Misplaced Pages

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68-658: The ATR 42 is a regional airliner produced by Franco-Italian manufacturer ATR , with final assembly in Toulouse , France. On 4 November 1981, the aircraft was launched with ATR, as a joint venture between French Aérospatiale (now part of Airbus ) and Aeritalia (now Leonardo S.p.A. ). The ATR 42-300 performed its maiden flight on 16 August 1984 and type certification was granted during September 1985. Launch customer Air Littoral operated its first revenue-earning flight in December of that year. The high-wing airliner

136-471: A 11.1 wing aspect ratio . It has a 18,600 kg (41,000 lb) MTOW , for a 341 kg/m (70 lb/sq ft) wing loading . It can reach a cruise speed of 300 kt (556 km/h) true air speed , with a fuel flow of 811 kg/h (1,788 lb/h): a fuel economy of 1.46 kg/km (5.96 lb/nmi) or 3.8 L/100 km (62 mpg ‑US ) per seat with 48 seats and a jet fuel density of 0.8. On 21 August 1990, US airline American Eagle placed

204-534: A 58-seat ATR XX stretch. This agreement served not only as the basis and origins of the ATR company, but also as the effective launch point of what would become the fledgling firm's first aircraft, which was designated as the ATR 42. By 1983, ATR's customer services division has been set up, readying infrastructure worldwide to provide support for ATR's upcoming aircraft to any customer regardless of location. On 16 August 1984,

272-787: A feasibility study into developing the ATR 42's short takeoff and landing (STOL) capabilities, potentially enabling the type to make use of runways as short as 800 m (2,625 ft) via the adoption of enhanced brakes and a drastically modified tail unit; the company viewed this measure as expanding the aircraft's potential and opening new sales possibilities. It could introduce a steep approach capability and operating costs that compare to 30-seaters. STOL improvements should be launched in 2019 to reduce landing distance from 1,100 to 800 m (3,600 to 2,600 ft). Existing control surfaces would be re-engineered with takeoff flaps extended to 25°, and both spoilers deploying at landing and not only for inflight turns, adding an autobrake system, while

340-432: A lag of a few years. In 2018, 245.4 million two-way seats were offered on turboprop flights, up from 201.4 million in 2009, with 97% of flights below 500 nmi (930 km) and 87% below 300 nmi (560 km), and an average capacity increasing to 51 seats from 44 seats in 2009. The largest user was Air Canada with 12.7 million seats, followed by Flybe with 10.3 million and Wings Air with 9.24 million. Canada

408-463: A large order for ATRs, composed of 41 ATR 42s and 59 ATR 72s, further consolidating ATR's position in North America. On 5 September 1997, American Eagle took delivery of the 500th ATR to be built. On 5 June 1998, Tarom , the national carrier of Romania , accepted delivery of its first two ATR 42-500s, of a batch of seven aircraft ordered a year earlier. On 28 June 1998, ATR gained a foothold in

476-685: A new office in Beijing , and hired several former Airbus sales personnel with the aim of launching the type on the Chinese market. ATR believed that many of the already-flown routes did not suit larger 150-seat aircraft; however, of the roughly 2,600 commercial aircraft flying in China at that time, only 68 had a capacity less than 90 seats and of these, fewer than 20 aircraft were powered by turboprop engines. In response to airlines often wanting to phase out their early production ATR models to replace them with

544-416: A propeller brake on the starboard engine, allowing the engine to remain running to provide power on the ground. It has a pressurized cabin with a circular cross-section, with a 2.57 m (8 ft 5 in) inside width for four-abreast seating, allowing 48 seats at a 30 in (760 mm) seat pitch. It has a 54.5 m (587 sq ft) wing area and a 24.57 m (80.6 ft) wing span, for

612-502: A single complete aircraft design for the purpose of pursuing its development and manufacture as a collaborative joint venture . The consortium then targeted a similar unit cost, but a 430 kg (950 lb) fuel consumption over a 200 nmi (370 km; 230 mi) sector, nearly half the 790 kg (1,750 lb) required by its 40-50 seat competitors, the British Aerospace HS.748 and Fokker F.27 , and planned

680-467: A single year. 2011 was another record-breaking year for sales at ATR. According to ATR's CEO Filippo Bagnato, sales had continued to grow during the Great Recession despite the downturn experienced by most aviation companies as "fuel consumption that can be half that of the alternatives and [with] lower maintenance costs". Bagnato noted the strength of Africa as a market for the type, as well as

748-779: Is a jet airliner with less than 100 seats. The first one was the Sud-Aviation Caravelle in 1959, followed by the widespread Yakovlev Yak-40 , Fokker F-28 and BAe 146 . The 1990s saw the emergence of the Canadair Regional Jet and its Embraer Regional Jet counterpart, then the larger Embraer E-Jet family and multiple competing projects. In the US, they are limited in size by scope clauses . Seating on regional airliners tends to be narrow and tight, and passengers typically are restricted from bringing on board carry-on items which would fit without difficulty in

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816-682: Is a maritime patrol version of the -400. VIP transport and in-flight inspection versions of the -500 also exist. See List of ATR 42 operators . In July 2017, 232 ATR 42s were in airline service and 10 were in order backlog: 106 in Americas, 67 in Europe, 38 in Asia, Pacific and the Middle East, and 21 in Africa. On 1 August 2017 Silver Airways placed orders for 20 ATR 42-600 aircraft, marking

884-604: Is a further upgraded version, the first delivery of which occurring during October 1995. It has many improvements for performance and passenger comfort, including new engines, new propellers, a newly designed cabin, and increased weight. It has six-bladed propellers powered by PW127E engines rated at 2,400 shp (1,800 kW) for improved hot and high performance and increased cruise speed. The engines are flat rated for 45 °C. Propellers are electrically controlled and are made from composite. It has an increased maximum takeoff weight, allowing for more cargo and greater range. Due to

952-425: Is an upgraded version of the -320 using six-bladed propellers on otherwise identical PW121 engines. Three ATR 42-400s were delivered to the government of Italy as the ATR 42 "Surveyor" version. The only two civilian ATR 42-400s produced (msn 487 and 491) were delivered to CSA Czech Airlines in 1995/1996 as an interim upgrade prior to delivery of -500s. In 2006, these two aircraft were sold to Conviasa . The ATR 42-500

1020-413: Is expected for the second half of 2022 before first delivery. The ATR 42-600 and ATR 42-600S HighLine had an executive cabin layout, otherwise it is the same as its original counterpart. Bulk (tube versions) and ULD freighter (large cargo door). An STC exists to convert all ATR-42 variants to all-cargo transport aircraft. FedEx , UPS , and DHL are major operators of the type. The ATR-42 "Surveyor"

1088-420: Is expected for the second half of 2022 before first delivery. The ATR 42-600S can access close to 500 airports with an 800–1,000 m (2,600–3,300 ft) runway, expanding its addressable market by 25%. 800 m runway operation is limited to 200 nmi (370 km; 230 mi) long flights with 70% used seats. The variant made a 2h 15min maiden flight on 11 May 2022, while the larger rudder will be fitted at

1156-488: Is powered by two turboprop engines, Pratt & Whitney Canada PW120s . The number "42" in its name is derived from the aircraft's original standard seating capacity of 42 passengers. Later variants are upgraded with new avionics , a glass cockpit , and newer engine versions. The ATR 42 is the basis for the stretched ATR 72 , introduced in October 1989. During the 1960s and 1970s, European aircraft manufacturers had, for

1224-585: Is used. The ATR 42-600S is the STOL (short takeoff and landing) variant of the -600. The aircraft is capable of operating from runways as short as 800-metre-long (2,600 ft) with up to 34 passengers, and 890-metre-long (2,920 ft) fully seated (48 passengers) on short routes. ATR launched the ATR 42-600S at the ERA General Assembly, with 20 commitments including from Elix Aviation Capital (10 aircraft) and Air Tahiti (two aircraft). Certification

1292-611: The ATR 72 -600. Flight Global fleet forecasts 3,081 turboprop deliveries for a $ 63 billion value and 4,042 regional jet deliveries for a $ 130 billion value for the 2016–2035 period. In turboprops, ATR with 12% of the market should dominate the Dash 8 Q400 (3%); while Embraer with 40% should lead the Regional Jets market above the Mitsubishi MRJ (17%) and Superjet 100 (4%), while Bombardier Aerospace moves to

1360-533: The CAAC . By 2013, while the Asia Pacific region had comprised the majority of ATR's sales when geographically ranked, but orders from Chinese airlines remained elusive; Bagnato ascribed this anomaly to local market conditions dictating the typical use of larger aircraft, as well as a Chinese government policy of imposing high tariffs on the import of foreign-built, fixed-wing aircraft. During late 2014, ATR set up

1428-994: The Cessna 337 Skymaster like the U.S. Ampaire , U.S. Wright Electric works with Spain’s Axter Aerospace to re-engine a nine-seater and the Cessna Caravan is re-engined with a MagniX electric motor. United Technologies is re-engining a Dash 8 Q100 on one side with a 1 MW (1,300 hp) gas turbine and a 1 MW (1,300 hp) electric motor instead of the current 2,150 hp (1.60 MW) Pratt & Whitney Canada PW121 , for at least 30% energy savings. Regional airlines serving small hubs or airports with short runways will often use turboprop aircraft with propeller engines versus jet engines. de Havilland Canada ( Dash 7 and Dash 8 ), Antonov ( An-24 and An-140 ), Xi'an Aircraft Industrial Corporation ( MA60 , MA600 and MA700 ) and ATR ( ATR 42 and ATR 72 ) are manufacturers of this type. A regional jet (RJ)

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1496-495: The Cuban market following an order from airline Cubana de Aviacion for the ATR 42. During 2000, the combined global ATR fleet attained its 10,000,000th flight, during which a cumulative distance around 4 billion km (2.5 billion statute miles) had been traversed, and around 450 million passengers had flown onboard ATR-built aircraft. In 2007, a new record was set for the programme's sales; 113 new ATR aircraft having been ordered during

1564-734: The De Havilland Dragon Rapide biplane and the Douglas DC-3s , in large surplus after the war, which the aircraft manufacturers wanted to replace. The first piston-powered airliners with 40 seats were the Martin 2-0-2s (introduced in 1947) and Convair CV-240s (1948). The first turboprop powered aircraft emerged like the Vickers Viscount (75 seats, introduced in 1953) and Fokker F27 (44–52 seats, 1958). Some smaller turboprop airliners were developed in

1632-400: The rudder is modified to increase its maximum deflection and the vertical stabilizer 's size is increased, to counter an engine failure , lowering the minimum control speed . ATR estimates a market for STOL 20–42 seaters of 800 over 30 years, to serve islands and deliver cargo to short runways. The ATR 42-600S empty weight will be reduced with lighter seats and galley fittings. The variant

1700-503: The "boost function" activates the additional power as needed. It also features a glass cockpit flight deck, complete with five wide LCD screens , that replaced the previous electronic flight instrument system ; additionally, a multipurpose computer enhances flight safety and operational capabilities. Avionics supplied by Thales provides CAT III and required navigation performance capabilities. It also includes lighter, more comfortable seats and larger overhead baggage bins. According to

1768-551: The 'ATR 42-320, was also produced until 1996. The -320 variant principally differed in that it was powered by a pair of the more-powerful PW121 engines, giving it improved performance over the 300. Another variant, the ATR 42-300QC, was a dedicated quick-change (convertible) freight/passenger version of the standard -300 series. The next major production version was the ATR 42-500 series, the development of which having been originally announced on 14 June 1993. Performing its maiden flight on 16 September 1994, and awarded certification by

1836-541: The 1960s like the British Shorts Skyvan (19 seats, 1963), and French Nord 262 (29 seats, 1964) or Brazilian Embraer EMB 110 Bandeirante (1973). This "hand-me-down" process of supplying aircraft continued with designs like the Convair 440 and Douglas DC-6 also serving in this role while the first jets were introduced. By the mid-1950s, demand for even more economical designs led to the production of

1904-435: The 1970s, the first-generation regional airliners were starting to wear out, but there had been little effort in producing new designs for this market. A varied list of light transport aircraft supplanted by newer and more modern 30-seat designs by Shorts with their Shorts 330 and 360 as well as other aircraft manufacturers, replaced and sometimes provided growth to established commuter markets. Additional development came to

1972-579: The AS 35 design in the case of Aerospatiale and the AIT 230 for Aeritalia, to conform with demand within this sector of the market as early as 1978. On 4 November 1981, a formal co-operation agreement was signed by Aeritalia chairman Renato Bonifacio and Aerospatiale chairman Jacques Mitterrand in Paris . This agreement signaled not only the merger of their efforts, but also of their separate concept designs together into

2040-486: The ATR 42 had accumulated a sizable backlog of orders, which in turn led to a ramping up of the type's rate of production. During August 1988, ATR's marketing efforts in the lucrative North American market resulted in the securing of a large order of 50 ATR-42-300s from US operator Texas Air Corporation ; that same year, another American regional carrier, Trans World Express , received the 100th production aircraft. On 1 July 1989, ATR opened their new global training centre for

2108-414: The ATR 42 was the only 50-seat regional aircraft that was still being manufactured. To maintain a technological edge on the highly competitive market for regional airliners during the 1990s, several modifications and improved versions of the ATR 42 were progressively introduced. The initial ATR 42-300 model remained in production until 1996, while the first upgraded (and broadly similar) model, designated as

ATR 42 - Misplaced Pages Continue

2176-496: The ATR consortium. On 3 October 2003, ATR became one of the first aircraft manufacturers to be certified under ISO 9001-2000 and EN/AS/JISQ 9100 , the worldwide quality standard for the aeronautics industry. During July 2004, ATR and Brazilian aircraft manufacturer Embraer announced a cooperation agreement on the AEROChain Portal for the purpose of delivering improved customer service. During April 2009, ATR announced

2244-408: The ATR. That same year, deliveries of the enlarged ATR 72 commenced; shortly thereafter, both types commonly were ordered together. Since the smaller ATR 42 is assembled on the same production line as the ATR 72, along with sharing the majority of subsystems, components, and manufacturing techniques, the two types support each other to remain in production. This factor may have been crucial, as by 2015,

2312-512: The Arctic Circle or AirBaltic to replace its 12 Q400s by CSeries . From 2018 to 2037, ATR forecasts 3,020 turboprop deliveries : 630 with 40–60 seats and 2,390 with 61–80 seats. As legacy regional aircraft are used on very short sectors like connecting islands, their replacements could be hybrid or electric aircraft . Hybrid-electric aircraft propulsion remains impeded by energy storage , high-power electric distribution and

2380-514: The British Civil Aviation Authority and France's DGCA during July 1995; the -500 model was an upgraded aircraft, equipped with new PW127 engines, new six-bladed propellers, improved hot and high performance, increased weight capacity, and an improved passenger cabin. On 31 October 1995, the first ATR 42-500 was delivered to Italian operator Air Dolomiti ; on 19 January 1996, the first revenue service to be performed by

2448-726: The ULD model can accommodate standard ULD-packaged cargo, such as LD3 containers or 88x108in (2.2x2.7m) pallets , which were loaded via a large cargo door located on the port forward side. Undertaken by a range of companies, such as Alenia subsidiary Aeronavali, Texas-based M7 Aerospace ; French firms Indraéro Siren and Aeroconseil, Canadian Infinion Certification Engineering, and Spanish company Arrodisa , by October 2012, in excess of one-fifth of all first-generation ATR 42 and ATR 72 aircraft had already been converted to freighters. During January 2017, Japanese regional airliner Japan Air Commuter (JAC) has taken delivery of its first ATR 42-600, becoming

2516-643: The US, major carriers contracts with regional airlines on a per-flight basis regardless of the number of passengers, and the major carrier keep the ticket revenue. These contracts are typically 10-year terms, the regional aircraft operators are certain of their revenue and have to control their costs to earn a return, but they face airline bankruptcies, fleet reductions, and increasing operating costs. Major carriers avoid shouldering losses from regional aircraft operators and competition between regional airlines has grounded many regional aircraft. Texas Air Corporation Too Many Requests If you report this error to

2584-453: The USA. The carrier has 16 firm orders for ATR turboprops with options to purchase 30 additional aircraft from ATR through lessor Nordic Aviation Capital . In September 2024, Nepalese airline Buddha Air became the first to retire their ATR 42-320 by completing its economic life cycle of 70000 cycles. The -200 was the original ATR 42 prototype, and only a few were built for testing purposes. It

2652-419: The continuous development of ATR's aircraft models. Additionally, during the mid-2010s, reports emerged that the development of a further stretched 90-seat ATR model was under consideration as well; allegedly, shareholder Airbus was relatively unenthusiastic on proceeding with such a development, while ATR CEO Fabrice Brégier favoured a focus on resolving manufacturing issues. During the late 2010s, ATR conducted

2720-468: The dominant manufacturer within this sector of the market. That same year, during which firm orders for 10 ATR 42-600s and 79 ATR 72-600s were recorded, leasing companies were responsible for 70% of these; according to ATR's CEO Filippo Bagnato: "Years ago, we were not even considered by the lessors; now they see ATRs as a good investment". During May 1997, ATR had achieved its first breakthrough sale in China, placed by operator China Xinjiang Airlines and

2788-471: The earlier -500 model, differences include the adoption of improved PW127M engines, a new glass cockpit , and a variety of other minor improvements. Using the test registration F-WWLY , the prototype ATR 42-600 first flew on 4 March 2010. The first aircraft was delivered to Tanzanian airline Precision Air in November 2012. As a consequence of strong demand for the -600 series, ATR decided to invest in

ATR 42 - Misplaced Pages Continue

2856-488: The end of 2022 before the certification phase start in 2023. The ATR 42 is a straight high-wing airliner with twin turboprops and a T-tail , certified in the transport category , and powered by Pratt & Whitney Canada PW120s . It has deicing boots to fly in icing conditions and a retractable landing gear in fairings under the fuselage, with wheel sides visible in flight. It has no Auxiliary Power Unit (APU), but can still be autonomous in ground operations, as it has

2924-908: The entry of the -600 into the U.S. market, with four in service as of fourth quarter 2019. By November 2018, Loganair was to replace its Saab 340s and Saab 2000s , costly to operate and maintain, mostly the 2000, with around 20 ATR 42s over four to five years from the third quarter of 2019. As of August 2022, 6 ATR 42s were in military service. The ATR 42 has been involved in 47 aviation accidents and incidents including 34 hull losses . Those resulted in 276 fatalities. Related development Aircraft of comparable role, configuration, and era Regional airliner To keep short routes economical, airlines preferred using second hand aircraft than costlier new aircraft. Older aircraft were put into short haul service as they were replaced by new longer-range designs. Propeller aircraft of larger airlines were transferred to smaller airlines. Examples included

2992-413: The establishment of a second, more modern final-assembly line and acquisition of more hangar space at their Toulouse site, along with a new large completion and delivery area; overall, the manufacturing operation expanded to four times the footprint that it had in 2005. Speaking in October 2015, ATR CEO Patrick de Castelbajac stated that the firm was set to produce in excess of 90 aircraft that year, and that

3060-442: The firm's aircraft being capable of serving destinations that would otherwise be inaccessible with other aircraft due to the austere conditions of many airstrips and runways in the region, as well as the ability to operate autonomously without any reliance upon ground support equipment. For 2013, ATR claimed a 48% global market share for regional aircraft deliveries between 50 and 90 seats (comprising both turboprops and jets), making it

3128-628: The first ATR 42 conducted its maiden flight from Toulouse Airport , France. During September 1985, both the French Directorate General for Civil Aviation (DGCA) and the Italian Italian Civil Aviation Authority awarded type certification for the type, clearing it to commence operational service. On 3 December 1985, the first production aircraft, designated as the ATR 42-300, was delivered to French launch customer Air Littoral , with

3196-491: The first custom feeder liners. These were almost always turboprops , which had fuel economy on par with piston engine designs, but had far lower maintenance costs. Often, the time between engine overhaul periods was five times that of the best piston engines. Early examples of these designs include the Fokker F27 Friendship , Avro 748 , and Handley Page Dart Herald . These designs were so successful that it

3264-413: The first owner-operator of the type in the nation. The aircraft was one of nine to have been ordered by JAC, along with options for a further 14 ATR 42s, as a replacement for its aging Saab 340 fleet; reportedly, JAC is considering replacing its Bombardier Q400s with ATRs, as well. Silver Airways started to operate the ATR 42-600 on 22 April 2019, making it the first airline to fly the -600 variant in

3332-415: The first revenue service, between Béziers Cap d'Agde Airport and Paris Orly airport taking place on 23 December. During January 1986, already confident of the ATR 42's success and of the demand for an enlarged version of the aircraft, ATR announced that the launch of a programme to develop such an aircraft, which was designated as the ATR 72 to reflect its increased passenger capacity. By the end of 1986,

3400-434: The high level of competition, production of a number of these types ceased. Saab AB exited the civil aviation market and wrote its debts off, Daimler-Benz Aerospace "pulled the plug" on Dornier , and British Aerospace ended production of their BAe Jetstream 41 after 100 delivered. By 2006 only the ATR 42/72 models and the Dash 8 remained in production. Turboprop airliner deliveries are correlated with oil prices with

3468-640: The lack of certification framework. ATR Aircraft dismiss a fully electric propulsion as carrying the same payload over the same distances as an 18 t (40,000 lb) ATR 42 , current batteries would weigh 21 t (46,000 lb). Current projects are small 10-seaters, like the Israeli Eviation Alice or the Boeing-backed Zunum Aero ZA12 powered by a Safran Ardiden turboshaft and targeting 40-80% lower operating costs. The French VoltAero Cassio based on

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3536-552: The late 1960s. There were a few other exceptions, generally tailored to more specific roles. For instance, the Handley Page Jetstream (first flight in 1968) was intended for fewer passengers at much higher speeds, displacing smaller designs like the Beechcraft Queen Air . The Fairchild/Swearingen Metro (developed from the original Queen Air through a number of stages) filled a similar niche. By

3604-597: The latest generation ATR series, as well as to answer demand from cargo operators for the type, ATR has operated two separate dedicated freighter conversion programmes, known as the Bulk Freighter (tube version) and the ULD Freighter. Both conversions involve complete stripping of furnishings along with the addition of floor strengthening, new window plugs and 9 g restraining nets, six additional longitudinal tracks for added flexibility, and an E-Class cabin;

3672-424: The launch of its 'Door-2-Door' service as a new option in its comprehensive customer-services range. The current production version is the ATR 42-600 series. On 2 October 2007, ATR CEO Stéphane Mayer announced the launch of the -600 series aircraft; the ATR 42-600 and ATR 72-600 featured various improvements to increase efficiency, dispatch reliability, and lower fuel burn and operating costs. While broadly similar to

3740-563: The most part, undergone considerable corporate restructuring, including mergers and consolidations, as well as moving towards collaborative multinational programmes, such as the newly launched Airbus A300 . In line with this trend towards intra-European co-operation, French aerospace manufacturer Aérospatiale and Italian aviation conglomerate Aeritalia commenced discussions on the topic of working together to develop an all-new regional airliner . Prior to this, both companies had been independently conducting studies for their own aircraft concepts,

3808-416: The new manufacturing facilities could support a production rate of up to 120 per year. At the time, the company had a backlog of orders for 300 aircraft, sufficient for three years' of production. During 2017, a new in-house financing and leasing division was established by ATR to offer customers a greater degree of support and expand the company's range of services. Considerable emphasis has been placed upon

3876-422: The overhead bins of larger aircraft. Often carry-on luggage is collected immediately prior to boarding and placed in the cargo hold, where it can be quickly retrieved by the ground staff while the passengers exit. Compared with bigger planes, many frequent fliers find regional jets cabins cramped and uncomfortable, with a lower ceiling, tight seating and single-class cabins forbidding a first-class upgrade. In

3944-432: The regional airline industry with the arrival of some of the earlier De Havilland Canada types such as the Dash 7 delivered in 1978, but this was tailored more to the short-range and STOL (Short Take-Off and Landing) role than as a regional airliner. Feedback from the airlines was fairly consistent, and De Havilland responded with the Dash 8 in 1984, which had economic benefits over the earlier generation machines and

4012-488: The six-bladed propellers and better insulation, it has reduced noise levels. The newest version has CATII capability and dual Honeywell HT1000 FMS installation. During October 2007, the launch of the ATR 42-600 series was announced. Akin to the ATR 72-500, the -600 series featured the PW127M as its standard engine (providing 5% additional thrust, thus improving performance on short runways, in hot weather, and at high altitude);

4080-510: The small narrowbody aircraft with the CSeries and doesn't develop the CRJ700 series (2%). Embraer claims crossover regional jets are more cost-efficient than current turboprops beyond 200 nmi (370 km), representing 45% of 70-seat turboprops flights in 2017, leading Widerøe to switch to E-Jets E2 except for destinations with short runways and severe weather conditions north of

4148-436: The third issue of its EASA's Type Certificate, ATR 42-600 is ATR's marketing designation for the -500 series when fitted with the new avionics suite) or "glass Cockpit". The ATR 42-600 designation is not recognised by EASA as a certified aircraft model or variant, and is not used on ATR certified/approved documentation; instead, only "Mod 5948", "ATR 42-500 with Mod 5948", "ATR 42-500 fitted with NAS", or "ATR 42-500 600 version"

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4216-568: The type in Toulouse, which provided centralised and modern facilities for the training to airline staff and other personnel across the world. During June 1999, the ATR global training center became one of the first European institutions to be recognised as a Type Rating Training Organization, as defined by the Joint Aviation Authorities . During September 1989, ATR announced it had achieved its original target of 400 sales of

4284-474: The type was conducted. On 19 November 2000, 120 min ETOPS were approved. In addition to new aircraft models, various organisational changes were also implemented. On 10 July 1998, ATR launched its new asset management department. In June 2001, EADS and Alenia Aeronautica , ATR's parent companies, decided to reinforce their partnership, regrouping all industrial activities related to regional airliners underneath

4352-413: Was faster and quieter as well. In the early 1980s, the Dash 8 's success sparked off development of a number of similar designs, including the ATR 42/72 , Saab 340 , Embraer Brasilia and Fokker 50 . Consequently, there were a relatively large number of aircraft offered by manufacturers in this sector of the market, pushing older 1950s designs from Fokker , Vickers and others into retirement. Due to

4420-741: Was officially announced at the June 2019 Paris Air Show . Irish lessor Elix Aviation Capital will be the launch customer, taking 10 aircraft from 2022 to 2024; commitments from Air Tahiti and another undisclosed customer bring the total order book to 17. On 9 October 2019, ATR launched the ATR 42-600S at the European Regions Airline Association General Assembly, with 20 commitments including from Elix Aviation Capital (10 aircraft) and Air Tahiti (two aircraft). Capable of operating from 800 m (2,600 ft) runways with up to 42 passengers, certification

4488-474: Was powered by Pratt & Whitney Canada PW120 engines rated at 1,800 shp (1,300 kW). The -300 was the standard production version. This model was manufactured until 1996. It was powered by Pratt & Whitney Canada PW120 engines rated at 2,000 shp (1,500 kW). The -320 was an improved version of the -300 powered by PW121 engines (2100 shp). It was designed to have better performance, especially in hot and high conditions. The ATR 42-400

4556-520: Was the largest market with 30.5 million seats, then Indonesia with 14.3 and the US with 13.4. The busiest turboprop airport was Vancouver (2.75 Million seats) followed by Toronto Pearson (2.64) then Seattle-Tacoma (2.39). Although turboprops are quiet to outside observers, prop wash makes them noisy inside. Active noise reduction should reduce the cabin noise of the Bombardier Q400 or

4624-459: Was to be many years before newer designs bettered them enough to make it worthwhile in terms of capital investment to develop. Among the first purpose-built airliners developed for the CAB sanctioned local-service airlines in the US, the predecessors of the modern regional airliner industry; was the interim and custom-built Fairchild F-27/FH-227 's for the needs of these smaller but expanding airlines of

#198801