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 (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 August 16th 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, the manufacturer's first regional airliner. On October 27th 1989, Finnish airline 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.

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 2,400 shp (1,800 kW).
 * 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
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
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. 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 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.

Other variants

 * 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.
 * ATR-72-600F: Freighter variant of the -600, November 8th 2017 launch with thirty firm orders from FedEx plus twenty options. The first should be delivered in 2020.
 * P-72A ASW: The 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 duties.
 * Corporate:' A VIP version of the −500 is available with a luxury interior for executive or corporate transport.
 * 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.
 * 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).

Users

 * Algeria
 * Algerian Air Force
 * Italy
 * Aeronautica Militare
 * Guardia di Finanza
 * Pakistan
 * Pakistan Navy
 * Philippines
 * Philippine Air Force
 * South Africa
 * South African Air Force
 * Thailand
 * Royal Thai Air Force
 * Turkey
 * Turkish Navy

Related Development

 * ATR-42

Comparable Aircraft

 * British Aerospace ATP
 * CASA C-295
 * De Havilland Canada Dash-8 Series 400
 * Fokker 60
 * Ilyushin Il-114