The Info List - ATR 72

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The ATR 72
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 Aérospatiale
(now 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 aviation conglomerate 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 mid-1980s, the ATR 72
ATR 72
was developed as a stretched variant of the ATR 42, the manufacturer's first regional airliner. On 27 October 1989, Finnish airline Finnair
became the first airliner to operate the type in revenue service. The ATR 72
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
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
ATR 42
and ATR 72 have been produced side-by-side for decades.


1 Development

1.1 Origins 1.2 Further development

2 Design 3 Operational history 4 Variants

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 9 References

9.1 Citations 9.2 Bibliography

10 External links

Development[edit] Origins[edit]

An ATR 72
ATR 72
of Finnair, its launch operator

During the mid-1980s, ATR sought to introduce a larger airliner with capacity.[3] This new regional airliner, designated as the ATR 72, was directly developed from the earlier ATR 42
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
ATR 72
programme was announced.[3] 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.[3] Since the ATR 72
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
ATR 42
was the only 50-seat regional aircraft that was still being manufactured.[4][5][5] 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.[6] 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.[3] 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.[7][needs update] Within the ATR company, various organisational changes were implemented. On 10 July 1998, ATR launched its new Asset Management Department.[6] 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.[3] 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 Portal for the purpose of delivering improved customer service.[3] During April 2009, ATR announced the launch of its 'Door-2-Door' service as a new option in its comprehensive customer services range.[3] Further development[edit] Since 2008, ATR has been a participant in the European Clean Sky
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
Clean Sky
initiative.[8] 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.[9]

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.[10][11] 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.[4] 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.[4] 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 services.[5] Considerable emphasis has been placed upon the continuous development of ATR's aircraft models.[5] Speaking at the Farnborough Airshow
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.[12] 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 100-seat aircraft.[12] During the mid-2010s, reports emerged that the development of a further stretched 90-seat ATR model was under consideration as well; allegedly, shareholder Airbus
was relatively unenthusiastic on proceeding with such a development, while ATR CEO Fabrice Brégier favoured a focus on resolving manufacturing issues.[4][13] Design[edit]

This section needs expansion. You can help by adding to it. (July 2017)

A Pratt & Whitney Canada PW100 series engine

The ATR 72
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
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 reduction.[14] 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
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 ground. In the majority of configurations, passengers board the ATR 72
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.[citation needed] 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. Operational history[edit]

This section needs expansion. You can help by adding to it. (July 2017)

2011 was a record-breaking year for sales at ATR.[15] According to ATR’s CEO Filippo Bagnato, sales had continued to grow during the Great Recession
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.[15] 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.[13] 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".[13] 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,[16] 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.[17] Placing their first order during 2011, by December 2012, Singaporean leasor Avation had a combined total of 20 ATR 72s on order;[18] by February 2016, the number on order for Avation had risen to 35 aircraft.[19] 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).[6] 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.[13] 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 engines.[20] 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.[21] 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
ATR 42
and ATR 72
ATR 72
aircraft had already been converted to freighters.[21] During February 2016, ATR signed a deal with national flag carrier Iran Air
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.[22][23] 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;[24][25] the delivery of the first four aircraft occurred within weeks of the deal being completed.[26] 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.[2][27] 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.[28][29] The armed ATR 72
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.[30] During 2013, the two ATR 72–600 TMUA aircraft were delivered to the Turkish Navy.[31] The 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
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.[30] 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.[32] 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.[30][32] During December 2016, the first pair of P-72A aircraft were delivered to the Italian Air Force.[30] On 8 November 2017, FedEx Express
FedEx Express
launched the -600 cargo variant with 30 firm orders plus 20 options, in a freighter configuration from the factory.[33] Variants[edit]

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

ATR 72–100[edit] Two sub-types were marketed as the 100 series (−100).

ATR 72–101 Initial production variant with front and rear passenger doors, powered by two PW124B engines and certified in September 1989. ATR 72–102 Initial production variant with a front cargo door and a rear passenger door, powered by two PW124B engines and certified in December 1989.

ATR 72–200[edit] 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).[34]

ATR 72–201 Higher maximum take-off weight variant of the −101, a PW124B-powered variant certified in September 1989. ATR 72–202 Higher maximum take-off weight variant of the −102, a PW124B-powered variant certified in December 1989.

ATR 72–210[edit] 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

ATR 72–211 PW127-powered variant certified in December 1992. ATR 72–212 PW127-powered variant certified in December 1992.

ATR 72-212A[edit] 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 workload.

ATR 72–500 Initial marketing name for the ATR 72-212A.

ATR 72–600 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.[35][36] The prototype ATR 72–600 first flew on 24 July 2009; it had been converted from an ATR 72–500.[37]

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 EFIS
of earlier versions). A multi-purpose computer (MPC) aims at increasing flight safety and operational capabilities, and new Thales-made avionics provide 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.[38]

Other versions[edit]

A FedEx Express
FedEx Express
Bulk Freighter with its cargo door open and parking tail stand in place

Cargo Bulk Freighter (tube versions) and ULD Freighter (Large Cargo Door). ATR unveiled a large cargo door modification for all ATR 72
ATR 72
at Farnborough 2002, coupled with a dedicated cargo conversion. FedEx, DHL, and UPS all operate the type.[39] -600F Freighter variant of the -600, 8 November 2017 launch with 30 firm orders from FedEx
plus 20 options.[33]

ATR 72
ATR 72
ASW The ATR 72
ATR 72
ASW integrates the ATR 42
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.[40] For the ASW and ASuW missions, it is armed with a pod-mounted machine gun, lightweight aerial torpedoes, anti-surface missiles, and depth charges.[41] 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 duties.[42]

Corporate A VIP version of the −500 is available with a luxury interior for executive or corporate transport.[43]

ATR 82 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.[44]

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).[45]

Major operators[edit]

A Wings Air
Wings Air
ATR 72

Azul Brazilian Airlines

Air New Zealand
Air New Zealand
Link ATR 72

Civilian operations[edit] Primary ATR 72
ATR 72
airline operators as of February, 2018 (with 15 aircraft or more):

Wings Air
Wings Air
(Lion Group): 52[46] Azul Brazilian Airlines: 40[47] Air New Zealand
Air New Zealand
Link, Mount Cook Airline: 26[48][49] Firefly: 21[50] FedEx
Express: 20[51][33] Swiftair: 20[52] Binter Canarias: 19[53] Jet Airways: 18[54] ASL Airlines Ireland: 16[55] Malindo Air: 16[56] Air Algérie: 15[57] Garuda Indonesia: 15[58] Stobart Air: 15[59] UTair Aviation: 15[60] Bangkok Airways: 15[61] Cebu Pacific: 15[62]

Military operators[edit]

Italian Air Force[63] Pakistan Navy[64] Turkish Navy[65][66]

Accidents and incidents[edit]

On 31 October 1994, American Eagle Flight 4184, an ATR 72–212 crashed due to icing in Roselawn, Indiana
Roselawn, Indiana
killing all 68 people on board. On 30 January 1995, an ATR 72-200 of TransAsia Airways
TransAsia Airways
crashed into a hillside during flight from Penghu
to Taipei. Four crew members were killed.[67] On 21 December 2002, TransAsia Airways
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.[68] On 19 July 2005, TransAsia Airways
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.[69] 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
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
ATR 42
in the larger ATR 72.[70] On 24 August 2008, an Air Dolomiti
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.[71]

Bangkok Airways
Bangkok Airways
Flight 266 remains

On 4 August 2009, Bangkok Airways
Bangkok Airways
Flight 266, an ATR 72-212A from Bangkok Airways
Bangkok Airways
skidded into a disused tower at the airport on Koh Samui. The captain of the aircraft died and 10 passengers were injured. On 10 November 2009, Kingfisher Airlines
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.[72] On 4 November 2010, Aero Caribbean
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 crew.[73][74] On 17 July 2011, Aer Arann
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.[75] On 2 April 2012, UTair Flight 120, a ATR 72–201 crashed soon after takeoff from 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.[76] 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.[77] On 16 October 2013, Lao Airlines Flight 301, an ATR 72–600 crashed into the Mekong River
Mekong River
while on approach to Pakse International Airport, Laos, killing all 49 people on board.[78] On 23 July 2014, TransAsia Airways
TransAsia Airways
Flight 222, an ATR 72-500 crashed while landing at Magong Airport
Magong Airport
in Taiwan's Penghu
county in the Taiwan Strait, killing 48 people on board, 10 survived the crash.[79][80] On 4 February 2015, TransAsia Airways
TransAsia Airways
Flight 235 crashed into the Keelung River
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.[81] 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.[82] This crash is being investigated.

Specifications (ATR 72–600)[edit]

ATR 72
ATR 72

Line drawings of ATR

Data from ATR[83][84] General characteristics

Crew: 2 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[85] 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) [83] Service ceiling: 7,620 m (25,000 ft) [85] Rate of climb: 6.88 m/s (1,355 ft/min) Takeoff Run at MTOW: 1,333 m (4,373 ft)

See also[edit]

Aviation portal France portal

Related development

ATR 42

Aircraft of comparable role, configuration and era

Bombardier Dash 8
Bombardier Dash 8
Series 400 British Aerospace ATP Ilyushin Il-114 EADS
CASA C-295 Fokker 60

References[edit] Citations[edit]

^ [1] ATR42, ATR72 production list. Retrieved: 3 Nov 2017. ^ a b David Kaminski-Morrow (9 May 2017). " IndiGo
tentatively signs for 50 ATRs". Flight Global.  ^ a b c d e f g "Milestones". ATR.  ^ a b c d Sheppard, Ian. "ATR Continues To Drive Turboprop Revolution." AIN Online, 8 November 2015. ^ a b c d Sheppard, Ian. "ATR Creates Leasing, Asset Management & Freighter Unit." AIN Online, 7 June 2017. ^ a b c "Milestones". ATR. 2006. Archived from the original on 17 October 2006.  ^ "ATR: record year in terms of sales, deliveries, turnover and backlog" (Press release). ATR. 21 January 2015.  ^ Polek, Gregory. "ATR’s “Green” Demonstrator Takes Flight." AIN Online, 8 July 2015. ^ Dubois, Thierry. "ATR Studies All-Electric Architecture for Turboprops." AIN Online, 22 March 2016. ^ "Defense & Security Intelligence & Analysis: IHS Jane's — IHS". Retrieved 26 December 2014.  ^ "Photos: ATR ATR-42-600 Aircraft Pictures". Airliners.net. Retrieved 26 December 2014.  ^ a b "Re-engining ATR could be bridge to 100-seater – CEO". Flight global. 12 July 2016.  ^ a b c d Dubois, Thierry. "ATR Wants Better Access to China
Market." AIN Online, 11 February 2014. ^ "ATR72 first with carbon-fibre wing" (PDF). Flight International. 19 March 1988.  ^ a b Alcock, Charles. "ATR’s Record Year Set To Get Better." AIN Online, 11 November 2011. ^ " Dubai Aerospace Enterprise
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Hoyle, Craig. "World Air Forces Directory". Flight International, Vol. 182, No. 5370, 11–17 December 2012. pp. 40–64. ISSN 0015-3710. Jackson, Paul. Jane's All The World's Aircraft 2003–2004. Coulsdon, UK: Jane's Information Group, 2003. ISBN 0-7106-2537-5.

External links[edit]

Wikimedia Commons
Wikimedia Commons
has media related to: ATR 72
ATR 72

Official website "Anti-Submarine Warfare ATR-72". Leonardo-Finmeccanica.  "Launch of a New Generation – ATR 72–600". Global Aviation Resource. November 8, 2009. 

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