ATR 72

The ATR 72 is a twin-engine turboprop, short-haul regional airliner developed and produced in France and Italy by aircraft manufacturer ATR. The number "72" in its name is derived from the aircraft's typical standard seating capacity of 72 passengers. 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 updates 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 shares a high degree of commonality with the smaller ATR 42, which remains in production as of 2025.

History

{{ safesubst:#invoke:Unsubst||date=__DATE__ |$B= {{ safesubst:#invoke:Unsubst||date=__DATE__ |$B= Template:Ambox }} }} ATR (Template:Langx or Template:Langx) is a joint venture formed by French aerospace company Aérospatiale (now part of Airbus) and Italian aviation conglomerate Aeritalia (now Leonardo S.p.A.). During the 1980s, French aerospace company Aérospatiale and Italian aviation conglomerate Aeritalia merged their work on a new generation of regional aircraft.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The new jointly owned company, ATR, was established to develop, manufacture, and market their first airliner, later designated 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 was developed as a stretched variant of the ATR 42. On 27 October 1989, Finnish airline Finnair became the first airline to operate this type in revenue service.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Development

Origins

File:Finnair ATR-72 OH-KRL at EFHK 20030803.jpg

An ATR 72 of Finnair, its launch operator

During the mid-1980s, ATR sought to introduce a larger airliner with increased capacity over its earlier products.<ref name="milestones 2017" /> This new regional airliner, designated as the ATR 72, was directly developed from the earlier ATR 42 and had much in common 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 Template:Convert, along with an increase of the wingspan, the use 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.<ref name="milestones 2017" /> On 27 October 1988, the prototype performed its maiden flight. One year later, on 25 September 1989, the ATR 72 received airworthiness certification from the French Directorate General for Civil Aviation. The following month, on 27 October 1989, Finnish airline Finnair became the first to introduce the aircraft into service.<ref name="milestones 2017">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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 still being manufactured.<ref name="ain nov 2015">Sheppard, Ian. "ATR Continues To Drive Turboprop Revolution." Template:Webarchive AIN Online, 8 November 2015.</ref><ref name="lease freight ain">Sheppard, Ian. "ATR Creates Leasing, Asset Management & Freighter Unit." Template:Webarchive AIN Online, 7 June 2017.</ref>

In 2000, the combined global ATR fleet reached its 10,000,000th flight, during which a distance of around 4 billion km (2.5 billion statute miles) and around 450 million passengers had flown on board ATR-built aircraft.<ref name="milestones arch">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref name="milestones 2017" /> By the end of 2014, ATR had received 1,000 orders for the type and delivered 754, leaving a backlog of 246 aircraft.<ref>Template:Cite press release</ref>Template:Update inline

Various organisational changes were implemented within the ATR company. On 10 July 1998, ATR launched its new Asset Management Department.<ref name="milestones arch" /> In June 2001, EADS and Alenia Aeronautica, ATR's parent companies, decided to reinforce their partnership, regrouping all industrial activities related to regional airliners into the ATR consortium.<ref name="milestones 2017" /> 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 to deliver improved customer service.<ref name="milestones 2017" /> During April 2009, ATR announced the launch of its 'Door-2-Door' service as a new option in its comprehensive customer services range.<ref name="milestones 2017" /> In 2017, the 72-600 unit cost was US${{#expr:1300/50}} million.<ref name=FG170509>Template:Cite news</ref>

Further development

File:ATR 72-600 - 50505204912.jpg

The ATR 72-600 was launched on 2 October 2007.

As of October 2007, 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 adopting improved PW127M engines, a new glass cockpit, and various other minor improvements.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Since 2008, ATR has been a participant in the European Clean Sky Joint Technology Initiative. On 8 July 2015, an 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.<ref>Polek, Gregory. "ATR's "Green" Demonstrator Takes Flight." Template:Webarchive AIN Online, 8 July 2015.</ref> 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.<ref>Dubois, Thierry. "ATR Studies All-Electric Architecture for Turboprops." Template:Webarchive AIN Online, 22 March 2016.</ref>

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.<ref name="ain nov 2015" /> 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.<ref name="ain nov 2015" /> 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.<ref name="lease freight ain" />

In December 2015, the EASA approved a new high-density seating layout, raising the maximum capacity from 74 to 78 seats.<ref name="ainonline.com">Polek, Gregory. "ATe 72-600 Wins EASA Nod for High-density Cabin." Template:Webarchive AIN Online, 8 December 2015.</ref> During the 2021 Dubai Airshow in mid-November 2021, ATR debuted the new ATR 72-600 powered by new PW127XT powerplants with 20% lower maintenance cost and 3% lower fuel consumption than the predecessor PW127M powerplant.<ref name="Buyck">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

File:AZU AT72 F-WWEL!1195 3nov14 LFBO-1.jpg

An ATR prior to painting at Toulouse

Considerable emphasis has been placed upon the continuous development of ATR's aircraft models.<ref name="lease freight ain" /> 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.<ref name="reengine 2016" /> 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.<ref name="reengine 2016">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

File:AirSerbia ATR 72-600 fleet.jpg

AirSerbia ATR 72-600 fleet

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 Airbus CEO Fabrice Brégier favoured a focus on resolving manufacturing issues.<ref name="ain nov 2015" /><ref name="chin ain 2014" /> However, in January 2018, ATR's parent company Leonardo announced that the 100-seat program has been formally brought to a close.<ref>Template:Cite news</ref>

Design

File:Pratt & Whitney Canada PW123 retouched.jpg

A Pratt & Whitney Canada PW100 series engine

The 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 Template:Convert, while later-built aircraft are powered by the newer PW127 engine, rated at a maximum of Template:Cvt to achieve improved "hot and high" takeoff performance. It can land and takeoff in high airports with short runways like Andorra Airport. It employs carbonfibres for 30% of the wing by weight, for a 20% weight reduction.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

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 that stops the propeller on the No. 2 (right) engine while allowing the turbine to continue running, to provide both airflow and electrical power to the aircraft while on the ground. (This arrangement is referred to as "Hotel Mode".)

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.Template:Citation needed While passengers are boarding or disembarking, a tail stand is set into place as standard procedure to guard against the aircraft nose lifting off the ground.

Operational history

2011 was a record-breaking year for sales at ATR.<ref name="record 2011 AIN">Alcock, Charles. "ATR's Record Year Set To Get Better." Template:Webarchive AIN Online, 11 November 2011.</ref> 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 serving destinations that would otherwise be inaccessible to 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.<ref name="record 2011 AIN" />

For 2013, ATR claimed a 48 percent global market share for regional aircraft deliveries between 50 and 90 seats (comprising both turboprops and jets), making it the dominant manufacturer in this market segment.<ref name="chin ain 2014" /> 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".<ref name="chin ain 2014" /> 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,<ref>"Dubai Aerospace Enterprise Orders up to 40 ATR 72-600s." Template:Webarchive deagel.com, 12 February 2014. Retrieved: 15 April 2015.</ref> 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.<ref>"ATR scores big order at Paris, delivers Avianca ATR 72-600." Template:Webarchive Aviation International News. Retrieved: 26 December 2014.</ref> Placing their first order during 2011, by December 2012, Singaporean leasor Avation had a combined total of 20 ATR 72s on order;<ref>Francis, Leithen. "Singapore Lessor Orders More ATR 72s." Template:Webarchive Aviation Week, 19 December 2012.</ref> by February 2016, the number on order for Template:Not a typo had risen to 35 aircraft.<ref>"Template:Not a typo places $130 million aircraft order with ATR." Template:Webarchive Reuters, 16 February 2016.</ref>

During May 1997, ATR achieved their first breakthrough sale in China, placed by operator China Xinjiang Airlines and the Civil Aviation Administration of China (CAAC).<ref name="milestones arch" /> 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.<ref name="chin ain 2014">Dubois, Thierry. "ATR Wants Better Access to China Market." Template:Webarchive AIN Online, 11 February 2014.</ref> 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 in 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 were powered by turboprop engines.<ref>Dubois, Thierry. "ATR Sets Sights on China." Template:Webarchive AIN Online, 14 February 2016.</ref>

In response to airlines often wanting to replace their early production ATR models 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.<ref name="focus rece conv">Endres, Günter. "IN FOCUS: Recession woes continue at small end of cargo conversion market." Template:Webarchive Flight International, 26 October 2012.</ref> Both conversions involve complete stripping of furnishings along with the addition of floor strengthening, new window plugs and 9 g 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 Template:Convert 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.<ref name="focus rece conv" />

Iran Air

During February 2016, ATR signed a deal with 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.<ref>"Iran signs deal to buy 20 more airplanes." Template:Webarchive The Washington Post, 2 February 2016.</ref> Made possible by a negotiated relaxation of international sanctions against Iran, during June 2017, a €1 billion Iranian contract was finalized for the firm 20 airliners and 20 options;<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>Template:Cite news</ref><ref>Polek, Gregory. "ATR, Iran Air Seal $536 Million Deal for 20 ATR 72-600s." Template:Webarchive AIN Online, 11 April 2017.</ref> the delivery of the first four aircraft occurred within weeks of the deal being completed.<ref>Polek, Gregory. "Iran Air Takes Delivery Of Its First Four ATR 72-600s." Template:Webarchive AIN Online, 16 May 2017.</ref> US sanctions against Iran were reimposed in August 2018, by which time 13 of the order of 20 aircraft had been delivered. In April 2019 the US Office of Foreign Assets Control (OFAC) issued a two-year licence to ATR to allow it to supply spare parts and other essentials to keep the fleet of 13 ATR 72-600s in operation. However, the remaining 7 ATR 72-600s from the 2016 order remain sanctioned and in storage.<ref>Template:Cite journal</ref>

Turkish Navy

While primarily used as a civil aircraft, some ATR 72s have 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 changed its order to eight aircraft: Two ATR 72-600 TMUA (Turkish Maritime Utility Aircraft)<ref name=":0">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> versions, and six ATR 72-600 TMPA (Turkish Maritime Patrol Aircraft for MP/ASW/ASuW duties)<ref name=":0" /> versions.<ref>"ATR 72-600 TMPA: The new generation maritime patrol aircraft for the Turkish Navy." Template:Webarchive navyrecognition.com, 11 May 2013. Retrieved: 15 April 2015.</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The armed 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.<ref name="p72 del 2016" /> During 2013, the two ATR 72-600 TMUA aircraft were delivered to the Turkish Navy.<ref>"Turkish navy receives first utility-roled ATR 72-600." Template:Webarchive Reed Business Information Limited, Retrieved: 26 December 2014.</ref> The first ATR 72-600 TMPA was delivered in December 2020 and the second one in March 2021 was already in service with Turkish Navy.<ref name=":0" /><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> As of May 2021, 3 ATR 72-600 TMUA aircraft are being operated by the Turkish Navy.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Italian Air Force

The Italian Air Force selected the ATR 72-600 MP,<ref name=":1">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref name="p72 del 2016" /> An anticipated 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 ASW configuration.<ref name="fli MPA 2015">Perry, Dominic. "Alenia Aermacchi P-72A MPA tests near completion." Template:Webarchive Flight International, 13 October 2015.</ref> In December 2016, the first pair of P-72A aircraft were delivered to the Italian Air Force.<ref name="p72 del 2016">Pocock, Chris. "Leonardo Delivers ATR 72 Maritime Patrollers to Italy." Template:Webarchive AIN Online, 20 December 2016.</ref> The last aircraft was delivered to the Italian Air Force in February 2021.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Guardia di Finanza

A single ATR 72 MP was ordered by Italy's paramilitary Guardia di Finanza (GdF) in July 2019, followed by an order for a further three ATR 72s in October 2019. The aircraft, called P-72B by Guardia di Finanza,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> will supplement the GdF's existing force of four ATR-42s in the border surveillance, maritime patrol and search and rescue roles.<ref name="ai1219p13">Template:Cite magazine</ref>

FedEx Express

On 8 November 2017, FedEx Express launched the -600 cargo variant with 30 firm orders plus 20 options, in a freighter configuration from the factory.<ref name=PR8nov2017>Template:Cite press release</ref>

As of September 2018, 187 early variants had been produced with 172 operated by 55 carriers, 365 -500s were delivered with more than 350 in service at 75 operators, 444 -600s were produced and are operated by 74 carriers with a backlog of {{#expr:675-444}} orders. By then, with more than 60 -500s and 40 -600s in storage, new aircraft leases fell to $130,000 per month from $170,000. The -600 list price of $26.8M is typically discounted by 25% for a ${{#expr:26.8*.75round1}}M value, a 2012 aircraft is valued $13.3M and leased $115,000, falling to $10.2M and $100,000 in 2021, a D check costs $0.5M and the engine overhaul costs $0.3-1.0M.<ref name=AVN12nov2018>Template:Cite news</ref>

Failed bids

The ATR 72 was a candidate to replace the German Navy's P-3, at least as a stopgap solution from 2025 to 2032.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Germany ultimately selected the P-8A Poseidon in 2021.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Variants

File:Aurigny.atr72-200.g-bwda.arp.jpg

Early ATR 72-200/210 series have four-bladed propellers

File:ATR 72-212A(500), Air Dolomiti JP7588385.jpg

Later ATR 72-500/600 series have six-bladed propellers

File:ATR ATR-72-600 (ATR-72-212A), Royal Air Maroc Express AN1952510.jpg

An ATR 72-600 cockpit

File:ATR ATR-72-600 (ATR-72-212A), Royal Air Maroc Express AN2088120.jpg

ATR 72-600 cabin

ATR 72-100

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

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 Template:Convert.<ref>"ATR 72-200." Template:Webarchive atraircraft.com. Retrieved: 15 April 2015.</ref>

ATR 72-201

Higher maximum take-off weight variant of the -101, a PW124B-powered variant certified in September 1989.

Template:Visible anchor

Higher maximum take-off weight variant of the -102, a PW124B-powered variant certified in December 1989.

ATR 72-210

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 Template:Convert 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

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.

Template:Vanchor

File:Wings Air ATR 72-600 with special livery as the 50th delivered aircraft.jpg

Wings Air ATR 72-600 with special livery as the 50th delivered aircraft

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.<ref>"ATR 42/72-600." entrepreneur.com. Retrieved: 17 November 2012. Template:Webarchive</ref><ref>"ATR 72-600 to fly early this summer." AIN Online, Retrieved: 17 November 2012. Template:Webarchive</ref> The prototype ATR 72-600 first flew on 24 July 2009; it had been converted from an ATR 72-500.<ref name=First>"ATR 72-600 startet zum Erstflug" (in German). Template:Webarchive Flug Revue. Retrieved: 27 July 2009.</ref>

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 (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.<ref name="ainonline.com"/>

During the 2021 Dubai Airshow in mid-November 2021, ATR debuted the new ATR 72-600 engine which is powered by new PW127XT powerplants with 20% lower maintenance cost and 3% lower fuel consumption than the predecessor PW127M powerplant.<ref name="Buyck"/>

ATR 72-600 HighLine Editions

The ATR 72-600 HighLine is the same as the ATR 72-600 however it featured an executive cabin layout.

ATR 72MP

File:P-72A.jpg

ATR 72MP of Italian Air Force

The ATR 72MP is an ATR 72-600 derivative developed by Leonardo for search and rescue, maritime patrol, command and control, communication, computers, intelligence, surveillance and reconnaissance (C4ISR). Leonardo Electronics designed its Airborne Tactical Observation and Surveillance (ATOS) backbone to manage its sensors, combine their output in a tactical situation presented on up to four workstations.

The main sensors are

• a multimode radar, also with active electronically scanned array (AESA) like the Leonardo Electronics Seaspray 7300;
• an electro-optical turret (EO/IR);
• an automatic identification system (AIS);
• an airborne search and rescue direction finder (ASARS DF).

A tactical display is added to the glass cockpit and can be integrated with INS/GPS positioning systems and IFF transponder. Three U/VHF radios, one HF radio and a wideband SATCOM are used for communications. Other sensors, systems and communications equipment can be integrated, like an electronic support measure (ESM) system. A defensive aids sub-system (DASS) is optionally available for operation in hostile areas.<ref name=":1" />

ATR 72 ASW

The ATR 72 ASW integrates the ATR 72 MP (Maritime Patrol) mission system with similar on-board equipment, but with additional anti-submarine warfare (ASW) capabilities. A variant of the -600<ref name=":1" /> (itself a version of the maritime patrol model of the ATR 42-600)<ref name=":1" /> is also in production.<ref>"ASW variant." Template:Webarchive ATR, Retrieved: 17 November 2012.</ref> For the ASW and ASuW missions, it is armed with lightweight aerial torpedoes.<ref>"Naval Air: Twins Rule The Seas." Template:Webarchive Strategypage.com, 30 December 2008. Retrieved: 20 November 2010.</ref><ref name=":0" /> 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.<ref>"ATR 72-500ASW." Template:Webarchive deagel.com. Retrieved: 17 November 2012.</ref>

ATR 72-600 MAR

The ATR 72-600 MAR is an unarmed maritime surveillance version equipped with ELI-3360MPA system designed by Elbit Systems for the Philippine Air Force. Its capabilities are airborne ocean surface surveillance, telemetry recording and relay. Modified with AN/APS-143 Multi-Mode X-Band Maritime Surveillance Radar with Integrated IFF Interrogator to detect objects in the South China Sea and Benham Rise, the aircraft can detect a person in a life raft up to 128 km away in the water. It downlinks this telemetry data to a ground-based surveillance center which is to be integrated to the National Coast Watch Center system. It has the capability to relay four airborne UHF frequencies over the horizon to ground sites. Additional Mission Management System (MMS), L-3 Wescam MX-20HD electro-optical sensor system for intelligence, surveillance, and reconnaissance (ISR) and Signals Intelligence (SIGINT) capabilities.<ref>Template:Cite news</ref><ref>Template:Cite news</ref>

-600F

A purpose-built freighter variant of the -600, 8 November 2017 launch with 30 firm orders from FedEx plus 20 options.<ref name=PR8nov2017 /> The first flight of the variant took place on 16 September 2020;<ref>Template:Cite press release</ref> it was EASA certified by early December.<ref>Template:Cite news</ref> In December 2020, FedEx Express received the first one of its order of 30, to be operated by ASL Airlines Ireland between Paris Charles de Gaulle and the Czech Republic.<ref name=Flight15dec2020 /> FedEx should receive six aircraft per year until 2025, later freighters will fly in the US and in Latin America.<ref name=Flight15dec2020 /> Compared to the passenger airliner, windows are removed, the floor is reinforced and a large front cargo door is added to load seven LD3 containers.<ref name=Flight15dec2020 /> ATR forecasts a market for 460 converted or new-build turboprop freighters over 20 years.<ref name="Flight15dec2020">Template:Cite news</ref>

Other versions

File:ATR 3.jpg

A 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 at Farnborough 2002, coupled with a dedicated cargo conversion. FedEx, DHL, and UPS all operate the type.<ref>"ATR Cargo Solutions." Template:Webarchive atraircraft.com. Retrieved: 17 November 2012.</ref>

File:ATR 72-600F (FREIGHTER).jpg

Purpose-Built ATR 72-600F first flight on 16 September 2020

Corporate

A VIP version of the -500 is available with a luxury interior for executive or corporate transport.<ref>"ATR Corporate Version." Template:Webarchive atr.fr. Retrieved: 17 November 2012.</ref>

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 Template:Convert. The ATR-82 project (as it was dubbed) was suspended when AI(R) was formed in early 1996.Template:Citation needed

ATR 82 TF

ATR also studied a turbofan version of the proposed ATR 82 (stretched version of the ATR 72) in the early 1990s. Powered by either the Allison GMA 3012 or the General Electric CF34, the aircraft would have a range of about Template:Cvt and cruise at Template:Cvt at an altitude of Template:Cvt.<ref name="CRAN19920706">Template:Cite newsletter</ref>

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 containerised freight loading. It takes 30 minutes to convert the ATR 42, and 45 minutes to convert the ATR 72. Each optimized container has Template:Convert of usable volume and maximum payload is 435 kg (960 lb).<ref>"ATR Quick Change." Template:Webarchive ATR, Retrieved: 17 November 2012.</ref>

Major operators

File:PK-WFU.jpg

An ATR 72 of Wings Air, one of the largest operators of the type

Civilian operators

See List of ATR 72 operators.

Airline operators with more than 15 aircraft

Airline	100	200F	500	600	600F	Total
Alliance Air	-	-	-	18	-	citation	CitationClass=web }}</ref>
Wings Air (Lion Group	-	-	19	54	-	citation	CitationClass=web }}</ref>
Indigo Air	-	-	-	45	-	citation	CitationClass=web }}</ref>
Azul Brazilian Airlines	-	-	-	40	-	citation	CitationClass=web }}</ref>
FedEx Express	-	19	-	-	20	39
Air New Zealand	-	-	-	29	-	citation	CitationClass=web }}</ref>
Swiftair	-	10	-	-	5	15Template:Citation needed
Binter Canarias	-	-	3	25	-	citation	CitationClass=web }}</ref>
Buddha Air	-	-	16	-	-	citation	CitationClass=web }}</ref>
Air Algérie	-	15	-	15	-	citation	CitationClass=web }}</ref>
UTair	-	-	15	-	-	citation	CitationClass=web }}</ref>
Cebgo	-	-	7	13	1	citation	CitationClass=web }}</ref>

Military operators

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• Turkish Navy<ref name="World Air Forces 2025" /><ref name="fiwaf12 p62">Hoyle, Craig. "World Air Forces Directory". Flight International, Vol. 182, No. 5370, 11–17 December 2012. ISSN 0015-3710, p. 62.</ref><ref>"Alenia Aermacchi delivers first ATR72-600 TMUA to Turkish Navy." Template:Webarchive navyrecognition.com, 24 July 2013. Retrieved: 15 April 2015.</ref>

Accidents and incidents

File:American Eagle Flight 4184 crashsite.jpg

Remains of American Eagle Flight 4184, the first fatal accident involving the ATR 72

File:Yeti Airlines crash in Pokhara 2023.jpg

Remains of Yeti Airlines Flight 691, the deadliest accident involving the ATR 72

The ATR 72 has been involved in 66 aviation accidents and incidents,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> including 40 hull losses,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> resulting in {{#expr:68+4+2+16+1+68+33+49+48+43+66+72+62}} fatalities.<ref name=ASN-occurrences /> As of August 2024, there have been 13 accidents with at least one fatality reported. The first fatal accident involving the aircraft was American Eagle Flight 4184 on 31 October 1994, with 68 fatalities, while the most recent accident occurred on 9 August 2024 when Voepass Linhas Aéreas Flight 2283 crashed resulting in 62 fatalities.<ref name=ASNstats>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

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Date	Flight	Variant	Template:Abbr	Template:Abbr	Location	Event
31 Oct 1994	American Eagle 4184	-212	68	0	United States, near Roselawn, IN	citation	CitationClass=web }}</ref> Inadequate documentation.
30 Jan 1995	TransAsia 510A	-202	4	0	Taiwan, near Taipei	Crashed into a hillside, the four crew died.<ref>"Accident description of TransAsia Airways incident." Template:Webarchive Aviation Safety Network (ASN), 30 January 1995. Retrieved: 6 August 2014.</ref> Failure to maintain situational awareness and cross check navigation.
21 Dec 2002	TransAsia 791	-202	2	0	Taiwan, near Makung City	Crashed due to icing, both crew died.<ref>"Council-Occurrence Investigations." Template:Webarchive Aviation Safety, Retrieved: 17 November 2012.</ref> Incorrect procedures.
6 Aug 2005	Tuninter 1153	-202	16	23	Italy, near Palermo	Ditched due to fuel exhaustion caused by maintenance installing inappropriate indicators.<ref name="Avsafetynetworktuninter">"ASN Aircraft accident ATR-72-202 TS-LBB Palermo-Punta Raisi Airport (PMO)." Template:Webarchive Aviation-safety.net, Retrieved: 20 November 2010.</ref>
4 Aug 2009	Bangkok Airways 266	-212A (-500)	1	71	Thailand, Koh Samui Airport	Skid into a disused tower, the captain died.
4 Nov 2010	Aero Caribbean 883	-212	68	0	Cuba, near Guasimal	Crashed due to icing and bad crew decisions.<ref name=ASN041110>"Accident description." Template:Webarchive Aviation-safety.net. Retrieved: 5 November 2010.</ref><ref>"Cuban plane crash kills all 68 aboard." Template:Webarchive Cbc.ca, 5 November 2010. Retrieved: 20 November 2010.</ref>
2 Apr 2012	UTair 120	-201	33	10	Russia, Tyumen Airport	Crashed soon after takeoff.<ref>" До 33 возросло число жертв авиакатастрофы под Тюменью Increased to 33 the number of victims of the crash near Tyumen." Template:Webarchive ITAR-TASS News Agency. Retrieved: 17 November 2012.</ref> Incorrect deicing procedures.
16 Oct 2013	Lao Airlines 301	-600	49	0	Laos, near Pakse Airport	Crashed into the Mekong while on approach.<ref>"Laos crash: 49 dead as plane goes down in Mekong River." Template:Webarchive BBC News, 16 October 2013.</ref> Incorrect procedures.
23 Jul 2014	TransAsia 222	-500	48	10	Taiwan near Magong Airport	Crashed while landing.<ref>"Taiwan plane crash kills 48, injures 10." Template:Webarchive cnn.com, 24 July 2014. Retrieved: 15 April 2015.</ref> Incorrect procedures.
4 Feb 2015	TransAsia 235	-600	43	15	Taiwan, Keelung near Taipei	Engine failed after takeoff, crashed into water upside down after remaining engine shut down by mistake.
18 Feb 2018	Iran Aseman 3704	-212	66	0	Iran, near Yasuj Airport	Crashed into Mount Dena.<ref>Template:Cite news</ref> Incorrect procedures.
15 Jan 2023	Yeti Airlines 691	-500	72	0	Nepal, Pokhara	Crashed while landing after banking sharply to the left with mistakenly feathered propellers.<ref>{{#invoke:citation/CS1|citation	CitationClass=web }}</ref>
9 Aug 2024	Voepass Linhas Aéreas 2283	-500	62	0	Brazil, near Vinhedo	Crashed after abruptly falling from cruising altitude, videos show the plane in a flat spin before impact. All 62 passenger and crew bodies were recovered.<ref>{{#invoke:citation/CS1|citation	CitationClass=web }}</ref> The preliminary report states "after encountering icing conditions, control of the aircraft was lost and it crashed into the ground".<ref>{{#invoke:citation/CS1|citation	CitationClass=web }}</ref>

Specifications

File:ATR family v1.0.png

Line drawings of ATR 72 and shorter ATR 42 aircraft

Model	citation	CitationClass=web }}</ref>	citation	CitationClass=web }}</ref>	citation	CitationClass=web }}</ref>	citation	CitationClass=web }}</ref>
Crew	4
Capacity	66@31"			72@29"
Length	27.17 m (89 ft 2 in)
Height	7.65 m (25 ft 1 in)
Wingspan	27.05 m (88 ft 9 in)
Wing area	61.0 m2(665 sq ft)
Aspect Ratio	12
Width	2.57 m (8 ft 5 in) (cabin, maximum)
Max takeoff weight	22,000 kg (48,501 lb)			22,800 kg (50,265 lb)
Operating empty	12,400 kg (27,337 lb)	12,450 kg (27,447 lb)	12,950 kg (28,549 lb)	13,010 kg (28,682 lb)
Max payload	7,000 kg (15,432 lb)			7,550 kg (16,645 lb)
Max fuel	5,000 kg (11,023 lb)
Engines (2x)	PW124B	PW127	PW127F/M	PW127M/N/XT
Unit power	2,400 SHP	2,750 SHP
High speed cruise	278 kn (515 km/h)	279 kn (517 km/h)	275 kn (510 km/h)
Ceiling	7,600 m (25,000 ft)
Range (Max pax)	Template:Convert	Template:Convert	Template:Convert	Template:Convert
Takeoff (MTOW, SL, ISA)	1,409 m (4623 ft)	1,211 m (3973 ft)	1,224 m (4,016 ft)	1,279 m (4,196 ft)
Landing (MLW, SL)	1,036 m (3,399 ft)	902 m (2,959 ft)	899 m (2,949 ft)	915 m (3,002 ft)

References

Citations

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External links

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