| ATR 72 | |
|---|---|
| ATR 72 of Aer Arann on take off | |
| Role | Regional airliner |
| Manufacturer | ATR |
| First flight | 27 October 1988 |
| Introduction | 27 October 1989 (Finnair) |
| Status | In revenue service |
| Primary users | American Eagle TRIP Linhas Aéreas Kingfisher Airlines Jet Airways Binter Canarias Vietnam Airlines |
| Number built | 508 |
| Unit cost | 72–500: $16.5 – 20 million (2008)[1] |
| Developed from | ATR 42 |
The ATR 72 is a twin-engine turboprop short-haul regional airliner built by the French-Italian aircraft manufacturer ATR. ATR and Airbus are both built in Toulouse, and share resources and technology. It seats up to 78 passengers in a single-class configuration and is operated by a two-pilot crew.
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The ATR 72 was developed from the ATR 42 in order to increase the seating capacity (48 to 78) by stretching the fuselage by 4.5 metres (15 ft), increasing the wingspan, adding more powerful engines, and increasing fuel capacity by approximately 10 percent. The 72 was announced in 1986,[2] and made its maiden flight on 27 October 1988. Exactly one year after that, on October 27, 1989, Finnair became the first airline to put the plane into service.[3] Since then, at least 408 ATR 72s have been delivered worldwide with orders pending on at least 28 more.
Passengers are boarded using the rear door (which is rare for a passenger plane) as the front door is used to load cargo. Finnair ordered their ATR 72s with a front passenger door so that they could use the jet bridges at Helsinki–Vantaa airport.[4]
A tail stand must be installed when passengers are boarding or disembarking in the case the nose lifts off the ground, which is common if the aircraft is loaded or unloaded incorrectly.
The ATR aircraft does not have an auxiliary power unit (APU) as normally equipped. The APU is an option and would be placed in the C4 cargo section. Most air carriers normally equip the aircraft with a propeller brake (referred to as "Hotel Mode") that stops the propeller on the #2 (right) engine, allowing the turbine to run and provide air and power to the aircraft without the propeller spinning. The downside to the prop brake is improper usage; many airlines have burned these brakes up, and furthermore the companies have removed them from the aircraft entirely. [5]
Two sub-types were marketed as the 100 series (−100)
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).[6]
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. Difference between the sub-types is the type of doors, emergency exits.
On Tuesday 2 October 2007, ATR CEO Stéphane Mayer, announced the launch of the new −600 series aircraft at a Press Conference held in Washington, D.C..
The new ATR 42–600 and ATR 72–600 will feature the latest technological enhancements while building upon the well-known advantages of the current aircraft, namely its high efficiency, proven dispatch reliability, low fuel burn and operating cost. It will include the new PW127M as standard engine (new engines provide 5% additional thermodynamic power at takeoff, thus improving performance on short runways, in hot weather and on high altitude. The incorporation of the “boost function” enables use of this additional power as needed, only when called for by the takeoff conditions.), glass cockpit flight deck featuring five wide LCD screens that will replace the current EFIS (Electronic Flight instrument System). In addition, a multi-purpose computer (MPC) will further enhance Flight Safety and operational capabilities. The new avionics, to be supplied by Thales, will also provide CAT III and RNP capabilities. It will also include the new lighter and more comfortable seats and larger overhead baggage bins. The −600 series ATR aircraft will be progressively introduced during the second half of 2010.[7][8] The ATR 72-600 Series launch customer is Royal Air Maroc Express (deliveries begin in July 2011).
Using a temporary test registration F-WWEY[9] the prototype ATR 72–600 first flew on 24 July 2009; it had been converted from an ATR 72–500.[10]
It was announced on 19th October 2011 that Air New Zealand will spend around $340 Million on purchasing 12 new ATR 72-600 to add to their regional fleet which already includes 11 ATR 72-500's[11]. The first plane should arrive in October 2012.
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.[12]
The ATR 72 ASW integrates the ATR 42 MP (Maritime Patrol) mission system with the same on-board equipment but with additional ASW capabilities. An anti-submarine warfare (ASW) variant of the −500 (itself a version of the maritime patrol variant of the ATR 42–500) is also in production[13] and has been selected by Turkish Navy and Italian Navy for ASW and anti-surface warfare (ASuW) duties. Ten aircraft will be delivered to the Turkish Navy beginning in 2010. Italy's order of four aircraft will begin deliveries in 2012. For ASW and ASuW missions, the aircraft will be armed with a pod-mounted machine gun, lightweight aerial torpedoes, anti-surface missiles, and depth charges.[14] They will also be equipped with the AMASCOS (Airborne Maritime Situation and Control System) maritime surveillance system of Thales, as well as electronic warfare and reconnaissance systems, and will also be used for maritime search and rescue operations.[15]
A VIP version of the −500 is available with a luxury interior for executive or corporate transport.[16]
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 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.[17]
This version was proposed in order to meet the increasing worldwide demand of 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 substantially large cargo door at 50" (12.7m) in width and 60" (1.52m) height,and the containerized freight loading is made easy by the low door sill height located on an average 4ft (1.2m).
It takes 30 minutes to convert the aircraft on ATR 42,while for ATR 72,it takes 45 minutes for the same tasks.Each optimized container has 2.8m3 (99 cu.ft)of usable volume and maximum payload is 435kg (960lb). [18]
Data from ATR[19]
General characteristics
Performance
As of 4 March 2011:
Major firm orders include:
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