,010 kg (28,682 lb)
Max takeoff weight: 23,000 kg (50,706 lb) (-500 still
limited to 22,800KG)
Fuel capacity: 5,000 kg (11,000 lb)
Typical payload: 7,500 kg (16,500 lb)
Powerplant: 2 × Pratt & Whitney Canada PW127 M or N certified for
a 2750 SHP maximum take-off rating.
Propellers: 568F-bladed Hamilton Standard, 3.95 m (13 ft
0 in) diameter
Cruise speed: 509 km/h; 316 mph (275 kn)
Range: 1,528 km; 949 mi (825 nmi) 
Service ceiling: 7,620 m (25,000 ft) 
Rate of climb: 6.88 m/s (1,355 ft/min)
Takeoff Run at MTOW: 1,333 m (4,373 ft)
Aircraft of comparable role, configuration and era
Bombardier Dash 8
Bombardier Dash 8 Series 400
British Aerospace ATP
EADS CASA C-295
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Wikimedia Commons has media related to:
ATR 72 (category)
"Anti-Submarine Warfare ATR-72". Leonardo-Finmeccanica.
"Launch of a New Generation – ATR 72–600". Global Aviation
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