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ATR 72

The ATR 72 is a twin-engine turboprop short-haul regional airliner developed and manufactured by ATR, a joint venture between Airbus and Leonardo, with a standard seating capacity of 68 to 78 passengers depending on configuration.^[1]^[2] Launched in 1986, the aircraft achieved its maiden flight on 27 October 1988 and entered commercial service exactly one year later with Finnair, establishing itself as a benchmark for efficiency in regional aviation due to its low fuel consumption and suitability for operations on short, unprepared runways.^[3]^[4] Powered by Pratt & Whitney Canada PW127-series engines producing up to 2,750 shaft horsepower each, the ATR 72 features variants including the initial -200 and -500 models with upgraded avionics and the current -600 series incorporating glass cockpits and enhanced performance for up to 78 seats.^[5]^[2]^[6] By 2018, ATR had delivered its 1,000th ATR 72, with the type operating fleets for over 200 airlines across more than 100 countries, led by operators like Wings Air, underscoring its dominance in the turboprop market for cost-effective regional connectivity.^[4]^[7]^[8] Early operations faced scrutiny over icing vulnerabilities revealed in incidents like the 1994 American Eagle crash, prompting design modifications and pilot training enhancements that have since improved its safety profile relative to peers.^[9]

Development

Origins and initial design

The ATR consortium, formally known as Aerei da Trasporto Regionale, was established on November 4, 1981, through a joint venture between France's Aérospatiale and Italy's Aeritalia, with the explicit aim of developing turboprop regional airliners to serve short-haul routes where jet aircraft proved inefficient due to high fuel consumption and runway limitations.^[10]^[11] The partnership pooled resources to prioritize designs offering low direct operating costs, leveraging turboprop propulsion for superior efficiency on sectors typically under 500 nautical miles, where economic viability hinged on minimizing fuel burn and maximizing payload flexibility over runway-constrained airstrips.^[12] In response to market demand for increased capacity following the ATR 42's conceptual validation, ATR announced in January 1986 the development of the ATR 72 as a fuselage-stretched derivative, extending the cabin length by approximately 4.5 meters to accommodate up to 70 passengers while preserving the ATR 42's fundamental structure for rapid certification and shared production efficiencies.^[13] This evolution targeted airlines operating regional networks with thin demand densities, emphasizing turboprop advantages in fuel economy—reportedly 30-40% lower than comparable jets on short routes—and versatility for unpaved or short runways common in underserved markets.^[14] Core initial design decisions centered on retaining the ATR 42's high-wing layout with a T-tail for enhanced short-field performance, stall characteristics, and ground clearance for large propellers, which facilitated operations from airports with obstacles or limited infrastructure.^[15] Propulsion was specified with twin Pratt & Whitney Canada PW120 turboprops, each rated at 2,000 shp, chosen in 1981 for their proven reliability, flat-rated power delivery in hot-and-high conditions, and compatibility with the airframe's emphasis on low-speed efficiency over cruise speed.^[16] These elements underscored a first-principles approach to causal factors like thermodynamic efficiency in propellers versus jet engines for subsonic regional flight, avoiding the higher acquisition and maintenance burdens of jets.

Certification and entry into service

The prototype ATR 72, registered F-WGEF, conducted its maiden flight on October 27, 1988, from Toulouse-Blagnac Airport in France, lasting 1 hour and 2 minutes and validating basic handling and systems performance.^[17] This followed the program's launch announcement on January 15, 1986, as a stretched derivative of the ATR 42, with assembly of the prototype commencing shortly thereafter.^[18] Certification involved extensive testing to meet European and U.S. standards, culminating in approval by the French Direction Générale de l'Aviation Civile (DGAC) in September 1989, followed by U.S. Federal Aviation Administration (FAA) type certification on September 25, 1989.^[19] The process addressed multiple technical concerns raised by regulators, including 19 issues identified by the FAA during flight evaluations, which necessitated additional validation of aerodynamics, propulsion integration, and structural integrity to ensure compliance with airworthiness requirements.^[20] Specific engineering focuses included propeller ground clearance margins and stall behavior under various configurations, resolved through iterative modifications and test data analysis. The ATR 72 entered commercial service on October 27, 1989, with early operators including Air Littoral in France and Kar-Air in Finland, marking rapid market uptake among regional carriers.^[21] ^[22] Its appeal stemmed from direct operating costs estimated 20-30% lower than comparable regional jets on short-haul routes under 500 nautical miles, driven by turboprop efficiency in fuel burn and maintenance, prompting initial orders exceeding 100 units within the first year from European airlines seeking economical replacements for aging fleets.^[23]

Production milestones and upgrades

The ATR 72 entered full-rate production following its certification in 1989, with initial output focused on meeting demand from regional carriers in Europe and North America, achieving peak annual rates of around 50-60 aircraft during the 1990s amid expansion of short-haul networks.^[15] Production volumes later moderated in the early 2000s due to market saturation and competition from jets, but cumulative deliveries surpassed 1,000 units by 2012, reflecting sustained demand for efficient turboprops on low-density routes. By 2025, over 1,700 ATR aircraft—including a majority of ATR 72 variants—had been delivered worldwide, underscoring a resurgence post-2020 driven by recovery in regional aviation and fuel efficiency advantages over alternatives.^[24] A significant upgrade came with the ATR 72-500, certified and entering service in 1997, incorporating PW127 engines that enhanced hot-and-high performance and climb rates compared to earlier PW120-powered models, enabling operations at more challenging airports.^[25] This variant addressed operator feedback on power limitations in demanding environments, boosting sales in regions like Latin America and Asia.^[2] Further evolution occurred with the ATR 72-600 series, launched in 2007 and achieving first delivery in 2011, which introduced upgraded avionics and propulsion refinements for improved dispatch reliability and reduced operating costs.^[26] These enhancements, including integration of newer engine variants, extended the type's competitiveness without major airframe redesigns.^[15] Production faced disruptions during the COVID-19 pandemic, dropping to just 10 assemblies in 2020 amid halted orders and supply chain strains, but ATR adapted by streamlining final assembly lines in Toulouse and leveraging component stockpiles from partners like Pratt & Whitney.^[27] Post-recovery efforts yielded a 40% increase in orders for 2024, primarily for ATR 72-600s, enabling stabilized output targeting 48-60 units annually by 2025 through optimized workflows and backlog prioritization.^[28]^[29] This ramp-up emphasized modular upgrades, such as optional PW127XT engines introduced in 2022, which cut fuel burn and maintenance by up to 20% via higher thermodynamic efficiency.^[24]

Design features

Airframe and aerodynamics

The ATR 72 employs a high-wing monoplane configuration paired with a T-tail empennage, optimizing propeller clearance and providing inherent stability for regional operations on short or unprepared runways.^[30] This layout facilitates low-speed handling and minimizes ground effect interference during takeoff and landing.^[31] The wings incorporate full-span Fowler flaps that deploy to generate high lift coefficients, enabling short takeoff distances of 1,315 meters at maximum takeoff weight, sea level, and ISA conditions for the ATR 72-600 variant.^[1] Landing distances are further reduced to 915 meters at maximum landing weight under similar conditions, supporting access to over 4,000 regional airports worldwide with runway lengths under 1,500 meters.^[1] These aerodynamic features prioritize stall margins and controllability at approach speeds around 100-110 knots, rather than high-speed performance.^[6] Composite materials, including carbon fiber reinforced polymers, are extensively used in the tail assembly, dorsal fin, and engine fairings, achieving weight savings of up to 20% compared to all-metallic equivalents while enhancing corrosion resistance in humid or coastal environments.^[32] This material selection reduces structural mass without compromising fatigue life, contributing to an overall empty weight optimization for fuel-efficient short-haul missions.^[33] Aerodynamically, the ATR 72's design trades maximum speed for propeller-driven efficiency, with a cruise true airspeed of 275 knots at optimal flight levels, where propulsive efficiency exceeds 80% versus comparable jet aircraft.^[34] The wing's moderate aspect ratio of approximately 9.7 and sweptback leading edge minimize induced drag at these lower Mach numbers (around 0.4), yielding block fuel savings of 35% per passenger on 300-nautical-mile sectors relative to regional jets.^[35] This configuration underscores causal trade-offs in regional aviation, where operational economics favor loiter capability and direct operating costs over transonic performance.^[31]

Propulsion and systems

The ATR 72 is powered by two Pratt & Whitney Canada PW127-series turboprop engines mounted on the wings, with takeoff power ratings varying by sub-variant from 2,160 shp (PW124B in early models) to 2,750 shp (PW127 in enhanced configurations).^[36] ^[37] These engines drive six-bladed, reversible composite propellers optimized for short takeoff and landing operations, incorporating advanced materials for reduced weight and noise.^[38] Full Authority Digital Engine Control (FADEC) systems manage fuel flow, ignition, and power settings automatically, enabling precise throttle response and thermal management in hot-and-high conditions with up to a 4.5% increase in maximum takeoff power over baseline ratings.^[39] ^[40] The PW127 series delivers fuel efficiency advantages inherent to turboprop propulsion, burning 45% less fuel and emitting 45% less CO₂ than comparable regional jets on missions under 500 nautical miles, primarily due to propeller efficiency at lower speeds and altitudes below 25,000 feet.^[41] This setup supports the ATR 72's economic edge in regional networks, with block fuel savings per passenger reaching 35% versus equivalent jets on 300 nm sectors.^[35] Engine design emphasizes durability, with compatibility for up to 100% sustainable aviation fuel (SAF) blends to further reduce lifecycle emissions without performance penalties.^[42] Auxiliary systems include dual independent hydraulic circuits, each driven by engine-mounted pumps operating at 3,000 psi, providing redundancy for flight controls, landing gear extension/retraction, and wheel braking to maintain operational integrity even with a single system failure.^[43] ^[44] The environmental control system (ECS) uses engine bleed air for cabin pressurization to 8.0 psi differential and temperature regulation, with ram air cooling and electrical backups suited to operations from unpaved or contaminated runways in remote areas.^[45] These features underpin dispatch reliability exceeding 99%, bolstered by extended maintenance intervals in later PW127 variants reaching 20,000 flight hours for overhauls.^[46] ^[47]

Avionics and interior configurations

The avionics of the ATR 72 evolved from analog instrumentation in early models to digital glass cockpits in the -500 and -600 series, incorporating integrated modular avionics to reduce pilot workload and enhance situational awareness.^[48] The -600 variant features the Thales-developed Standard 3 avionics suite, which includes five large liquid crystal displays for primary flight, navigation, and engine indications, enabling streamlined data presentation and software upgradability.^[49] This suite supports optional enhancements like the Synthetic Vision System (SVS), certified by EASA in July 2017, which generates 3D terrain overlays on the primary flight display to mitigate risks in low-visibility conditions such as during approach or in adverse weather.^[49]^[50] Cabin interiors in the ATR 72 prioritize flexibility, with standard configurations accommodating 68 to 78 passengers depending on pitch and layout density; high-density setups use 29-inch seat pitch for up to 78 seats, while comfort-oriented arrangements limit to 64-70 seats with wider 31-inch pitch, including provisions for galleys, toilets, and baggage.^[51]^[52] Quick-change kits enable operators to reconfigure the cabin from passenger to freighter mode in under four hours by removing seats and installing cargo restraints, supporting mixed operations on regional routes with variable demand.^[2]^[53] Acoustic treatments and composite materials in the fuselage contribute to cabin noise levels typically below 85 dB(A) during cruise, countering outdated perceptions of turboprop discomfort and aligning with passenger expectations for regional travel.^[54]^[55]

Variants

Early civilian models (ATR 72-100 to -210)

The ATR 72-100 represented the initial production variant of the ATR 72 family, entering commercial service on 27 October 1989 with Finnair as the launch customer.^[3]^[56] Powered by two Pratt & Whitney Canada PW120-series turboprop engines, each delivering takeoff power ratings around 2,000 shp, the -100 was designed for regional short-haul operations with a standard seating capacity of 68 passengers in a high-density layout.^[57]^[6] Its typical range extended to approximately 800 nautical miles under standard conditions, prioritizing efficiency on low-volume routes typical of European feeder networks.^[58] The ATR 72-200 followed as a derivative optimized for mixed passenger and cargo roles, incorporating provisions for quick-change interiors to facilitate conversions between all-passenger and combi configurations without major structural modifications.^[59] Retaining the PW120-series engines of the -100, the -200 maintained similar performance parameters but enhanced operational flexibility for operators serving remote or cargo-dependent regions, with production spanning the early 1990s alongside the baseline model.^[57] These variants targeted cost-sensitive regional carriers, emphasizing low fuel consumption and short-field capabilities derived from the high-wing design and robust landing gear. The ATR 72-210 introduced incremental improvements over the -100 and -200, primarily through uprated propellers that boosted hot-and-high performance while preserving the core PW120 powerplants.^[59] Certified in the early 1990s, the -210 supported 68-seat configurations with an extended range potential nearing 800 nautical miles, addressing initial limitations in power assurance for demanding environments.^[58] Lacking full-authority digital engine control (FADEC) systems found in later iterations, these early models relied on manual engine management, which operators mitigated through rigorous pilot training but which spurred subsequent upgrades for reduced workload and reliability.^[6] Collective production of the -100 to -210 series laid the foundation for over 300 units delivered in the program's formative years, establishing the ATR 72 in European and select international feeder fleets before evolutionary refinements in the mid-1990s.^[9]

Advanced civilian models (ATR 72-500 and -600)

The ATR 72-500, certified by French authorities in January 1997, represented a significant upgrade over earlier variants through the adoption of Pratt & Whitney Canada PW127F engines rated at 2,475 shaft horsepower each, paired with six-bladed Hamilton Standard propellers.^[13] These enhancements delivered improved hot-and-high performance and approximately 5% better climb capability compared to prior PW120/121-powered models, enabling more efficient operations on challenging routes.^[60] The variant maintained a standard passenger capacity of up to 72 while incorporating advanced acoustic treatments for reduced cabin noise. Introduced with EASA certification in May 2011 and first deliveries in August of that year, the ATR 72-600 built upon the -500 platform by integrating PW127M engines capable of a 5% power boost under demanding takeoff conditions, alongside a modern Thales glass cockpit avionics suite.^[61]^[13]^[62] This avionics upgrade features ergonomic displays and simplified interfaces that reduce pilot workload, supporting enhanced situational awareness during instrument flight rules operations.^[62] The -600 also includes updated interior options for improved passenger comfort, positioning it as the current production standard for ATR's regional turboprop lineup. Both models achieve a typical range of around 758-900 nautical miles with maximum payload, making them suitable for short- to medium-haul regional routes.^[34] By 2025, hundreds of ATR 72-600 aircraft had entered service with operators including IndiGo, which maintains a fleet of 48 units averaging 4.8 years old for domestic connectivity in India.^[63] Operators report annual cost savings of $1-2 million per aircraft relative to comparable regional jets on low-demand sectors, driven by 45% lower fuel consumption and overall operating expenses.^[64]^[65]

Military and special-mission variants

The ATR 72MP is a maritime patrol variant derived from the ATR 72-600 airframe, optimized for surveillance missions with integration of the Airborne Tactical Observation and Surveillance (ATOS) system, which coordinates sensors including radar, electro-optical/infrared pods, and electronic support measures for surface and subsurface threat detection.^[66] This configuration supports anti-submarine warfare (ASW) through augmented equipment such as sonobuoys, dipping sonar compatibility, and weapon stations for torpedoes or depth charges, enabling detection and engagement of submerged targets.^[67] The platform's turboprop propulsion provides endurance exceeding eight hours on station, advantageous for persistent maritime monitoring over jets, though its subsonic speed limits rapid response scenarios.^[68] Italy operates the ATR 72MP in military and paramilitary roles, with the Aeronautica Militare designating the P-72A for multirole maritime patrol, electronic intelligence, and command-control functions; four units were in service as of 2025, primarily for peacetime surveillance but with ASW upgrades under consideration.^[69] The Guardia di Finanza, Italy's financial police, fields the P-72B variant, with four delivered by 2022 for air-sea patrol, smuggling interdiction, and search-and-rescue, leveraging onboard sensors for discreet target identification over extended ranges.^[70] Turkey's Navy employs the ATR 72-600 TMPA under the MELTEM-III program, commissioning six dedicated patrol aircraft and two utility variants (TMUA) by 2023 for ASW and anti-surface warfare in the Aegean and Black Sea regions, featuring indigenous avionics and torpedo deployment capabilities.^[71] Adoption of ATR 72-based military variants remains limited, totaling approximately 20 units across operators, constrained by competition from faster fixed-wing jets and helicopters for high-threat environments, yet favored by island or coastal nations for its low operating costs—around 30% below comparable jets—and reliability in austere conditions.^[72] Emerging procurements include two ATR 72MP for Malaysia's Royal Air Force, focused on South China Sea patrols, and planned ATR 72-600MPA for the Philippines to replace aging Fokker F27s in archipelago surveillance.^[73] These adaptations prioritize sensor fusion over speed, aligning with asymmetric threats like smuggling and submarine incursions rather than peer conflicts.^[74]

Operational deployment

Civilian operators and routes

The ATR 72 serves as a primary aircraft for regional airlines operating short-haul, high-frequency routes, particularly in areas with dispersed populations and limited infrastructure where its turboprop efficiency outperforms jet alternatives on segments under 500 nautical miles. Its short takeoff and landing capabilities enable access to austere airfields with unpaved or narrow runways, supporting operations in remote villages and archipelagos.^[75] Wings Air, a subsidiary of Lion Air Group in Indonesia, operates the world's largest fleet of ATR 72 aircraft, exceeding 50 units primarily configured as ATR 72-600s for island-hopping services connecting the nation's thousands of islands.^[76] These operations leverage the aircraft's low fuel consumption and reliability for frequent, low-demand routes that sustain connectivity in high-density, short-sector networks.^[7] In cargo applications, FedEx Express has integrated ATR 72-600F freighters, including orders for 10 new-build units and the first passenger-to-freighter conversion featuring a large cargo door, to optimize regional feeder networks with payloads up to 9.2 tons over 1,000 nautical miles.^[77] This configuration addresses economic demands for time-sensitive parcel distribution in areas underserved by larger jets. The aircraft's prevalence extends across Asia and Africa, where operators utilize it for intra-regional flights emphasizing cost per trip over speed, with deployments in over 100 countries facilitating service to secondary cities and challenging environments.^[78] Examples include Air New Zealand's domestic routes like Christchurch to Wellington, underscoring its role in high-utilization, point-to-point missions.^[79]

Military and government applications

The ATR 72 has been adapted for military and government roles primarily as a maritime patrol platform, equipped with sensors for surface and subsurface surveillance, electronic intelligence gathering, and anti-submarine warfare capabilities.^[66] These variants support missions including sea lane monitoring, fisheries protection, anti-piracy operations, smuggling interdiction, and counter-narcotics efforts, benefiting from the aircraft's endurance and ability to operate from short, unprepared runways suitable for austere bases.^[66]^[80] Italy's Guardia di Finanza, the paramilitary customs and border police, operates a fleet of ATR 72MP aircraft designated P-72B, used for air-sea patrols, search and rescue, and identification of suspicious vessels.^[70] The service received its fourth P-72B in July 2022, enhancing surveillance over Italy's extensive coastlines and supporting evidence collection for law enforcement.^[70] Separately, the Italian Air Force employs the P-72A variant for maritime patrol, surface vessel identification, search and rescue, and counter-narcotics missions, with the first aircraft delivered in 2017.^[81] The Turkish Navy utilizes ATR 72-600 TMPA (P-72) aircraft under the MELTEM-III program for Aegean Sea operations, including anti-surface and anti-submarine warfare.^[82] Two aircraft were commissioned in December 2021, with a total of six TMPA and two TMUA (Turkish Maritime Utility Aircraft) configured for multi-role patrol duties.^[71] These platforms provide extended loiter times and integrated weapon systems for regional maritime security.^[82] Malaysia signed a contract in May 2023 for two ATR 72 MPA aircraft to bolster maritime surveillance, targeting illegal activities such as drug trafficking and piracy through advanced radar and electro-optical systems.^[83] This acquisition reflects the appeal of ATR 72 variants to smaller navies seeking cost-effective, versatile assets for littoral operations without requiring large airfields.^[83]

Market economics and competitive positioning

The ATR 72 has achieved substantial market penetration, with over 1,700 units ordered across its variants by 2025, reflecting sustained demand despite competition from regional jets.^[64] In 2024, ATR recorded a 40% year-on-year increase in orders, totaling 56 aircraft, alongside stable deliveries of 35 units, signaling a recovery from earlier preferences for jet aircraft amid rising fuel costs and environmental pressures.^[84]^[85] This growth is driven by the aircraft's economic advantages in regional operations, particularly on routes under 500 nautical miles, where turboprops outperform jets in direct operating costs. The ATR 72's competitive edge stems from its superior fuel efficiency, emitting approximately 45% less CO2 per kilometer than comparable regional jets like the Bombardier CRJ series on short-haul sectors, due to the inherent efficiency of turboprop propulsion at lower speeds.^[65] Lifecycle costs are further reduced by lower acquisition prices—typically 20-30% below equivalent jets—and minimal runway requirements, enabling service to underserved airports overlooked by larger manufacturers such as Boeing and Embraer, who prioritize jet-centric portfolios. These factors position the ATR 72 as a cost-effective solution for high-frequency, low-density networks, capturing market share in efficiency-sensitive segments. However, penetration remains uneven, with limited adoption in the United States due to airline pilot scope clauses that restrict regional affiliate operations and favor jet aircraft for perceived prestige and speed, despite turboprops' compliance with seat limits.^[86]^[87] Globally, the ATR 72 dominates in emerging economies across Asia, Africa, and Europe, where infrastructure constraints and fuel price volatility amplify its advantages over jet rivals, sustaining order backlogs amid a projected demand for 1,000-1,200 new turboprops through 2040.^[88]^[89]

Safety and incidents

Accident statistics and causal factors

Since entering service in 1989, the ATR 72 has been involved in 66 accidents and incidents, including 40 hull losses, resulting in 470 fatalities across more than 1,200 aircraft delivered.^[90]^[91] Analyses of these events indicate that over 60% involve human factors such as pilot error or inadequate maintenance practices, often occurring in regions with less stringent regulatory environments, rather than systemic airframe or propulsion defects.^[90]^[92]^[93] The January 15, 2023, crash of Yeti Airlines Flight 691, an ATR 72-500 operating from Kathmandu to Pokhara, Nepal, exemplifies procedural lapses; the final report attributed the loss of control and 72 fatalities to the captain inadvertently advancing both condition levers to feather the propellers while intending to configure flaps, compounded by the monitoring pilot's failure to intervene promptly.^[94]^[95] In the August 9, 2024, VoePass Flight 2283 incident near Vinhedo, Brazil, involving an ATR 72-500 with 62 fatalities, preliminary findings describe a loss of aircraft control during cruise at 17,000 feet, with contributing elements including delayed crew recognition and response to the upset, pointing to gaps in upset recovery training rather than confirmed mechanical failure.^[96]^[97] These patterns align with broader turboprop data, where controlled flight into terrain, loss of control in flight, and runway excursions—predominantly linked to decision-making errors or oversight deficiencies—account for the bulk of occurrences, distinct from rare propulsion anomalies.^[90]^[98]

Icing vulnerabilities and regulatory responses

The ATR 72's icing vulnerabilities were starkly revealed in the crash of American Eagle Flight 4184 on October 31, 1994, near Roselawn, Indiana, where the aircraft encountered supercooled large droplets (SLD) in freezing rain, leading to ice accretion aft of the de-icing boots on the horizontal stabilizer and an uncommanded aileron deflection that caused a fatal roll excursion.^[99] The National Transportation Safety Board (NTSB) determined that the primary cause was the accumulation of ice formations not anticipated during certification testing under Appendix C of 14 CFR Part 25, which does not fully address SLD conditions beyond the protected leading edges.^[99] This event highlighted the turboprop's operational exposure to lower altitudes where such marginal weather persists, amplifying risks when pilots extend hold patterns in icing layers.^[100] In response, the Federal Aviation Administration (FAA) issued emergency airworthiness directives grounding ATR 42 and 72 fleets temporarily on November 16, 1994, prohibiting autopilot use in known icing to heighten pilot awareness of control anomalies.^[101] Subsequent directives mandated operational limitations, such as avoiding flight in visible moisture between 0°C and -10°C without activating de-icing systems earlier, and required ATR to develop modifications including redesigned de-icing boots and aerodynamic changes to the wing and stabilizer to mitigate residual ice effects. By 1996, these upgrades, informed by extensive wind tunnel and flight tests, were incorporated via service bulletins, enhancing ice shedding and reducing sensitivity to asymmetric ice shapes, though full SLD certification remained elusive under existing rules.^[102] Regulatory evolution continued with FAA initiatives post-1994, including a 2007 rule emphasizing timely activation of ice protection systems across turboprops, prompted by ongoing ATR icing reviews.^[103] Debates emerged over certification conservatism, with critics arguing that Appendix C's limitations imposed undue operational restrictions on turboprops without addressing root causal gaps in SLD handling, while empirical data post-modification showed icing-related incidents for the ATR 72 becoming rare in compliant operations, confined mostly to procedural lapses or extreme conditions.^[99] Residual vulnerabilities persist in severe SLD environments, where large droplets can bypass boots and form horns or ridges, underscoring limits in pilot judgment for exit strategies amid forecast uncertainties.^[20] Later, the 2014 FAA rule expanded certification requirements for SLD and mixed-phase icing, influencing retrofits but affirming that procedural mitigations and pilot training remain critical causal barriers.^[104]

Operator-specific performance and maintenance realities

Operators in developed regions, particularly Europe and North America, have demonstrated markedly superior safety performance with the ATR 72 compared to those in Asia, Africa, and Latin America, where accident rates are elevated due to inconsistent maintenance practices and training deficiencies rather than aircraft design limitations. European carriers such as Finnair, which has operated the type since 1990, and Stobart Air have recorded no fatal ATR 72 accidents over thousands of flight hours, benefiting from rigorous regulatory oversight by bodies like the European Union Aviation Safety Agency (EASA) and adherence to comprehensive maintenance schedules. In contrast, International Air Transport Association (IATA) data indicate that Asia-Pacific operators experienced an all-accident rate of 1.04 per million sectors in 2024, exceeding the global average, with turboprop incidents often linked to procedural lapses in high-density, short-haul networks prevalent in developing economies.^[105] ^[106] This disparity underscores maintenance discipline as the primary differentiator, as empirical analyses from the Aviation Safety Network reveal that over 70% of ATR 72 hull losses since 1989 occurred outside OECD countries, frequently involving operators with documented compliance shortfalls. TransAsia Airways exemplifies how operator accountability failures amplify risks, with three ATR 72 crashes between 1995 and 2015—killing 91 people—attributed to pilot errors compounded by inadequate training and recurrent procedural violations rather than systemic airframe defects. Investigations into the 2015 Flight 235 ditching highlighted the captain's erroneous shutdown of the sole operational engine following an autothrottle malfunction, a chain of events rooted in insufficient simulator emphasis on asymmetric thrust scenarios, while prior incidents like the 2014 Flight 222 runway excursion exposed fatigue from overworked crews and suboptimal maintenance of de-icing systems.^[107] ^[108] Critiques attributing these to manufacturer shortcomings overlook causal realities, such as TransAsia's evasion of Taiwanese Civil Aeronautics Administration audits and reliance on underqualified personnel, patterns echoed in other Asian operators where resource constraints prioritize cost-cutting over safety protocols.^[109] Truth-seeking analysis thus prioritizes operator-level causal factors, including lax upkeep in humid, high-cycle environments, over generalized narratives of turboprop vulnerability. The ATR 72's economic advantages—operating costs 20-30% lower than comparable jets—facilitate regional connectivity in underserved markets but impose stringent maintenance imperatives to mitigate wear on components like propellers and avionics, debunking claims of inherent inferiority when discipline is enforced. In resource-poor settings, where infrastructure limits alternatives, operators must invest in predictive maintenance and crew recurrent training to match Western benchmarks, as evidenced by IATA's emphasis on supply chain vulnerabilities exacerbating turboprop incidents in the Global South.^[110] This trade-off highlights causal realism: accessibility drives adoption, yet sustained safety demands accountability beyond acquisition, with data showing disciplined fleets achieving fatality rates comparable to or below industry jet averages.^[111]

Recent developments

Order backlog and production trends

In 2025, ATR secured major commitments for ATR 72-600 aircraft, including an order from Uni Air for 19 units announced on June 10, with deliveries aimed at enhancing Taiwan's domestic connectivity; this represented the manufacturer's largest single airline order since 2017.^[112] Air Algérie followed with an order for 16 ATR 72-600s on July 4, including a full-flight simulator, marking the largest procurement of the type by an African operator and intended for regional routes in southern Algeria with deliveries from 2026 to 2028.^[113] Air Mauritius received one ATR 72-600 on August 22, named Les Mascareignes, as part of fleet modernization replacing older ATR 72-500s, with a third leased unit expected by September's end. ATR's order backlog exceeded 150 aircraft at the close of 2024, equivalent to nearly four years of production and extending firm delivery slots into 2026 or the second half of 2027.^[114]^[115] This supports sustained output amid plans to stabilize production in 2025 following 35 deliveries and 56 gross orders in 2024—a 40% year-over-year increase driven by rebounding regional air travel demand post-pandemic.^[84] The firm anticipates future ramp-ups toward higher rates from 2026, contingent on supplier readiness.^[116] Complementary activity in the secondary market bolsters the type's longevity, exemplified by AirStart's September 3 acquisition of two ATR 72-212 airframes (MSNs 752 and 775) from Aergo Capital for disassembly and parts recovery, expanding aftermarket support for operators.^[117] Such transactions reflect ongoing demand for component sustainment amid new-build constraints.

Sustainability initiatives and future technologies

The ATR 72's turboprop configuration provides inherent propulsive efficiency advantages over regional jets for short-haul operations, consuming approximately 45% less fuel and emitting correspondingly lower CO₂ per passenger trip on routes under 500 nautical miles, as verified by lifecycle analyses prioritizing direct fuel burn data over subsidized jet alternatives.^[118] ^[119] This edge arises from propellers' superior thrust-to-fuel ratios at cruise speeds below Mach 0.4, where jet engines incur thermodynamic penalties, enabling the ATR 72-600 to qualify as the only sub-100-seat aircraft under EU Taxonomy CO₂ efficiency thresholds without reliance on offsetting schemes.^[119] In September 2025, ATR was awarded leadership of two projects under the European Union's Clean Aviation Joint Undertaking, focusing on hybrid-electric propulsion demonstrations to achieve up to 30% fuel efficiency gains and substantial CO₂ reductions by 2030.^[120] ^[121] The primary effort modifies an ATR 72-600 flight testbed for serial hybrid integration, combining turboshaft engines with electric augmentation and advanced propellers, targeting a first flight in 2030 while ensuring compatibility with 100% sustainable aviation fuel (SAF).^[122] ^[123] These upgrades build on the platform's existing low-emission baseline, emphasizing incremental engineering over disruptive all-electric shifts limited by current battery densities below 250 Wh/kg required for viable regional payloads.^[124] Future developments prioritize electrified subsystems, such as hybrid power for non-propulsive loads and optimized propeller blades reducing noise and drag, to extend turboprops' empirical efficiency in low-demand networks amid regulatory frameworks favoring data-driven metrics over aspirational net-zero projections.^[122] ATR's approach counters incentives distorting toward higher-emission jets by validating hybrid feasibility through ground and flight tests, with serial architectures leveraging gas turbines for range while electric components handle peak loads for measurable emission cuts grounded in propulsion physics rather than policy-driven hype.^[120] ^[123]

References

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ATR 72-600 Specifications · Take-off distance (MTOW, ISA, SL), 1,315m. Landing distance (MLW, SL), 915m. Range (max pax) · Maximum Take-off Weight, 23,000kg.ATR 72-600F Freighter Aircraft · ATR 42-600 · Cabin · Cockpit
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Oct 27, 2022 · 34 years ago today, the ATR 72 made its maiden flight. One year later, on October 27, 1989, the aircraft entered service with the Finnish airline Finnair.
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Jul 24, 2018 · The ATR 72 was officially launched in January 1986, with the first delivery taking place in October 1989 for the Finnish carrier, Finnair. The ...
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HOP! introduces first ATR 72-600 to Air France Group · Passenger capacity: 68-74 seats · Engines: Pratt & Whitney Canada PW 127M · Maximum power at take-off: 2,750 ...Missing: specifications | Show results with:specifications
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The -500 series has the same standard fuel capacity of 1,646USG as all other ATR 72 variants, which gives it a range of 900nm with 68 passengers. The ATR 72- ...
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[8]
ATR Aircraft Spotting Guide - Airliner Spotter
To date, ATR has sold nearly 1,700 aircraft and has over 200 operators in more than 100 countries. Leonardo's manufacturing facilities in Pomigliano d'Arco, ...
[9]
ATR 72 Twin Turboprop Passenger Aircraft, Europe
May 31, 2004 · The maiden flight of the ATR 72 was completed in October 1988 and the aircraft entered service in October 1989. The ATR 72-500 is certified ...
[10]
ATR turns 40 | Leonardo
Nov 9, 2021 · The company was established on 4 November 1981 by a partnership between Aeritalia and the French Aerospatiale. Arising from that agreement was ...
[11]
ATR: the Franco-Italian success story - AeroTime
Nov 7, 2022 · Origins of ATR. In 1981, Aérospatiale and Aeritalia – now Airbus and Leonardo – launched a joint venture and formed ATR (Avions de transport ...
[12]
[PDF] Company-Profile-EN.pdf - ATR aircraft
ATR is the world number one regional aircraft manufacturer, with its ATR 42 and 72 models the ... HISTORY. ATR was established in November 1981 when ...Missing: specifications | Show results with:specifications
[13]
33 Years Of Flight: The Story Of The ATR 72 - Simple Flying
Oct 27, 2021 · This resulted in a double celebration the following month, as Finnair introduced the ATR 72 on October 27th, 1989. This was, of course, the ...Missing: entry | Show results with:entry
[14]
37 Years And Counting: The Story Of The ATR 42 - Simple Flying
Aug 17, 2021 · ' The company came into existence in 1981, when Aeritalia and Aérospatiale signed a co-operation agreement. The goal for this consortium was ...Missing: formation date
[15]
ATR Evolution: A History Of The Models And Plans For The Future
Dec 9, 2023 · Like the ATR 42, the ATR 72 evolved over the years, resulting in multiple variants. The initial ATR 72 models were designated as -200 when ...Missing: origins formation
[16]
ATR Designations | Secret Projects Forum
Apr 16, 2018 · - 1992: Regioliner consortium formed (Aérospatiale/Aeritalia/Deutsche Aerospace) -- https://www.secretprojects.co.uk/forum/index.php/topic ...
[17]
10/27/1988: ATR 72 Prototype Takes to the Skies - Airways Magazine
Almost 11 months after its prototype took to the skies, on September 25, 1989, the ATR 72 received airworthiness certification from the French Directorate- ...
[18]
10/27/1988: ATR 72 Prototype Takes to the Skies - Airways Magazine
Oct 27, 2024 · The ATR 72 is a twin-engine turboprop, short-haul regional aircraft developed and manufactured in France and Italy by ATR (Aerei da Trasporto ...Missing: origins design consortium
[19]
[PDF] ATR's key milestones over the years
Nov 4, 2021 · The first ATR Training Centre is established in Toulouse, providing a modern and centralised facility for the training of crews and.<|separator|>
[20]
[PDF] National Transportation Safety Board - Federal Aviation Administration
certification of the ATR-72, the FAA raised 19 technical issues and performed thorough flight testing of the ATR-72 before granting a U.S. type certificate ...
[21]
27 October – ATR 72 first flight (1988) and then introduction into ...
Oct 26, 2023 · The ATR 72 first flew on October 27, 1988, and began operational service on October 27, 1989, with Finnair.
[22]
ATR-72 - Airliners.net
Entry into service was on October 27 1989 with Kar Air of Finland. Some ... Air Littoral, LOT, and Olympic Aviation. Significant differences between ...Missing: date | Show results with:date
[23]
The Turboprop market uncertainty | - AirInsight
Jul 19, 2023 · Turboprops should be staging a comeback, given their lower operating costs. While turboprops are more efficient than regional jets ...
[24]
ATR (aircraft manufacturer) - Wikipedia
The company was founded in 1981 as a joint venture (known as an Economic Interest Group or GIE under French law) between Aérospatiale of France (now Airbus) and ...
[25]
ATR Celebrates a Delivery Milestone: 1,700th Aircraft - AVSN
In November 2022, Air Corsica became the first airline to operate an ATR 72-600 with the new PW127XT engine. This upgrade cuts maintenance costs by 20% and fuel ...
[26]
ATR ATR-72-500 | SKYbrary Aviation Safety
A redesigned version of the AT-72-210. In service since 1997. [http://www.skybrary.aero/bookshelf/books/3698.pdf View manufacturer's factsheet.]
[27]
Who we are - ATR aircraft
ATR is the world number one aircraft manufacturer in regional aviation providing a new generation of turboprops up to 78 seats.Missing: specifications | Show results with:specifications
[28]
(LEAD) Turboprop maker ATR gears up for orders from S. Korea
Nov 12, 2023 · The number of aircraft assembled in ATR's Toulouse plant plunged to 10 in 2020, when the COVID-19 pandemic began and hammered the global airline ...
[29]
ATR: Stabilization in 2025 after 40% Order Growth in 2024 - AVSN
Regional aircraft manufacturer ATR expects a year of stabilization after seeing a 40% growth in aircraft orders in 2024.
[30]
JSX To Launch ATR Service as OEM Sees Overall Market Growth
Jun 19, 2025 · ATR Paris Air Show 2025. Air Tahiti has opted for the HighLine all-business-class cabin for its ATR 72-600s. ... production, up to 60 aircraft ...Missing: cumulative | Show results with:cumulative
[31]
[PDF] Design of a Regional Hybrid Transport Aircraft
The proposed design uses a high wing where the landing retraction into. Page 47. 46 the wing is long and heavy which increases weight. Hence, the proposed ...
[32]
[PDF] Aircraft Design Studies Based on the ATR 72 Author - HAW Hamburg
Oct 5, 2013 · This project gives a practical description of a preliminary aircraft design sequence. The sequence starts with a preliminary sizing method.Missing: choices | Show results with:choices
[33]
Review of composite sandwich structure in aeronautic applications
ATR 72 composite materials. These solutions have also been applied in the ... weight saving of over 20 % when compared with a metallic aircraft. With ...
[34]
ATR 72 composite materials. - ResearchGate
1 To meet these needs composite materials have emerged as key contributor, offering a significant weight savings while maintained high performance. 2 ...Missing: tail | Show results with:tail
[35]
[PDF] ATR 72-600
Engines Pratt & Whitney Canada. PW127M/N. Take-off power. 2,475 SHP. Take-off power - One engine. 2,750 SHP. Max continuous. 2,500 SHP. Max climb. 2,192 SHP.
[36]
[PDF] ATR's fuel saving - TheAirlinePilots.com
Compared with an equivalent jet aircraft on a 300Nm average trip, the ATR 72-500 boasts a 35% block fuel saving per passenger.
[37]
[PDF] ATR 72-200
Engines Pratt & Whitney Canada. PW124B. Take-off power. 2,160 SHP. Take-off power - One engine. 2,400 SHP. Max continuous. 2,400 SHP. Max climb. 2,088 SHP.
[38]
[PDF] ATR - 72-200/-210 - SKYbrary
The derivative version of the basic ATR 72, the ATR 72-210 is equipped with two higher power 2,750 shP PW127 engines. Main characteristics of the -210 version ...
[39]
[PDF] Atr 72 500 Training Manual
Powerplant and Propulsion. PW127F Engines: Highly reliable turboprops with FADEC (Full Authority Digital. Engine Control). Propellers: Six-bladed, reversible ...
[40]
Pratt & Whitney Canada Announces New PW127XT Engine Series
Nov 15, 2021 · The PW127XT-M engine builds on the economic and sustainable propulsion advantage of existing PW127M powered aircraft, with a 3% improvement in ...
[41]
PWC PW127N engine wins key EASA certification
It offers enhanced performance in hot and high operating conditions, including a 4.5% thermal power increase for Maximum Take-Off ratings (MTO).
[42]
PW127XT Engine - ATR aircraft
Performance That Sets New Standards · The Latest Generation Engine on the Market · ATR delivers first ATR 72-600 to Air Corsica with brand new PW127XT engine.
[43]
Pratt & Whitney, ATR Partner On PW127 SAF Readiness - AVweb
Feb 9, 2023 · Pratt & Whitney Canada and ATR are collaborating to enable their PW127-series engines to operate on 100% sustainable aviation fuel (SAF). · The ...<|separator|>
[44]
[PDF] 72-212A 42-500 - TheAirlinePilots.com
This new guide release is intended for training on ATR 42-500 and 72-212A. It presents a generic aircraft not customized to your own aircraft systems. Should ...
[45]
[PDF] Atr 72 200 Systems Guide
The PW124B engines are known for their robustness and efficiency. Each engine drives a six-bladed composite propeller, optimized for noise reduction and ...
[46]
Environmental Control System (ECS) maintenance on the ATR 42 ...
Aug 11, 2021 · Environmental Control System (ECS) maintenance on the ATR 42 and 72 ... ATR 72 600 | QUICK NOTES | HYDRAULIC SYSTEM | PRE/POST TYPE RATING NOTES.
[47]
ATR Previous Generations
Previous generation ATR aircraft remain excellent value for passenger operations thanks to the efficient design of the ATR programme.
[48]
ATR Receives EASA Approval for Extension of Type C Maintenance ...
ATR's customers will benefit from 40% extended time on wing, bringing the engine overhaul to 20,000 hours, resulting in fewer events over the ...
[49]
ATR 72-600F Freighter Aircraft
ATR 72-600F Freighter specifications ; Maximum Landing Weight, 22,350kg ; Maximum Zero Fuel Weight, 21,000kg ; Maximum Structural Payload, 9,200kg ; Maximum Fuel ...
[50]
EASA Certificates 'First' Synthetic Vision System for Commercial Air ...
Jul 17, 2017 · EASA has certificated avionics advancements for the ATR 42-600 and ATR 72-600, co-developed by ATR and Thales, Thales said. Called “Standard 3,” ...
[51]
ATR users enthusiastic about new functions - Thales Aerospace Blog
Jul 22, 2025 · Red Label 1 included four major functions: the Synthetic Vision System (SVS), which overlays synthetic terrain data on the Primary Flight Display (PFD).
[52]
[PDF] ATR 72-600 - Jetstream Aviation Capital
Noise certification (ICAO Ch 14) margin (4) (5). -5.1 EPNdB. Standard configuration. 72 seats at 29” pitch. Attendant seat. Galley. Toilet. Baggage. Emergency ...Missing: interior | Show results with:interior
[53]
[PDF] PRODUCT OVERVIEW - HAW Hamburg
May 25, 2011 · ATR 72 Cabin Layout. 68 seats at 31” pitch with A & E type galleys. 70 seats at 31” pitch. A Attendant seat. B Baggage compartment. CD Cargo ...
[54]
ATR 72-600 Specs, Interior, Cockpit, and Price - Airplane Update
Aug 23, 2019 · The ATR 72-600 cabin is equipped with a quick change kit to turn passenger aircraft into cargo aircraft. The quick replacement kit provides ...<|control11|><|separator|>
[55]
Comparison of cabin noise of turboprop and turbofan aircrafts
The cabin noise measurements for the ATR 72-500 turboprop aircraft are shown in Table 1 and Table 2 for the two separate flights. The average ...
[56]
[PDF] control of interior noise in
ATR-72 acoustic interior configuration and any others ATR-72/42 particular ... Interior noise levels qual to the ATR. -42 levels is the design objective ...
[57]
ATR 72 (Avions de Transport Regional Model 72) - Military Factory
First-flight of a prototype was on October 27th, 1988 and service introduction (through Finnair) followed on October 27th, 1989. Over 900 of the type have been ...
[58]
[PDF] Product Support & Services - ATR aircraft
ATR 42-400/500/72-212A (-500, -600) or ATR 72-100/200 series or ATR 42-200/300 series. T2 REFRESHER PROGRAMME ENGINE POWERED WITH PWC PW 120 SERIES. ATR 42 ...
[59]
ATR 72 - Passenger & Cargo Air Charter Services
The ATR 72 is a 70 seat turboprop that's also ideal for cargo & freight air charter services, hauling a 9 ton payload with a range of around 800 nmi.Missing: PW120 | Show results with:PW120
[60]
ATR 72 specs - Aviation Safety Network
Entry into service: 27 October 1989 ; Production ended: in production ; Production total: 1000+ ; Series: ATR 72-100: Initial production variant. ATR 72-200: ...Missing: civilian models
[61]
[PDF] ATR UPGRADES SERVICES CATALOGUE
This retrofit solution proposes to convert a PW127E or PW127F engine to PW127M engine. Additional outstanding features of the PW127M engine are: • 5% more ...
[62]
ATR delivers its first ATR 72-600s - ATR aircraft
Aug 19, 2011 · The ATR 72-600 obtained European Aviation Safety Agency (EASA) certification in May 2011, a prerequisite for its entry into service. The ATR 42 ...
[63]
New Thales avionics on board the ATR 72-600 | Airframer
Thanks to the ergonomic design of the new avionics suite, the ATR 72-600 provides a working environment that has been considerably simplified for pilots.
[64]
IndiGo Airlines Plans to Order Up to 50 ATR 72-600 Aircraft - ePlaneAI
Jun 11, 2025 · As India's largest airline by market share, IndiGo currently operates a fleet of 48 ATR 72-600 aircraft, which have an average age of 4.8 years ...
[65]
ATR Accelerates Growth, Efficiency and Sustainability at 2025 Paris ...
Jun 18, 2025 · “With up to $25M savings in operating costs per aircraft over the next decade versus a similar-size regional jet, ATR aircraft empower ...
[66]
Our Turboprops are the Most Efficient and Lowest Emission ...
Both aircraft have the lowest fuel burn and CO2 emissions compared to other turboprops and regional jets: for instance, the ATR 72-600 burns 45% less fuel ...
[67]
ATR 72MP - Military Maritime Surveillance - Aeronautics
The ATR 72MP is equipped with the Airborne Tactical Observation and Surveillance (ATOS) mission system, which manages the aircraft's wide range of sensors, ...Missing: variants | Show results with:variants
[68]
[PDF] ARCHIVED REPORT ATR-42 MP/-72 ASW - Forecast International
The ATR-42 first flew in 1984 and entered service in 1985. The ATR-72 completed its initial flight in 1988 and entered service in 1993.Missing: numbers | Show results with:numbers
[69]
[PDF] ATR 72MP - Advanced performance aircraft | Aeronautics
noise levels, the ergonomic seats, the fully equipped galley and the civil standard toilet, all contribute to reduce the workload and increase the ...
[70]
https://aircraft.leonardo.com/en/news-and-stories-detail/-/detail/leonardo-p72b-guardia-di-finanza
[71]
Leonardo Delivers Fourth P-72B to the Guardia di Finanza
Jul 28, 2022 · The new-generation functions installed on the ATR 72MP will help the Guardia di Finanza carry out specific surveillance tasks. Using onboard ...
[72]
Turkey Enhances Naval Air Capabilities With 2 New ATR-72 MPAs
Dec 19, 2021 · The Turkish Navy has commissioned two ATR-72 (P-72 in Turkey) maritime patrol aircraft (MPA) as part of the MELTEM-III program.
[73]
The ATR 42 and ATR 72's Military Variants - Simple Flying
Nov 26, 2023 · Leonardo also lists another variant: The ATR 72 ASW. With the suffix standing for 'anti-submarine warfare,' the difference for this variant is ...
[74]
DSA 2024: Malaysia's ATR 72 MPA Program Update - Naval News
May 11, 2024 · Leonardo shared its current progress on the Royal Malaysian Air Force's procurement of two ATR 72 maritime patrol aircraft during DSA 2024.
[75]
Malaysia strengthens maritime security with advanced patrol aircraft ...
Feb 12, 2025 · The Royal Malaysian Air Force is purchasing two patrol aircraft from Leonardo Aerospace, variants of the Italian manufacturer's ATR 72MP.<|separator|>
[76]
[PDF] ATR 72-600
SUPERIOR AIRPORT. ACCESSIBILITY. Unrivalled access to challenging airports - short, narrow or unpaved runways, extreme cold, hot or windy conditions.Missing: airframe | Show results with:airframe
[77]
Lion Group takes milestone delivery of 50th ATR 72-600 aircraft
The ATR 72-600 will enter service this month with Lion Group's regional subsidiary company, Wings Air, which already operates a fleet of 40 ATR aircraft in ...
[78]
ATR Announces New Order of ATR 72-600F - ATR aircraft
Mar 21, 2025 · FedEx ordered 10 ATR 72-600F aircraft, designed for cargo with a 9.2t payload, to replace legacy ATRs and optimize network capabilities.
[79]
ATR's island-hopping, village-connecting, off-the-beaten-path global ...
Apr 9, 2024 · The turboprop operates across a wildly varying set of routes across the world covering some of the most rugged geographies, far-flung archipelagos and small ...
[80]
Air New Zealand's Most Popular ATR 72 Routes - Simple Flying
May 22, 2025 · While the Christchurch to Wellington route is the busiest Air New Zealand ATR 72 route, Air New Zealand also serves the route with A320 ...Missing: typical | Show results with:typical
[81]
Leonardo signs contract with Malaysia for two ATR 72 MPA
May 27, 2023 · The ATR 72 MPA is optimised for maritime patrol, electronic intelligence (ELINT) gathering, sea surface and submerged target detection and ...Missing: narcotics | Show results with:narcotics
[82]
Italian Air Force receives P-72A - Key Military
Jan 19, 2017 · ... 72A will be used for roles including maritime patrol, search and identification of surface vessels, search and rescue, counter-narcotics ...
[83]
ATR 72-600 TMPA: the new generation maritime patrol ... - Leonardo
The ATR 72TMPA is the Turkish Navy version of the ATR 72ASW (Anti-Submarine Warfare), a highly effective, middle-size, anti-submarine aircraft with competitive ...
[84]
Leonardo secures contract with Malaysia for two ATR 72 MPA aircraft
May 26, 2023 · The ATR 72 MPA is optimized for maritime patrol, electronic ... countering illegal activities such as drug trafficking, piracy, and ...
[85]
ATR Reports Strong 2024 Sales Growth, Meets Delivery Forecast
Feb 12, 2025 · ATR Reports Strong 2024 Sales Growth, Meets Delivery Forecast · 16 new customers of both new and pre-owned aircraft · 56 aircraft represent a 40% ...
[86]
ATR reports 40% order growth and strong 2024 performance
Feb 12, 2025 · ATR reports strong 2024 results with 40% order growth and stable deliveries · ATR receives EASA certification for Starlink use on ATR72 regional ...Missing: sales | Show results with:sales
[87]
US Scope Clause Squeezes Regionals, Limits Growth | - AirInsight
Aug 28, 2025 · The US Scope Clause blocks new regional jets, forcing consolidation. Smaller airlines risk losing market share, and communities lose access ...Missing: 72 challenges
[88]
[PDF] Turboprop-Market-Forecast-2025-2044_digital-.pdf - ATR aircraft
SAF production levels are below expectations while technological developments are not progressing as rapidly as expected. Moreover, the shifting geopolitical.
[89]
16 ATR 72-600s: ATR Wins Largest-Ever African Order For This ...
Jul 4, 2025 · Deliveries of ATR 72-600s are scheduled between 2026 and 2028.
[90]
ATR targets US regional market with upgraded turboprops
Sep 23, 2025 · Franco-Italian manufacturer ATR is positioning its turboprops as replacements for hundreds of ageing 50-seat regional jets in the USA, ...Missing: scope clauses
[91]
[PDF] ATR AIRCRAFT OVERALL SAFETY REPORT - Austrian Wings
Aug 26, 2024 · The ATR. 72 has been involved in 66 accidents and incidents, including 40 hull losses, resulting in 470 fatalities [4]. Figure 4.1: TransAsia ...
[92]
Is The ATR 72 A Safe Aircraft? - Simple Flying
Dec 13, 2024 · With the ATR 72 manufactured in 1988, an unusual configuration saw the passengers board from the back door, which the variant still does today.
[93]
Why are so many ATR involved in accidents in the past years`?
Aug 18, 2015 · The high number of crashes involving an ATR aircraft seems not to be related to the model itself, but to the safety culture and lack of training ...
[94]
ATR 72 A Robust and Safe Aircraft
Jan 16, 2023 · The aircraft has undergone several upgrades throughout its production, with the latest version being the ATR 72-600. As of 2021, over 800 ATR ...Missing: milestones | Show results with:milestones
[95]
Nepal plane crash caused by pilots mistakenly cutting power, says ...
Dec 28, 2023 · A plane crash in Nepal that killed 72 people, including two infants, was most probably the result of its pilots mistakenly cutting the power ...
[96]
Loss of control Accident ATR 72-500 (72-212A) 9N-ANC, Sunday 15 ...
The most probable cause of the accident is determined to be the inadvertent movement of both condition levers to the feathered position in flight, which ...
[97]
Preliminary Findings on Voepass flight 2283 - Fear of Landing
Sep 20, 2024 · This report paints a picture of a flight in increasingly severe icing conditions. The failure of Pack 1 brings the aircraft's pneumatic system into question.
[98]
Timeline: Staggering Pilot Incompetence Blamed For Voepass ATR ...
Sep 19, 2024 · With flight 2283 the first threat they encountered was the weather. Flying at 17,000 feet they were right in the middle of an ...
[99]
Maintenance Error | SKYbrary Aviation Safety
Electrical wiring discrepancies. · Loose objects left in airplane. · Incorrect installation of components. · Fitting of wrong parts. · Inadequate lubrication.
[100]
[PDF] aircraft accident report - NTSB
Sep 13, 2002 · As a part of the ATR 72 icing certification, ATR performed computer analyses of ice accretion characteristics on its airfoils (wings ...
[101]
Into the Valley of Death: The crash of American Eagle flight 4184 ...
Sep 2, 2024 · At issue was the turboprop commuter plane's ability to handle atmospheric icing, a danger that has bedeviled aviators since the dawn of flight.
[102]
2 TYPES OF PLANES GROUNDED BY F.A.A. IN ICY CONDITIONS
Dec 10, 1994 · On Nov. 16, the F.A.A. told ATR pilots to not use the autopilot system during icing conditions so that pilots could feel in the plane's controls ...Missing: responses issues
[103]
Avions de Transport Regional 72-212 | Federal Aviation Administration
The ATR 72 was certified for operation in icing conditions as specified in Appendix C to 14 CFR part 25, specifically, 14 CFR 25.1419. Certification testing ...
[104]
Activation of Ice Protection - Federal Register
Apr 26, 2007 · ... ATR 72 series airplane occurred in icing conditions. This prompted the FAA to initiate a review of aircraft inflight icing safety and ...
[105]
Airplane and Engine Certification Requirements in Supercooled ...
Nov 4, 2014 · The regulations will improve safety by addressing supercooled large drop icing conditions for transport category airplanes most affected by ...Missing: upgrades | Show results with:upgrades
[106]
IATA releases 2024 safety report - Asian Aviation
Mar 3, 2025 · Asia-Pacific: With seven accidents in 2024, the all-accident rate increased from 0.92 per million sectors in 2023 to 1.04 in 2024 but remained ...
[107]
APAC Turboprop Operators Warned On Maintenance, Landing ...
Jun 28, 2024 · Asia-Pacific-based turboprop operators have been told to review their practices after safety data revealed higher-than-average incident ...Missing: countries | Show results with:countries
[108]
TransAsia crash pilot pulled wrong throttle, shut down sole working ...
Jul 2, 2015 · The captain of a TransAsia Airways ATR mistakenly switched off the plane's only working engine seconds before it crashed in February, killing 43 people.Missing: maintenance | Show results with:maintenance
[109]
TransAsia's safety record under scrutiny after latest crash - Reuters
Feb 4, 2015 · In December 2012, an ATR 72-200 freighter crashed en route to Macau from Taipei, killing both crew members. In 1995, an ATR 72-200 crashed into ...<|separator|>
[110]
TransAsia Crash - Crisis Communications in the Age of Social ...
Investigators into the latest disaster are likely to focus on cockpit procedures and maintenance issues at the airline, as well as put pressure on the airline ...
[111]
[PDF] safety-operations-briefing-agm-2024.pdf - IATA
Jun 4, 2024 · Maintenance is also a challenge in a complex supply chain affected by: • Skilled labor shortages in both the manufacturing and MRO sectors.Missing: countries | Show results with:countries
[112]
In 35 years in service, the ATR 72 aircraft has had 10 fatal accidents
Aug 10, 2024 · The ATR 72-500 of the VoePass airline that crashed on Friday, August 9, in Brazil was the 11th fatal accident of the turboprop aircraft in 30 years.
[113]
UNI Air Signs Order For 19 ATR 72-600s
Jun 10, 2025 · UNI Air ordered 19 ATR 72-600s, the largest order since 2017, to replace and expand their fleet, with deliveries between 2027 and 2032.Missing: features ARM
[114]
Air Algérie Places Major Order for 16 New ATR 72-600s
Jul 4, 2025 · Algiers, 4 July 2025 – · 16 brand new ATR 72-600 aircraft · ATR 72-600 full-flight simulator · the · first of its kind in Africa – ...Missing: built | Show results with:built
[115]
ATR targets future rate rises but plans 'stabilisation' in 2025
Feb 13, 2025 · With a backlog of over 150 units, he says the next available slot is in 2026. But the airframer is also trying to educate customers “about the ...
[116]
ATR: new annual sales record
ATR has recorded 145 firm aircraft orders and an additional 72 options since the beginning of the year. The value of these orders is estimated at 3.2 billion ...
[117]
Fraught to 60: ATR working to ensure suppliers are 'ready to ramp ...
Jun 19, 2025 · Backlog at year-end stood at 150 aircraft and the next open slot for a direct purchase is now the second half of 2027, says chief commercial ...
[118]
AirStart Expands ATR Aftermarket Portfolio with Acquisition of Two ...
Sep 3, 2025 · AirStart is pleased to announce the acquisition of two ATR 72-212 aircraft (MSN 752 and MSN 775) from Aergo Capital, marking the fourth aircraft ...
[119]
https://www.atr-aircraft.com/news/atr-72-600-sets-new-fuel-efficiency-standard-with-cs-co%25E2%2582%2582-certification/
[120]
ATR 72-600 Sets New Fuel Efficiency Standard with CS-CO₂ ...
Jun 20, 2025 · The aircraft's performance also makes it the only sub-100-seat aircraft eligible for alignment under EU-Taxonomy CO₂ efficiency standards, which ...Missing: eco- reductions
[121]
Clean Aviation Selects ATR to Lead the Future of Low-Emission ...
By 2030, ATR will achieve a world first: flying a hybrid-electric regional aircraft using an ATR 72-600 test bed. This breakthrough will be made possible ...Missing: program | Show results with:program
[122]
ATR to fly first hybrid-electric regional aircraft by 2030 - AeroTime
Sep 9, 2025 · ATR was selected by EU's Clean Aviation initiative to lead two projects with the aim of flying the first hybrid-electric regional aircraft ...
[123]
ATR to Lead EU Hybrid-Electric Regional Aircraft Project - AVweb
Sep 11, 2025 · Program targets first flight of hybrid-electric regional aircraft by 2030, using a modified ATR 72-600.
[124]
ATR hybrid-electric aircraft among programmes sharing latest Clean ...
Sep 9, 2025 · ATR says the initiatives support the Clean Aviation target of up to 30% improvement in fuel efficiency, and “significantly reduced” carbon ...
[125]
Sustainable Aviation | ATR Aircraft
It encompasses efforts to reduce carbon emissions through advancements in technology, such as biofuels (as sustainable aviation fuel), hybrid, electric or ...