ATR 72 - Wikipedia, the free encyclopedia

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From Wikipedia, the free encyclopedia

The ATR 72 is a twin-engine turboprop short-haul regional airliner built by the French-Italian aircraft manufacturer ATR. A stretched variant of the ATR 42, the aircraft seats up to 78 passengers in a single-class configuration, and is operated by a two-pilot crew.

ATR 72

1 Development 2 Design 3 Variants 3.1 ATR 72100 3.2 ATR 72200 3.3 ATR 72210 3.4 ATR 72500 3.5 ATR 72600 3.6 Other versions 4 Specifications (ATR 72500) 5 Operators 5.1 Former civil operators 5.2 Military operators 6 Accidents and incidents 7 See also 8 References 8.1 Notes 8.2 Bibliography 9 External links

A TAROM ATR 72500 photographed in flight Role Manufacturer First flight Introduction Status Primary users Regional airliner ATR 27 October 1988 27 October 1989 (Finnair) In service Aer Lingus Regional bangkok airways Aer Arann FedEx Express Jet Airways 1988present 611 as of 2012[1] 72500: US$16.520 million (2008)[2] 72600: US$22.7 million (2011/2012)[3]

Produced Number built Unit cost

The ATR 72 was developed from the ATR 42 in order to increase the seating capacity (48 to 78) by stretching the Developed from ATR 42 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,[4] and made its maiden flight on 27 October 1988. One year later, on 27 October 1989, Finnair became the first airline to put the aircraft into service.[5] 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 aircraft) 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 HelsinkiVantaa airport. Air New Zealand's standard rear door aircraft can use jet bridges at airports with this equipment. A tail stand must be installed when passengers are boarding or disembarking in case the nose

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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 out these brakes, so some companies have removed them from the aircraft entirely.[citation needed]

Aer Arann ATR 72 on take off

ATR 72100
Two sub-types were marketed as the 100 series (100). ATR 72101 Initial production variant with front and rear passenger doors, powered by two PW124B engines and certified in September 1989. ATR 72102 Initial production variant with a front cargo door and a rear passenger door, powered by two PW124B engines and certified in December 1989.

ATR 72200
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] ATR 72201 Higher maximum take-off weight variant of the 101, a PW124B powered variant certified in September 1989. ATR 72202 Higher maximum take-off weight variant of the 102, a PW124B powered variant certified in December 1989.

Aurigny Air Services ATR 72200 lands at Bristol Airport, England

ATR 72210
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 72211 PW127 powered variant certified in December 1992. ATR 72212 PW127 powered variant certified in December 1992.

ATR 72500
ATR 72-212A
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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 72600
The 600 series aircraft was announced in October 2007; the first deliveries were planned for the second half of 2010.[7][8] The new ATR 42600 and 72600 feature a number of improvements over previous versions. They are powered by the new PW127M engines, which enable a 5% increase in takeoff power called for by a "boost function" as needed, only when called for by the takeoff conditions. The flight deck features five wide LCD screens (improving on the EFIS from previous versions). A multi-purpose computer (MPC) aims at increasing flight safety and operational capabilities, and new Thales-made avionics provide RNP capabilities. Finally, the aircraft feature lighter seats and larger overhead baggage bins. The prototype ATR 72600 (registered F-WWEY ) first flew on 24 July 2009; it had been converted from an ATR 72500.[10]
[9]

A CCM ATR 72500 during boarding, showing the front cargo hold, rear passenger integrated stairway, and parking tail stand.

An Air Nostrum ATR 72-600 climbing after take-off

The ATR 72600 Series launch customer is Royal Air Maroc Express. Air New Zealand announced in October 2011 that it would purchase 12 new ATR 72600 to add to their 11 ATR 72500 regional Mount Cook Airlines fleet. Colombia and El Salvador airline Avianca-TACA signed a contract for 15 ATR 72600 in December 2012, with an option for 15 airplanes more, to replace older Fokkers.[11] The largest 600 operator is Azul Brazilian Airlines, with 18 aircraft in its fleet. NOTE: According to the ATR42 & 72 EASA Type Certificate Data Sheet TCDS A.084, Iss 3, 17-10-2012,[12] "ATR 72-500" and "ATR 72-600" are the manufacturer's marketing designations of ATR 72-212A aircraft model with certain options installed. These marketing designations are not recognised by EASA as any new certified aircraft model or variant, and must not be used on ATR certified/approved documentation, where only ATR 72-212A must be indicated.

Other versions
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.[13] ATR 72 ASW 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 42500) is also in production[14] 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

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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.[15] 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.[16][17] Corporate A VIP version of the 500 is available with a luxury interior for executive or corporate transport.[18] 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.[19] 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 1.27 m (50 in) in width and 1.52 m (60 in) height,and the containerized freight loading is made easy by the low door sill height located on an average 1.2 m (4 ft). 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 435 kg (960 lb).[20]

Data from ATR[21]

General characteristics
Crew: 2 Capacity: 68 to 74 passengers Length: 27.17 m (89 ft 2 in) Wingspan: 27.05 m (88 ft 9 in) ATR 72 sideview Height: 7.65 m (25 ft 1 in) Wing area: 61.00 m2 (656.6 sq ft) Aspect ratio: 12.0:1[22] Empty weight: 12,950 kg (28,550 lb) Max takeoff weight: 22,500 kg (49,604 lb) Powerplant: 2 Pratt & Whitney Canada PW127F turboprops, 1,846 kW (2,475 shp) each

Performance
Cruise speed: 511 km/h; 318 mph (276 kn) Range: 1,324 km (823 mi; 715 nmi) [22] Service ceiling: 7,620 m (25,000 ft) [22]

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