ATR 42 & ATR 72
The ATR family of regional turboprop aircraft was born from a dedicated joint venture between Aérospatiale of France—now part of Airbus—and Aeritalia of Italy, today known as Leonardo. The agreement, signed on 4 November 1981, aimed to produce a modern, efficient aircraft to serve the growing regional airline market.
At the time, much of the short‑haul market was still being flown by ageing types such as the Fokker F‑27 Friendship and the Handley Page Herald. European manufacturers were increasingly collaborating on new aircraft programmes, as seen with the Airbus A300, and the ATR project followed this same cooperative approach.
From the outset, ATR aircraft were designed with practicality in mind. The high‑wing layout provides excellent short‑field performance and keeps the engines clear of debris on unpaved or rough airstrips. The ATR 72, in its standard configuration, boards passengers through the rear door, a procedure that requires a tail stand to prevent the aircraft from tipping when weight shifts aft.
The forward door is primarily used for cargo and baggage, although some operators—such as launch customer Finnair—requested a passenger‑capable forward door to interface with airport airbridges. Another distinctive feature of ATR aircraft is the propeller brake fitted to the number two engine, allowing it to operate as an Auxiliary Power Unit (APU) on the ground. With the propeller locked, the engine can run safely to power the aircraft’s electrical and air‑conditioning systems at airfields lacking ground support equipment.
History
Hop! (for Air France) ATR 42-500 registration F-GPYK.
In September 1989 ATR announced that they had achieved their target of 400 sales of the ATR 42. The ATR 42 maintained its original specs until 1996 when some modernising changes were made, including the introduction of the more powerful PW-121 engines which gave it better performance over the original PW-120.
The new model was known as the ATR-320 and essentially looked the same as the original ATR-42. Aside from the ATR-300 and 320, there was a further variant to this model which was the ATR-300QC. This model was capable of switching from passenger to cargo carrying in a very quick time as the QC stood for Quick Change.
There was an ATR 42-400, however, only 5 were built. This model was simply an ATR-320 with the same PW-121 engines but with a six-bladed propeller. The ATR 42-500 was a much more modernised aircraft overall. The first one was delivered in October 1995 and featured improvements in the passenger cabin as well as performance.
Air Littoral ATR 42-500 registration F-GPYO landing at Zurich (ZRH).
As the ATR 42 was taking to the air for the first time, plans were already underway to create a larger model. The ATR 72 was designed to cater for 78 passengers and was essentially a stretched ATR 42. The main differences between the two were an increase to the fuselage length of 4.5 metres (15 ft) and a slightly larger wingspan which allowed for the accommodation of 10% more fuel capacity.
The launch of the ATR 72 project began on 15 January 1986 with the first airframe taking its maiden flight on 27 October 1988. On 25 September 1989, the French Directorate-General for Civil Aviation granted type certification, with launch customer Finnair putting their first ATR 72 into service on 27 October 1989.
Air Nostrum (Iberia Regional) ATR 72-600 registration EC-LRH.
There have been 5 main variants of the ATR-72 with differences mainly around engines, door configuration and performance. The current version is the ATR-600 which features an all-glass cockpit with wide screens, lighter seats, and larger luggage bins. This variant has also been approved for a high-density configuration of up to 78 seats.
The ATR order book is still looking healthy with projected orders set to keep the production line running for some time yet. The company had started investigating a 90-seat version of the type, however, there seemed very little interest by either Airbus or Leonardo to pursue this and it has reportedly been shut down.
Finnair ATR 72-201 registration OH-KRH at Tallinn (TLL).
Specifications
ATR 42 and 72 Specs Table
| Specification | ATR 42‑500 | ATR 42‑600 | ATR 72‑500 | ATR 72‑600 |
|---|---|---|---|---|
| Crew | 2 | 2 | 2 | 2 |
| Passengers | 48 | 48 | 70 | 78 (max) |
| Length | 22.67 m (74 ft 5 in) | 22.67 m (74 ft 5 in) | 27.17 m (89 ft 2 in) | 27.17 m (89 ft 2 in) |
| Wingspan | 24.57 m (80 ft 7 in) | 24.57 m (80 ft 7 in) | 27.05 m (88 ft 9 in) | 27.05 m (88 ft 9 in) |
| Height | 7.59 m (24 ft 11 in) | 7.59 m (24 ft 11 in) | 7.65 m (25 ft 1 in) | 7.65 m (25 ft 1 in) |
| Wing Area | 54.5 m² | 54.5 m² | 61.0 m² | 61.0 m² |
| Empty Weight | 11,250 kg | 11,250 kg | 13,000 kg | 13,000 kg |
| Max Takeoff Weight (MTOW) | 18,600 kg | 18,600 kg | 22,500 kg | 23,000 kg |
| Max Landing Weight | 18,300 kg | 18,300 kg | 22,350 kg | 22,350 kg |
| Max Zero Fuel Weight | 17,000 kg | 17,000 kg | 21,000 kg | 21,000 kg |
| Fuel Capacity | 4,500 L | 4,500 L | 5,700 L | 5,700 L |
| Engines | PW127E | PW127M | PW127F | PW127M |
| Power (each) | 2,400 shp | 2,750 shp | 2,475 shp | 2,750 shp |
| Propellers | 6‑blade | 6‑blade | 6‑blade | 6‑blade |
| Cruise Speed | 556 km/h (300 kt) | 556 km/h (300 kt) | 511 km/h (276 kt) | 511 km/h (276 kt) |
| Range (max) | 1,550 km | 1,550 km | 1,528 km | 1,528 km |
| Service Ceiling | 25,000 ft | 25,000 ft | 25,000 ft | 25,000 ft |
| Takeoff Distance | 1,165 m | 1,165 m | 1,330 m | 1,330 m |
| Landing Distance | 1,060 m | 1,060 m | 915 m | 915 m |
| Cargo Volume | 12.1 m³ | 12.1 m³ | 19.7 m³ | 19.7 m³ |
Air Dolomiti ATR-42-500 registration I-ADLG.
Orders & Deliveries
| Variant | Orders | Deliveries | Notes |
|---|---|---|---|
| ATR 42‑300 / 320 / 400 | ~420 | ~420 | Early ATR 42 variants |
| ATR 42‑500 | ~230 | ~230 | Improved performance version |
| ATR 42‑600 | ~180 | ~160 | Current ATR 42 production model |
| ATR 72‑200 / 210 | ~180 | ~180 | Early ATR 72 variants |
| ATR 72‑500 | ~490 | ~490 | Most widely used legacy ATR 72 |
| ATR 72‑600 | ~850 | ~700 | Current ATR 72 production model |
| TOTALS | ~2,350 | ~2,180 |
ATR Orders and Deliveries by Airline.
| Airline | ATR‑42 | ATR‑72 | Total | Notes |
|---|---|---|---|---|
| Air Botswana | 0 | 3 | 3 | Africa |
| Air Corsica | 2 | 5 | 7 | France |
| Air New Zealand | 0 | 29 | 29 | Operated via ATR division |
| Air Nostrum | 0 | 11 | 11 | Spain |
| Air Tahiti | 2 | 7 | 9 | French Polynesia |
| Azul | 0 | 39 | 39 | Brazil |
| Bahamasair | 3 | 2 | 5 | Caribbean |
| Binter Canarias | 0 | 32 | 32 | Canary Islands |
| Braathens Regional | 0 | 12 | 12 | Sweden |
| Caribbean Airlines | 0 | 9 | 9 | Trinidad & Tobago |
| Ethiopian Airlines | 0 | 8 | 8 | Africa |
| Fiji Link | 2 | 3 | 5 | Pacific |
| Firefly | 0 | 12 | 12 | Malaysia |
| HOP! (Air France) | 5 | 5 | 10 | France |
| IndiGo | 0 | 45 | 45 | India |
| LIAT | 3 | 0 | 3 | Caribbean |
| Loganair | 5 | 2 | 7 | UK |
| MASwings | 0 | 10 | 10 | Malaysia |
| PNG Air | 0 | 7 | 7 | Papua New Guinea |
| Precision Air | 3 | 6 | 9 | Tanzania |
| Silver Airways | 6 | 11 | 17 | USA |
| Solomon Airlines | 0 | 1 | 1 | Pacific |
| Wings Air | 0 | 67 | 67 | Indonesia |
Summary
The ATR family has become one of the most successful regional aircraft programmes in aviation history. What began as a joint venture between France and Italy has grown into a global fleet serving communities from the Arctic Circle to the South Pacific. The ATR 42 and ATR 72 have earned a reputation for reliability, fuel efficiency, and the ability to operate from short or challenging runways where many jets simply cannot go.
Across four decades of development, the aircraft have evolved through multiple variants, culminating in the modern -600 series with its advanced avionics, improved performance, and more comfortable cabin. Despite changes in the regional airline landscape, ATRs continue to play a vital role in connecting smaller cities and remote regions, often providing the only air link available.
With a strong order book, a broad operator base, and ongoing refinements to the -600 platform, ATR remains firmly positioned as the world’s leading turboprop manufacturer. The aircraft’s blend of economy, versatility, and dependable performance ensures it will continue serving regional markets for many years to come.