ATR-72

The ATR 72[AVION DE TRANSPORT REGIONAL] 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.

Development
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, 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. Since then, at least 408 ATR 72s have been delivered worldwide with orders pending on at least 28 more.

Design
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.

A tail stand must be installed when passengers are boarding or disembarking in 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, so some companies have removed them from the aircraft entirely.

ATR 72–100
Two sub-types were marketed as the 100 series (−100)
 * ATR 72–101
 * Initial production variant powered by two PW124B engines and certified in September 1989.


 * ATR 72–102
 * PW124B powered variant 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. Difference between the sub-types is the type of doors, emergency exits.
 * ATR 72–211:
 * PW127 powered variant certified in December 1992


 * ATR 72–212
 * PW127 powered variant certified in December 1992

ATR 72–500

 * ATR 72-212A
 * Marketed as the −500 and certified in January 1997 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 72–600
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 at 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. The ATR 72-600 Series launch customer is Royal Air Maroc Express (deliveries begin in July 2011).

Using a temporary test registration F-WWEY the prototype ATR 72–600 first flew on 24 July 2009; it had been converted from an ATR 72–500.

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. The first plane should arrive in October 2012.

Other versions
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.
 * Cargo :

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 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. 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.
 * ATR 72 ASW :

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


 * 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 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 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" (1.27m) 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).

Operators
As of 4 March 2011:


 * Aer Arann (2) (2 ATR 72-201s)
 * Aer Lingus Regional (7) (3 ATR 72-212 and 4 ATR 72-500s)
 * Aero Caribbean (5)
 * Air Algérie (12)
 * Air Austral (3)
 * Air Bagan (3)
 * Air Botswana (2)
 * Air Calédonie (2)
 * Air Caraïbes (3)
 * Air Contractors (12)
 * Air Dolomiti (10)
 * Air Madagascar (2)
 * Air Mandalay (1)
 * Air Mauritius (2)
 * Air New Zealand (11)
 * Mount Cook Airline as a subsidiary of Air New Zealand (11× ATR 72-500), plus an additional 12× ATR 72-600 series on order.
 * Air Nostrum (5)
 * Air Tahiti (7)
 * Air Vanuatu (1)
 * Airlinair (8)
 * Alitalia Express (10 all in storage)
 * American Eagle Airlines (39)
 * Arkia Israel Airlines (5)
 * Aurigny Air Services (1 ATR 72-202, 2 ATR 72-500s)
 * Avanti Air (1)
 * AZAL Azerbaijan Airlines (4)
 * Azul Brazilian Airlines (20)


 * Bangkok Airways (8)
 * Belle Air (1)
 * Buddha Air (2)
 * Berjaya Air (4)
 * B&H Airlines (2)
 * Binter Canarias (19)
 * BoraJet Turkey (4 ATR 72–500s)
 * BQB Líneas Aéreas (2)
 * Calm Air (7)
 * Cambodia Angkor Air (2 ATR 72-500s leased from Vietnam Airlines)
 * Cape Air (2)
 * Caribbean Airlines|Air Jamaica (9)
 * CCM Airlines (6)
 * Cebu Pacific (8)
 * Ceiba Intercontinental (2)
 * China Southern Airlines (5)
 * Cimber Sterling (4)
 * Conviasa (7)
 * China Southern Airlines (4)


 * Danube Wings]] (3)
 * DAT Danish Air Transport]] (2)


 * Empire Airlines (3)
 * EuroLOT (10)
 * Executive Airlines/American Eagle (39)


 * Farnair Switzerland (12)
 * FedEx Express (13)
 * Finncomm Airlines (10) (2 orders)
 * Firefly (9)
 * First Air (2)


 * Golden Air (5)


 * Halcyonair (2)
 * Helitt (1)
 * Iran Aseman Airlines (5)
 * Islas Airways (5)
 * Israir (2)


 * Jat Airways (4)
 * Jet Airways (20)


 * Kal Star Aviation (3)
 * Kingfisher Airlines (25)


 * Lao Airlines (4)
 * Lion Air
 * Wings Air (16× ATR 72-500), plus an additional 4× ATR 72-500 & 40× ATR 72-600 series on firm order
 * OLT Express (9)
 * Oman Air (2)


 * MASwings (10)
 * Merpati Nusantara Airlines (1)
 * Mountain Air Cargo (5) (operated for FedEx Express)
 * Myanma Airways (3)


 * Naysa Aerotaxis (10) (operated for Binter Canarias)
 * Nok Air (2)
 * Precision Air (5)


 * Royal Air Maroc (4)
 * Royal Thai Air Force (4)


 * Satena (1)
 * Safair (unk)
 * Sevenair (3)
 * Swiftair (13)
 * Syrian Air (2)
 * TACV Cabo Verde Airlines (2)
 * Tarom (2)
 * TransAsia Airways(9)
 * Trigana Air Service (3)
 * TRIP Linhas Aéreas (18)
 * UTair Express (3)


 * VASCO (2 ATR 72-500s wet leased from Vietnam Airlines)
 * Vietnam Airlines (16 ATR 72-500s, 2 leased by Cambodia Angkor Air)
 * Virgin Australia (18 ATR 72s, operated by Skywest Airlines)

Major firm orders include:


 * Azul Brazilian Airlines (20, with 20 options)
 * Cebu Pacific (2, with 8 options)
 * Iberia Airlines (10)
 * Iberia Regional (10 firm orders for new ATR 72–600)
 * Royal Air Maroc (8)
 * Royal Air Maroc Express (8 firm orders for 6 new ATR 72–600 & 2 new ATR 42–600)
 * Finncomm Airlines (3)
 * Hansung Airlines (20)
 * Kingfisher Airlines (38)
 * Lion Air
 * Wings Air (4 ATR72-500s & 40 ATR72-600s)
 * Malaysia Airlines (20,with options for another 13)
 * Firefly-(10 firm orders and 10 optional)
 * MASwings-(10 firm orders and 3 optional)
 * Pantanal Linhas Aéreas (2)
 * United Airways (2)
 * Virgin Australia
 * Skywest Airlines (18, to be operated by under wet lease )

Former civil operators

 * Gabon
 * Air Gabon
 * Germany
 * Contact Air
 * Eurowings
 * New Zealand
 * Origin Pacific Airways
 * United Kingdom
 * Cityflyer Express
 * United States of America
 * Atlantic Southeast Airlines

Accidents and incidents

 * On 31 October 1994, American Eagle Flight 4184 crashed due to icing in Roselawn, Indiana killing all 68 people on board. The accident had a significant effect on procedures for dealing with ATR in-flight icing as well as US airlines' utilization of ATR aircraft in specific geographical areas. After a period of mandatory grounding, American Eagle and Delta Connection permanently stopped using the plane on temperate routes. Since the Eagle incidents, ATR had improved the anti-ice boots, though ice-related incidents continued with the type, including a 2002 crash (see below) and a 2009 event where a smaller ATR-42 variant crashed during landing, in icy conditions. Despite this, ATRs are still used in European markets, including the Nordic countries.
 * On 21 December 2002, TransAsia Airways (TNA) cargo flight 791, an ATR 72–200, crashed due to icing during flight from Taipei to Macau. Both crew members were killed. The plane encountered severe icing conditions beyond the icing certification envelope of the aircraft and crashed into sea 17 km southwest of Makung city. The Aviation Safety Council of Taiwan investigation found that the crash was caused by ice accumulation around the plane's major components, resulting in the aircraft's loss of control. The investigation identified that flight crew did not respond to the severe icing conditions with the appropriate alert situation awareness and did not take the necessary actions.
 * On 6 August 2005, Tuninter Flight 1153, a Tuninter ATR 72 en route from Bari, Italy, to Djerba, Tunisia, ditched into the Mediterranean Sea about 18 miles (29 km) from the city of Palermo. Sixteen of the 39 people on board died. The accident resulted from engine fuel exhaustion due to the installation of fuel quantity indicators designed for the ATR 42 in the larger ATR 72.
 * On 24 August 2008, an Air Dolomiti ATR 72 en route from Munich, Germany, to Bologna, Italy, abandoned take off after the pilot announced a smoke alarm. The airline treated the plane's evacuation as a mild incident. On 26 August, an amateur video, filmed by a bystander, showed 60 passengers jumping from and fleeing the burning plane before fire department workers extinguish the flames.
 * On 4 August 2009, Bangkok Airways Flight 266, an ATR 72-212A from Bangkok Airways skidded into a disused tower at the airport on Koh Samui.The pilot of the aircraft died and 10 passengers were injured.
 * On 10 November 2009, Kingfisher Airlines Flight 4124, operated by ATR 72-212A VT-KAC skidded off the runway after landing at Chhatrapati Shivaji International Airport, subsequently damaging the nose section severely. The aircraft came to a halt just a few metres away from the fuel tanks of the airport. All 46 passengers and crew escaped unharmed.
 * On 4 November 2010, Aero Caribbean Flight 883, operated by an ATR 72–212, with 61 passengers and 7 crew members, crashed at Guasimal, Cuba, while on route from Santiago de Cuba to Havana. All 68 people on board were killed. The accident was due to the prevailing meteorological conditions and to the wrong decisions taken by the crew. The flight was due in Havana at 7:50 p.m. but had reported an emergency and lost contact with air traffic control at 5:42 p.m.
 * On 13 February 2012 Danish Air Transport DX627, operated by an ATR-72 with 16 passengers on route from Bergen to Moss (Oslo) Airport Rygge had trouble with the front landing wheel and preformed an emergency landing at Rygge Airport. All passengers and crew escaped unharmed.