ATR 42

ATR

Company type	Joint venture
Industry	Aerospace
Founded	November 4, 1981 (1981-11-04)
Founder	Aérospatiale and Aeritalia
Headquarters	Toulouse , France
Products	Regional airliners (ATR 42, ATR 72)

The ATR 42 is a regional airliner developed by the Franco-Italian aerospace company ATR, with its final assembly taking place in Toulouse, France. Established on 4 November 1981 as a joint venture between the French firm Aérospatiale (now part of Airbus) and the Italian company Aeritalia (currently Leonardo S.p.A.), the ATR 42-300 completed its first flight on 16 August 1984 and obtained type certification in September 1985. The launch operator, Air Littoral, commenced commercial operations later that December.

This high-wing turboprop aircraft is equipped with two Pratt & Whitney Canada PW120 engines. Its designation derives from its original seating capacity of 42 passengers. Subsequent versions incorporated advanced avionics, a glass cockpit, and updated powerplants. The ATR 42 also served as the foundation for the extended-range ATR 72, which debuted in October 1989.

Development

Throughout the 1960s and 1970s, Europe's aerospace sector experienced considerable consolidation, including mergers and multinational partnerships such as the Airbus A300. In line with this trend, French Aérospatiale and Italian Aeritalia initiated a collaborative effort to develop a new regional airliner after separately exploring their own projects—the AS 35 and AIT 230 respectively—to address increasing market demand by 1978.

Initial development

On 4 November 1981, Aeritalia's chairman Renato Bonifacio and Aerospatiale's chairman Jacques Mitterrand formalized a cooperation agreement in Paris, combining their individual designs into a unified aircraft program under a joint venture. The partnership aimed to achieve comparable unit costs but targeted fuel consumption over a sector that was approximately half that of rivals such as the British Aerospace HS.748 and Fokker F.27. Additionally, plans included developing a stretched variant seating 58 passengers, known as the ATR XX.

This pact established the company ATR and initiated its inaugural aircraft project, the ATR 42. By 1983, ATR had set up an international customer support division to provide global service for its forthcoming aircraft. The ATR 42 successfully conducted its maiden flight from Toulouse Airport, France, on 16 August 1984. Following this, it secured type certification from both French and Italian civil aviation authorities in September 1985, allowing it to enter operational service.

Introduction

The first production model ATR 42-300 was handed over on 3 December 1985 to the French launch customer Air Littoral, which operated its initial revenue flight on 23 December between Béziers Cap d'Agde Airport and Paris Orly. By January 1986, buoyed by strong market interest, ATR announced plans to develop a larger version, the ATR 72, designed to accommodate more passengers.

By late 1986, growing order volumes enabled an increase in manufacturing pace. In August 1988, ATR secured a significant North American contract for fifty ATR-42-300 aircraft from Texas Air Corporation. That same year marked delivery of the hundredth ATR aircraft to Trans World Express. On 1 July 1989, ATR inaugurated a global training center in Toulouse aimed at centralizing and modernizing airline crew instruction; by June 1999, this facility was certified as a Type Rating Training Organization by the Joint Aviation Authorities.

By September 1989, ATR had achieved its initial sales goal of producing 400 units. Deliveries of the larger ATR 72 began during that year, with both models frequently ordered simultaneously. Sharing production facilities, components, and manufacturing processes, the ATR 42 and ATR 72 have supported each other's ongoing production; as of 2015, the ATR 42 remained the sole actively produced regional aircraft with approximately fifty seats.

ATR 42-300/320

In an effort to maintain its competitive edge in the regional aircraft sector throughout the 1990s, ATR implemented several enhancements to the ATR 42 model. Production of the original ATR 42-300 continued until 1996, running concurrently with the ATR 42-320, which was equipped with more powerful PW121 engines to boost overall performance. Additionally, the ATR 42-300QC variant offered a quick-change configuration, allowing rapid conversion between freight and passenger layouts within the -300 series.

ATR 42-500

Introduced on 14 June 1993 and taking its first flight on 16 September 1994, the ATR 42-500 series brought significant improvements including new PW127 engines, six-blade propellers, enhanced capabilities for hot and high-altitude operations, increased maximum takeoff weight, and a revamped passenger cabin. Certification was granted in July 1995, with the inaugural delivery made to Italian carrier Air Dolomiti on 31 October 1995. The aircraft entered commercial service in January 1996. On 19 November 2000, it achieved approval for ETOPS operations up to 120 minutes.

From an organizational perspective, ATR established an asset management division in July 1998. In June 2001, its parent companies EADS and Alenia Aeronautica merged their regional aircraft activities under the ATR consortium umbrella. By October 2003, ATR had secured ISO 9001-2000 and AS9100 certifications, reflecting elevated quality management standards. A collaboration agreement with Brazilian manufacturer Embraer was signed in July 2004 to enhance customer service through the AEROChain Portal. Later, in April 2009, ATR launched its comprehensive 'Door-2-Door' customer service program.

ATR 42-600

The ATR 42-600 series represents the current production iteration, unveiled by CEO Stéphane Mayer on 2 October 2007. This model incorporates upgraded PW127M engines, a modern glass cockpit, and various refinements aimed at boosting operational efficiency, dispatch reliability, and reducing both fuel consumption and operating expenses compared with the -500 version. Its prototype completed its maiden flight on 4 March 2010. The first delivery went to Tanzanian airline Precision Air in November 2012.

Robust market demand for the -600 prompted ATR to significantly expand its Toulouse manufacturing plant capacity to accommodate up to 120 units annually by late 2015. That same year, CEO Patrick de Castelbajac reported a backlog nearing 300 orders—equivalent to approximately three years of production output. In 2017, ATR launched an internal financing and leasing division aimed at broadening customer support and service options.

ATR continues to pursue ongoing enhancements across its product line. During the mid-2010s, plans emerged for a stretched variant seating around 90 passengers; however, shareholder Airbus showed limited interest while CEO Fabrice Brégier focused on addressing production challenges.

42-600S STOL

In the late 2010s, ATR explored augmenting the ATR 42’s short takeoff and landing (STOL) capabilities to enable operation from runways as short as , achieved through upgrades such as improved braking systems and tail redesigns. This initiative sought to open new market opportunities by allowing steep approach profiles and maintaining operating costs comparable to those of smaller 30-seat aircraft.

The STOL modifications planned for introduction in 2019 aimed at reducing landing distances from . Key changes included extending wing flap deflections to 25°, utilizing spoilers during landing phases, integrating autobrake systems, and enlarging both rudder deflection range and vertical stabilizer dimensions to enhance control during engine-out scenarios—thereby lowering minimum control speeds.

ATR forecasted a long-term market spanning three decades for approximately 800 STOL-configured aircraft accommodating between 20 and 42 passengers. The focus was on improving connectivity for island regions and facilitating cargo transport to airfields with short runways. The ATR 42-600S model would incorporate weight savings through lighter seating and galley components. Announced at the June 2019 Paris Air Show, Irish lessor Elix Aviation Capital became the launch customer with an order of ten units scheduled for delivery from 2022 through 2024. Subsequent commitments from Air Tahiti and another operator increased total orders to seventeen.

On 9 October 2019, ATR formally introduced the ATR 42-600S at the European Regions Airline Association General Assembly with twenty firm commitments including Elix Aviation Capital’s ten aircraft and Air Tahiti’s two aircraft orders. This variant is capable of transporting up to forty-two passengers from runways as short as , with certification anticipated by late 2022. Access to nearly five hundred airports featuring runways expands its accessible market by approximately twenty-five percent. Operations from runways measuring can accommodate flights at seventy percent seat capacity.

The ATR 42-600S completed its initial flight on 11 May 2022. Installation of an enlarged rudder was planned for late that year ahead of certification expected in 2023.

In November 2024, ATR ceased development of the ATR 42-600S STOL variant to concentrate efforts on enhancing efficiency across both the ATR 42 and ATR 72 aircraft families.

Design

The ATR 42 features a straight, high-wing configuration and is powered by two Pratt & Whitney Canada PW120 turboprop engines. It employs a T-tail design and holds certification under the transport category. Equipped with deicing boots to manage icing conditions, the aircraft also has retractable landing gear that retracts into fuselage fairings. Although it does not have an Auxiliary Power Unit (APU), it can operate independently on the ground by using a propeller brake on the starboard engine to generate power.

Its pressurized cabin boasts a circular cross-section with an interior width that supports four-abreast seating for 48 passengers, arranged with a seat pitch of . The wing has a span of , covering an area of , resulting in an aspect ratio of . The maximum takeoff weight (MTOW) is , and the wing loading is . The ATR 42 cruises at a true airspeed of , consuming 811 kg/h of fuel, which translates into competitive fuel efficiency at about per seat when configured with 48 seats.

Operational history

On August 21, 1990, American Eagle secured a significant contract for 41 ATR 42s and 59 ATR 72s, marking a strong foothold for ATR in the North American market. By September 1997, American Eagle had taken delivery of the 500th ATR aircraft produced. In June 1998, Romania’s Tarom received its initial two ATR 42-500s from an order totaling seven units, while Cuba’s Cubana de Aviacion also introduced ATR planes into its fleet.

By the year 2000, the worldwide ATR fleet had logged over 10 million flights, covering roughly 4 billion kilometers and transporting about 450 million passengers. Sales reached their highest point in 2007 with orders for 113 new aircraft and again surged in 2011. During this period, ATR’s CEO Filippo Bagnato attributed growth amid the Great Recession to the aircraft’s superior fuel efficiency and reduced maintenance expenses compared to rivals. The African market became notably strong due to ATR’s capacity to operate autonomously on rugged airstrips.

In 2013, ATR reported holding a commanding 48% share of the global regional aircraft segment (50–90 seats), with confirmed orders for 10 ATR 42-600s and 79 ATR 72-600s. Leasing firms accounted for approximately 70% of these purchases, indicating heightened investor confidence.

ATR’s initial entry into China occurred in May 1997 through orders from China Xinjiang Airlines and CAAC. However, expansion remained limited because of local preferences favoring larger aircraft and substantial import duties on foreign-manufactured planes. To enhance its presence in China, ATR opened an office in Beijing in late 2014 and recruited former Airbus sales personnel to focus on routes unsuitable for larger jets.

To address cargo operators’ needs and replace older fleets, ATR developed two freighter conversion programs—the Bulk Freighter and ULD Freighter—modifying early production models by reinforcing floors, sealing windows, installing restraining nets, and fitting large cargo doors compatible with standard containers. By October 2012, more than one-fifth of first-generation ATRs had undergone conversion through companies such as Aeronavali, M7 Aerospace, Indraéro Siren, Aeroconseil, Infinion Certification Engineering, and Arrodisa.

In January 2017, Japan Air Commuter became the first Japanese airline to operate the ATR 42-600 after ordering nine units intended to replace Saab 340s; they also evaluated replacing Bombardier Q400s with ATR models. On April 22, 2019, Silver Airways introduced the ATR 42-600 into the U.S. market and held firm orders for sixteen turboprops along with options for thirty more via lessor Nordic Aviation Capital.

By September 2024, Nepal’s Buddha Air retired its ATR 42-320 after it reached its economic lifespan of 70,000 cycles.

ATR 42-200

The -200 was the initial ATR 42 prototype, with only a limited number constructed for evaluation purposes. It was equipped with Pratt & Whitney Canada PW120 engines producing .

ATR 42-300

Serving as the primary production version until 1996, the -300 model utilized Pratt & Whitney Canada PW120 engines rated at .

ATR 42-320

This variant enhanced the -300 by incorporating PW121 engines delivering 2100 shp, resulting in improved capabilities under hot and high-altitude conditions.

ATR 42-400

Building on the -320, the -400 introduced six-bladed propellers paired with PW121 engines. Three units were supplied to the Italian government as specialized "Surveyor" maritime patrol aircraft. Only two civilian -400s were manufactured; these were initially operated by CSA Czech Airlines in 1995 and 1996 before being transferred to Conviasa in 2006.

ATR 42-500

Launched in October 1995, the -500 brought multiple advancements aimed at enhancing operational efficiency and passenger experience. It featured six-blade composite propellers driven by PW127E engines rated at , an increased maximum takeoff weight allowing for greater payload and extended range, and noise reduction through superior insulation. Additional improvements included a redesigned interior cabin, elevated cruise speed, CAT II landing system capability, and dual Honeywell HT1000 flight management systems. The engines are flat-rated for operation up to 45 °C, while propeller control is managed entirely through electric systems.

ATR 42-600

Introduced in October 2007, the ATR 42-600 series incorporated the PW127M engine, which delivers a 5% thrust increase to boost performance on short runways and in challenging hot or high-altitude environments. This engine features a "boost function" that provides extra power as required. The cockpit was modernized with five large LCD displays replacing the former electronic flight instrument system, supported by a multipurpose computer to enhance flight safety and efficiency. Thales avionics enable CAT III instrument landing and required navigation performance capabilities. Passenger comfort improvements include lighter seating and more spacious overhead compartments. Though marketed as the ATR 42-600, EASA certification treats it as an updated variant of the ATR 42-500 with advanced avionics rather than recognizing it as a distinct certified model.

ATR 42-600S

The ATR 42-600S was designed as a STOL (short takeoff and landing) version capable of operating from runways as short as 800 meters carrying up to 34 passengers or from an 890-meter runway fully loaded with 48 passengers on short-haul flights. Announced at the ERA General Assembly, it received firm commitments for 20 aircraft, including orders from Elix Aviation Capital (10 units) and Air Tahiti (2 units), with certification anticipated by late 2022 ahead of initial deliveries. However, development was discontinued in November 2024 due to a smaller than expected market demand.

ATR 42-600/-600S HighLine Edition

The HighLine editions of both the ATR 42-600 and ATR 42-600S feature an executive-style cabin configuration while maintaining all other specifications identical to their base models.

Other versions

Cargo variant

Available in both bulk (tube) and ULD freighter configurations featuring large cargo doors. A Supplemental Type Certificate (STC) permits conversion of all ATR-42 variants into dedicated freighters. Prominent operators include FedEx, UPS, and DHL.

ATR Surveyor

The "Surveyor" is a maritime patrol adaptation based on the -400 variant.

Other variants

VIP transport and airborne inspection configurations are offered within the -500 series lineup.

Civilian operators

Refer to List of ATR 42 operators for a comprehensive overview.

Airlines operating more than five ATR 42 aircraft

Airline	300	320	500	600	600S	Total
Canadian North	5	2	8	-	-	15
Danish Air Transport	2	2	3	-	-	7
EasyFly	-	-	2	12	-	14
Empire Airlines	8	3	-	-	-	11
FedEx Express	11	6	-	-	-	17
Japan Air Commuter	-	-	-	9	-	9
Loganair	-	-	5	2	-	7
Mountain Air Cargo	6	2	-	-	-	8
SATENA	-	-	4	4	-	8
Pakistan International Airlines	-	-	3

On August 1, 2017, Silver Airways placed an order for twenty ATR 42-600 units, marking the aircraft’s debut in the U.S. market; by late 2019, four had entered service.

By November 2018, Loganair intended to phase out its Saab fleet—primarily Saab 2000s due to high operating costs—by acquiring roughly twenty ATR 42s over a period of four to five years beginning in late 2019.

Military operators

As of August 2022, six ATR 42 aircraft were active in military roles:

• Colombian Navy: one unit
• Nigerian Air Force: two maritime patrol variants
• Myanmar Air Force: three specialized mission aircraft
• Senegalese Air Force: one unit

Government operators

• French Service des avions français instrumentés pour la recherche en environnement operates an ATR 42-320 (registration F-HMTO) for environmental research.
• Indonesian Directorate General of Marine and Fisheries Resources Surveillance utilizes an ATR 42-320 operated by Trigana Air.
• Italian Corps of the Port Captaincies – Coast Guard employs three maritime patrol variants.
• Italian Guardia di Finanza operates five maritime patrol aircraft.
• Senegal Asecna also operates the type.

Accidents and incidents

The ATR 42 has been involved in a total of forty-seven aviation accidents and incidents, including thirty-four hull losses, resulting in fatalities.

Non-Fatal Incidents

On January 27, 2009, Empire Airlines Flight 8284 crashed during final approach in Texas; both crew members survived with minor injuries while the aircraft was declared a total loss.

On April 4, 2016, an ATR-42 registered PK-TNJ operated by TransNusa collided with a Batik Air Boeing 737-800 at Halim Airport during takeoff, igniting a fire on the Boeing. All four occupants aboard the ATR survived; however, the aircraft was written off.

Fatal Accidents

• On October 15, 1987, an ATR 42-312 operated as Aero Trasporti Italiani Flight 460 crashed in Italy en route from Milan to Cologne under icing conditions, resulting in the deaths of all thirty-seven onboard.
• On August 21, 1994, Royal Air Maroc Flight 630, an ATR-42-312, crashed into the Atlas Mountains with all forty-four passengers and crew perishing. The accident was attributed to intentional pilot action.
• On July 30, 1997, an ATR-42-500 operating as Air Littoral Flight 701 overran the runway in Italy after flying from Nice; one crew member was killed and the aircraft was destroyed.
• On October 11, 1999, an Air Botswana captain hijacked an ATR-42-320 and deliberately crashed it into parked planes at Gaborone Airport; only the hijacker died.
• On November 12, 1999, Si Fly Flight 3275, an ATR-42-312 serving the United Nations, crashed near Mitrovica in Kosovo with all twenty-four aboard losing their lives.
• On September 14, 2002, an ATR-42-312 cargo flight operated by Total Linhas Aereas Flight 5561 crashed near Paranapanema in Brazil; both crew members died.
• On February 21, 2008, an ATR-42-300 belonging to Santa Barbara Airlines Flight 518 crashed in Venezuela’s Andes mountains killing all forty-six passengers and crew.
• On September 13, 2010, an ATR-42-320 operated by Conviasa Flight 2350 crashed near Ciudad Guayana in Venezuela; seventeen of fifty-one onboard were killed.
• On August 16, 2015, Trigana Air Service Flight PK-YRN crashed in Papua (Indonesia), killing all fifty-four aboard; this remains the deadliest accident involving an ATR aircraft.
• On December 7, 2016, an ATR-42-500 serving as PIA Flight 661 crashed in Pakistan’s Khyber Pakhtunkhwa province en route to Islamabad; all forty-seven onboard perished.
• On December 13, 2017, an ATR-42-320 operated by West Wind Aviation Flight 280 crashed shortly after takeoff in Saskatchewan, Canada; one injured passenger later died. Following this incident, the airline temporarily suspended its ATR operations and had its Air Operator Certificate revoked due to operational shortcomings.
• On November 6, 2022, an ATR-42-500 on board Precision Air Flight 494 crashed into Lake Victoria while approaching Bukoba Airport in Tanzania. Nineteen fatalities were reported; adverse weather conditions were considered a possible cause.

Specifications

ATR 42 Model Variants

	ATR 42-300	ATR 42-320	ATR 42-400	ATR 42-500	ATR 42-600	ATR 42-600S
Flight deck crew	Two pilots
Passenger capacity	48 seats with a 30 in (760 mm) seat pitch
Aircraft length	22.67 m (74 ft 5 in)
Wingspan measurement	24.57 m (80 ft 7 in)
Height dimension	7.59 m (24 ft 11 in)
Wing surface area	54.5 m2 (587 sq ft)
Aspect ratio value	11.08
Empty operating weight	10,285 kg (22,675 lb)		11,050 kg (24,360 lb)	11,550 kg (25,460 lb)	11,750 kg (25,900 lb)	11,750 kg (25,900 lb)
Maximum takeoff weight (MTOW)	16,900 kg (37,300 lb)		18,200 kg (40,100 lb)	18,600 kg (41,000 lb)
Maximum payload capacity	5255 kg (15579 lb)		5550 kg ( lb)	kg ( lb)	kg ( lb)	kg ( lb)	Note: Payload figures have been streamlined for clarity.*		Fuel storage capacity	4,500 kg (9,900 lb)		Engine type (two units)	Pratt & Whitney Canada PW120	Pratt & Whitney Canada PW121	Pratt & Whitney Canada PW121A	Pratt & Whitney Canada PW127E/M	Pratt & Whitney Canada PW127XT-M	Pratt & Whitney Canada PW127XT-L		Engine power output	1,800 hp (1,300 kW)	1,900 hp (1,400 kW)	1,980 hp (1,480 kW)	2,160 hp (1,610 kW)	2,400 shp (1,800 kW)	2,750 shp (2,050 kW)		Cruise velocity	270 kn (500 km/h; 310 mph)	261 kn (484 km/h; 300 mph)	300 kn (556 km/h; 350 mph)	"colspan=2"|289 kn (535 km/h; 333 mph)		Range with 48 passengers aboard	459 nmi	794 nmi	716 nmi	726 nmi	680 nmi

Sources

• Jackson, Paul. Jane's All The World's Aircraft 2003–2004. Coulsdon, UK: Jane's Information Group, 2003. .
• Taylor, Michael J. H. Brassey's World Aircraft & Systems Directory 1999/2000. London: Brassey's, 1999. .