ATR 72
| Company type | Joint venture |
|---|---|
| Industry | Aerospace |
| Predecessor | Aérospatiale and Aeritalia |
| Founded | 1981 |
| Founder | Aérospatiale and Aeritalia |
| Headquarters | Toulouse , France |
Area served | Worldwide |
Key people | Stéphane Mayer (CEO), Patrick de Castelbajac (former CEO) |
| Products | Regional turboprop aircraft (ATR 42, ATR 72) |
| Owner | Airbus SE (50%), Leonardo S.p.A. (50%) |
| Parent | Airbus SE and Leonardo S.p.A. |
| Website | www |
The ATR 72 is a twin-engine turboprop regional airliner designed for short-haul routes, developed and manufactured by the French-Italian aerospace company ATR. Its designation corresponds to its typical seating arrangement of 72 passengers. Besides its primary role in passenger transportation, the ATR 72 is also utilized for corporate travel, freight operations, and maritime surveillance missions.
All ATR aircraft are produced at the assembly facility located in Toulouse, France. ATR benefits from shared technology and resources through its 50% ownership by Airbus SE. Over time, the ATR 72 has seen a series of enhancements, including the integration of advanced avionics such as glass cockpit systems and upgraded engines that boost fuel efficiency, reliability, and lower operational expenses. It maintains extensive design similarities with the smaller ATR 42, which continues to be manufactured as of 2025.
History
ATR ( / ) represents a collaborative venture between the French aerospace firm Aérospatiale (now part of Airbus) and the Italian aviation company Aeritalia (currently Leonardo S.p.A.). During the 1980s, these entities joined forces to create a new family of regional aircraft. The initial model, the ATR 42-300, completed its maiden flight on 16 August 1984. The ATR 72 emerged as an extended version in the mid-1980s and commenced commercial operations with Finnish carrier Finnair on 27 October 1989.
Origins
In the mid-1980s, ATR developed the ATR 72 to provide a larger-capacity regional airliner compared to the ATR 42. This model featured an elongated fuselage by , increasing the seating capacity from 48 to approximately 78 passengers. Enhancements included a broader wingspan, more powerful engines, and an approximate 10% increase in fuel storage.
The ATR 72 program was officially launched on 15 January 1986, with its first flight occurring on 27 October 1988. It obtained French certification for airworthiness on 25 September 1989. The Finnish airline Finnair became its inaugural operator on 27 October 1989. Both the ATR 72 and ATR 42 are produced on a shared assembly line and utilize many common components, enabling ongoing production of both variants. As of 2015, the ATR 42 remained unique as the only regional aircraft with a seating capacity around 50 still in production.
By the year 2000, the worldwide fleet of ATR aircraft had completed over ten million flights, covering nearly four billion kilometers and transporting about 450 million passengers. In 2007, ATR achieved a sales milestone with an order intake of 113 new aircraft. By late 2014, total orders for the ATR 72 series reached one thousand units, with deliveries totaling 754 aircraft and an outstanding backlog of 246.
From an organizational perspective, ATR established its Asset Management Department in July 1998. In June 2001, parent companies EADS and Alenia Aeronautica unified their regional aircraft operations under the ATR consortium umbrella. On 3 October 2003, ATR secured ISO 9001-2000 and EN/AS/JISQ 9100 certifications, demonstrating compliance with recognized quality management standards within the industry. In July 2004, ATR collaborated with Brazilian manufacturer Embraer through the AEROChain Portal to improve customer service capabilities. By April 2009, ATR had launched its 'Door-2-Door' service initiative as part of its comprehensive customer support program.
In 2017, the approximate unit price for an ATR 72-600 was reported at around US$26 million.
Ongoing Advancements
As of October 2007, the latest production model is the ATR 72-600 series. ATR's CEO, Stéphane Mayer, introduced the -600 variant with enhancements aimed at boosting operational efficiency, improving dispatch reliability, and lowering both fuel consumption and operating expenses. Compared to the preceding -500 version, it features upgraded PW127M engines, a modernized glass cockpit, along with several other refinements.
Starting in 2008, ATR became an active participant in the European Clean Sky Joint Technology Initiative. On 8 July 2015, an ATR 72-600 'green' technology demonstrator completed its maiden flight to evaluate new composite materials used for insulation, air conditioning components, electrical systems, and energy management changes designed to enhance overall performance. Alessandro Amendola, ATR’s senior vice-president of engineering, emphasized that eliminating all applications of bleed air and reducing peak electrical loads were fundamental objectives in developing an all-electric system architecture. By March 2016, a second phase of flight testing focused on this all-electric systems design had concluded, with data analysis still underway.
The strong market interest for the -600 series prompted ATR to establish a second, more advanced final assembly line and expand hangar facilities in Toulouse, increasing its manufacturing area fourfold since 2005. In October 2015, CEO Patrick de Castelbajac announced that production would surpass 90 aircraft that year, with capacity to support up to 120 units annually. At that time, the order backlog stood at approximately 300 aircraft, representing about three years of production. By 2017, ATR had launched an internal financing and leasing division to improve customer support and broaden its service portfolio.
In December 2015, EASA authorized a high-density seating configuration raising the maximum passenger capacity from 74 to 78 seats. At the 2021 Dubai Airshow, ATR revealed an updated ATR 72-600 equipped with new PW127XT engines that reduce maintenance costs by 20% and fuel consumption by 3% compared to the PW127M.
Continued product development remains a central focus. At the July 2016 Farnborough Airshow, CEO Patrick de Castelbajac disclosed intentions to investigate replacing the Pratt & Whitney Canada PW127 engine with either a new P&WC model or a General Electric GE38 variant from GE Aviation. While expressing satisfaction with the current engine supplier, he stressed that any re-engining effort must achieve at least a 15% improvement in fuel efficiency and reduce direct maintenance expenses by 20–25% to remain competitive against regional jets. He also described this initiative as a transitional step toward creating a larger aircraft seating around 100 passengers.
During the mid-2010s, there were reports about developing an extended 90-seat ATR model; however, Airbus, as a major shareholder, showed limited support for this plan and preferred focusing on resolving manufacturing challenges. In January 2018, Leonardo, ATR’s parent company, formally discontinued the 100-seat aircraft program.
Design
The ATR 72 is a turboprop regional airliner designed to accommodate up to 78 passengers. It is powered by two Pratt & Whitney Canada PW100 turboprop engines driving either four- or six-bladed propellers supplied by Hamilton Standard. Initial versions employed the PW124B engine rated at , while later models utilize the PW127 engine delivering up to , which improves takeoff capabilities in "hot and high" conditions. The ATR 72 is capable of operating from airports situated at high altitudes with short runways, such as Andorra Airport. Its wings incorporate carbon fiber materials accounting for approximately 30% of their weight, resulting in a wing weight reduction of about 20%.
The aircraft generally does not include an auxiliary power unit, but when installed it is located within the C4 cargo compartment. Most operators equip a propeller brake on the No. 2 engine that allows the propeller to stop while keeping the turbine running; this maintains airflow and electrical power supply on the ground—a feature referred to as "Hotel Mode."
Passenger boarding typically occurs through the rear door while cargo is loaded via the front entry. Early customer Finnair requested a front passenger door configuration to facilitate jet bridge use at Helsinki Airport, whereas Air New Zealand employs rear-door boarding compatible with jet bridges where available. A tail stand is standard during boarding operations to prevent nose tipping.
Operational history
The year 2011 represented a milestone for ATR with record-breaking sales. CEO Filippo Bagnato emphasized the company’s sustained expansion during the Great Recession, crediting this success to the aircraft's superior fuel efficiency—using only half the fuel compared to competitors—and reduced maintenance expenses. ATR found a particularly strong foothold in Africa, where its aircraft's ability to access remote locations with basic airstrips and operate without extensive ground support proved advantageous.
By 2013, ATR commanded a leading 48% share of the worldwide regional aircraft market for models seating between 50 and 90 passengers, solidifying its dominance in this category. That year’s confirmed orders comprised 10 ATR 42-600s and 79 ATR 72-600s, with leasing companies responsible for approximately 70% of these acquisitions. Major lessors such as Dubai Aerospace Enterprise (DAE) and Nordic Aviation Capital (NAC) placed substantial orders—DAE committed to 20 ATR 72s with options for an additional 20 in 2014, while NAC secured 30 units with options extending up to 55 more in 2013. Singapore-based lessor Avation also expanded its ATR 72 fleet, increasing orders from an initial set in 2011 to a total of 35 by 2016.
ATR’s entry into the Chinese aviation market began in May 1997 through sales to China Xinjiang Airlines and the Civil Aviation Administration of China (CAAC). Although the Asia Pacific region accounted for the majority of ATR’s sales geographically, Chinese demand remained modest due to preferences for larger aircraft and high import tariffs on foreign-made planes. In late 2014, ATR opened an office in Beijing staffed by former Airbus sales experts to strengthen its position in China, where turboprop aircraft represented only a minor portion of the fleet.
To address needs from airlines upgrading older models and cargo operators, ATR developed two specialized freighter conversion programs: Bulk Freighter and ULD Freighter. These conversions involve removing cabin interiors, reinforcing flooring, installing window plugs and safety nets, fitting longitudinal tracks, and incorporating an E-Class cabin configuration. The ULD variant is designed to carry standard ULD containers or pallets loaded through a large cargo door on the port side. Companies providing these conversions include Alenia subsidiary Aeronavali, Texas-based M7 Aerospace, French firms Indraéro Siren and Aeroconseil, Canadian Infinion Certification Engineering, and Spain’s Arrodisa. By October 2012, over twenty percent of first-generation ATR 42 and ATR 72 aircraft had undergone freighter conversions.
Iran Air
In February 2016, ATR secured an agreement with Iran Air for the purchase of 20 ATR 72-600 aircraft, including options for an additional 20 units along with after-sales services such as engine maintenance. This contract followed the relaxation of international sanctions on Iran. By June 2017, a €1 billion deal was finalized covering 20 firm orders plus 20 options, with deliveries of the initial four aircraft occurring soon thereafter.
Following the reinstatement of US sanctions in August 2018, thirteen of the ordered twenty planes had been delivered. In April 2019, the US Office of Foreign Assets Control (OFAC) issued ATR a two-year license permitting supply of spare parts necessary to maintain the existing fleet. However, the remaining seven ATR 72-600s from the original order remain under sanctions and have been stored.
Although the ATR 72 is mainly designed as a civilian aircraft, certain models have been modified for military purposes, including roles such as utility and maritime patrol. The Turkish Navy originally placed an order for ten ATR 72-500 maritime patrol aircraft but later adjusted this to a total of eight units: two ATR 72-600 TMUA (Turkish Maritime Utility Aircraft) and six ATR 72-600 TMPA (Turkish Maritime Patrol Aircraft). These are equipped for missions including maritime surveillance, anti-submarine warfare (ASW), and anti-surface warfare (ASuW).
The armed TMPA variant, developed in cooperation with Turkish Aerospace Industries (TAI), features advanced sensors and mission systems tailored for combat scenarios. Deliveries of the first two ATR 72-600 TMUA aircraft took place in 2013. The maiden ATR 72-600 TMPA arrived in December 2020, followed by a second unit in March 2021; both are currently active. As of May 2021, the Turkish Navy operates three ATR 72-600 TMUA aircraft under the MELTEM-3 initiative.
Italian Air Force
The Italian Air Force chose the ATR 72-600 MP, designated as the P-72A, to serve as a versatile platform for maritime patrol, electronic intelligence, and C4 operations. Initially intended to replace the Breguet Atlantic with capabilities in anti-submarine warfare (ASW) and anti-surface warfare (ASuW), the contract signed in 2014 was later modified to exclude these combat roles. Nevertheless, the four P-72A aircraft on order retain the potential for future ASW upgrades. The first two P-72A units were delivered in December 2016, with the final one arriving in February 2021.
Guardia di Finanza
The Italian paramilitary force Guardia di Finanza (GdF) placed an order for one ATR 72 MP in July 2019, followed by an additional three units in October 2019. These aircraft, designated P-72B, will supplement the GdF’s existing fleet of four ATR-42s by enhancing capabilities in border monitoring, maritime surveillance, and search and rescue missions.
FedEx Express
On November 8, 2017, FedEx Express introduced the -600 freighter version of the ATR 72 with an initial firm order for 30 aircraft and options for another 20, all delivered as factory-built cargo planes.
By September 2018, production figures included 187 early variants produced with 172 operated by 55 airlines; 365 -500 models delivered with over 350 active across 75 operators; and a total of 444 -600 units manufactured and flown by 74 operators, alongside a backlog of 231 outstanding orders. Storage numbers exceeded 60 -500s and over 40 -600s, causing lease rates to decline from $170,000 to $130,000 monthly. The list price for the -600 stood at $26.8 million but typically sold at about a 25% discount to approximately $20.1 million. A model from 2012 was valued at $13.3 million with a lease rate of $115,000 per month, which decreased to $10.2 million and $100,000 respectively by 2021. Maintenance expenses include a major D check costing around $0.5 million and engine overhauls ranging between $0.3 million and $1 million.
Failed bids
The ATR 72 was evaluated as a temporary solution to replace the German Navy's P-3 fleet between 2025 and 2032; however, it was ultimately not selected when Germany opted for the P-8A Poseidon in their 2021 procurement decision.
ATR 72-100
The -100 series comprised two variants:
- ATR 72–101
- This was the initial production version featuring both front and rear passenger doors and powered by two PW124B engines; certification was granted in September 1989.
- ATR 72–102
- Another initial production model equipped with a front cargo door and rear passenger door, also powered by two PW124B engines; it received certification in December 1989.
ATR 72-200
The 200 series (-200) included two variants initially offered. The original production model, the -200, was equipped with Pratt & Whitney Canada PW124B engines delivering .
- ATR 72-201
- A version with an increased maximum takeoff weight compared to the -101, receiving certification in September 1989.
- ATR 72-202
- A variant featuring a higher maximum takeoff weight than the -102, certified in December 1989.
ATR 72-210
The 210 series (-210) comprised two versions: the -211 and the -212, both powered by Pratt & Whitney Canada PW127 engines rated at , enhancing performance in hot and high-altitude conditions. These models vary in their door configurations and emergency exits, with the -212 featuring a larger cargo door.
- ATR 72-211
- Model with PW127 engines certified in December 1992.
- ATR 72-212
- PW127-powered variant also certified in December 1992.
ATR 72-212A
Certified in January 1997, the -212A represents an advancement of the -210 series, fitted with PW127F or PW127M engines. It introduces six-bladed propellers, increased maximum weights, improved overall performance, and enhanced automated power management systems designed to lessen pilot workload.
- ATR 72-500
- The initial marketing designation for the ATR 72-212A.
- ATR 72-600
- The updated ATR 72-212A model marketed under this name. Announced in October 2007, deliveries commenced in late 2010. The prototype took its maiden flight on 24 July 2009 after conversion from an ATR 72-500.
The ATR 72-600 features multiple upgrades: new PW127M engines delivering up to a 5% increase in takeoff power when required; a modernized flight deck equipped with five large LCD displays replacing previous EFIS units; a multifunctional computer that enhances operational safety; and new Thales avionics supporting Required Navigation Performance (RNP). Additional refinements include lighter passenger seats and expanded overhead storage bins. In December 2015, EASA authorized a high-density seating configuration expanding capacity from 74 to 78 passengers.
At the Dubai Airshow in November 2021, ATR unveiled the ATR 72-600 powered by new PW127XT engines, which reduce maintenance expenses by approximately 20% and improve fuel efficiency by about 3% compared to the PW127M variant.
ATR 72-600 HighLine Editions
The ATR 72-600 HighLine maintains the same airframe as the standard ATR 72-600 but is outfitted with an executive interior designed specifically for VIP and business transport requirements.
ATR 72MP
Manufactured by Leonardo, the ATR 72MP is a specialized derivative of the ATR 72-600 tailored for maritime patrol duties including search and rescue, command and control, communications, intelligence gathering, surveillance, and reconnaissance (C4ISR). Its Airborne Tactical Observation and Surveillance (ATOS) system integrates various sensors across up to four operator stations.
Principal sensors include:
- Multimode radar employing AESA technology (Leonardo Seaspray 7300)
- Electro-optical/infrared (EO/IR) turret
- Automatic Identification System (AIS)
- Airborne search and rescue direction finder (ASARS DF)
The glass cockpit incorporates a tactical display linked to INS/GPS navigation and IFF identification systems. Communication capabilities encompass multiple U/VHF radios, HF radio sets, and wideband SATCOM. Optional equipment packages offer electronic support measures (ESM) and defensive aids sub-systems (DASS) for enhanced protection during operations in hostile environments.
- ATR 72 ASW
Building upon the MP variant, the ATR 72 ASW adds anti-submarine warfare functionality. It is armed with lightweight aerial torpedoes and fitted with Thales AMASCOS systems for surveillance, electronic warfare, and reconnaissance to support maritime search and rescue missions.
- ATR 72-600 MAR
The unarmed maritime surveillance version designated ATR 72-600 MAR is equipped with Elbit Systems’ ELI-3360MPA suite and was procured by the Philippine Air Force. This platform provides ocean surface monitoring, telemetry recording, and data relay functions. Its sensor suite includes AN/APS-143 X-Band Maritime Surveillance Radar coupled with integrated IFF capabilities capable of detecting life rafts up to distances of approximately 128 km. The aircraft supports over-the-horizon UHF relay communications, mission management systems, L-3 Wescam MX-20HD electro-optical ISR sensors, as well as SIGINT operations.
- -600F
Introduced on 8 November 2017 with an initial order of thirty firm units from FedEx plus twenty options, the dedicated freighter version ATR 72-600F completed its first flight on 16 September 2020 and received EASA certification by December of that year. FedEx Express accepted delivery of the first aircraft in December 2020 for operation by ASL Airlines Ireland on routes between Paris Charles de Gaulle and destinations within the Czech Republic. FedEx plans annual deliveries of six units through to 2025 before extending operations into North America and Latin America. Compared to passenger configurations, the -600F lacks windows, features reinforced flooring, and includes a large forward cargo door capable of loading seven LD3 containers. ATR projects demand for around 460 turboprop freighters—either newly built or converted—over the next twenty years.
Alternative Versions
- Cargo Variants
- ATR provides both Bulk Freighter (tube-type) and ULD Freighter (featuring a Large Cargo Door) models. At the Farnborough 2002, ATR unveiled a modification that added a sizable cargo door to all ATR 72 aircraft, facilitating dedicated cargo conversions. Prominent logistics companies such as FedEx, DHL, and UPS operate these freighter versions.
- Corporate Variant
- The -500 series includes a VIP configuration designed with an upscale interior, specifically customized for executive and corporate travel.
- ATR 82 Project
- During the mid-1980s, ATR investigated a 78-seat version of the ATR 72 powered by two Allison AE2100 turboprop engines, aiming for enhanced cruise speeds up to . The ATR-82 initiative was halted after the establishment of AI(R) in early 1996.
- ATR 82 TF Concept
- In the early 1990s, studies considered a turbofan-powered ATR 82 variant equipped with either the Allison GMA 3012 or General Electric CF34 engines. This model targeted a range of and cruising at altitude.
- ATR Quick Change Model
- Developed to address increasing global demand for cargo and express mail services, the Quick Change version enables operators to rapidly switch between passenger and freight layouts. It features an enlarged cargo door measuring 1.27 m in width by 1.52 m in height, along with a low sill height of approximately 1.2 m, simplifying containerized freight handling. Conversion times are around 30 minutes for the ATR 42 and about 45 minutes for the ATR 72. Each optimized container provides of volume with a maximum payload capacity of 435 kg.
Commercial Operators
Refer to List of ATR 72 operators for comprehensive details.
| Airline | 100 | 200F | 500 | 600 | 600F | Total |
|---|---|---|---|---|---|---|
| Alliance Air | - | - | - | 18 | - | 18 |
| Wings Air (Lion Group) | - | - | 19 | 54 | - | 73 |
| Indigo Air | - | - | - | 45 | - | 45 |
| Azul Brazilian Airlines | - | - | - | 40 | - | 40 |
| FedEx Express | - | 19 | - | - | 20 | 39 |
| Air New Zealand | - | - | - | 30 | - | 30 |
| Swiftair | - | 10 | - | - | 5 | 15 |
| Binter Canarias | - | - | 3 | 25 | - | 28 |
| Buddha Air | - | - | 16 | - | - | 16 |
| Air Algérie | - | 15 | - | 15 | - | 15 |
| UTair | - | - | 15 | - | - | 15 |
| Cebgo | - | - | 7 | 13 | 1 | 21 |
Military Operators
- Royal Malaysian Air Force – Currently has maritime patrol aircraft on order.
- Philippine Air Force – Maritime patrol aircraft pending delivery, with Elbit Systems providing ELI-3360 systems.
Accidents and incidents
The ATR 72 has been involved in a total of 66 aviation accidents and incidents, including 40 instances of hull loss, leading to more than 500 fatalities. Up to August 2024, there have been 13 deadly accidents involving this aircraft model. The initial fatal accident occurred on 31 October 1994 with American Eagle Flight 4184, resulting in 68 casualties. The latest fatal event was Voepass Linhas Aéreas Flight 2283 on 9 August 2024, which caused 62 deaths.
| Date | Flight | Variant | Fat. | Surv. | Location | Event |
|---|---|---|---|---|---|---|
| 31 Oct 1994 | American Eagle 4184 | -212 | 68 | 0 | United States, near Roselawn, IN | Loss of control due to atmospheric icing led to the crash; insufficient documentation was noted. |
| 30 Jan 1995 | TransAsia 510A | -202 | 4 | 0 | Taiwan, near Taipei | Impact with hillside caused by lapses in situational awareness and navigation cross-checking. |
| 21 Dec 2002 | TransAsia 791 | -202 | 2 | 0 | Taiwan, near Makung City | Icing-induced crash attributed to incorrect procedural actions. |
| 6 Aug 2005 | Tuninter 1153 | -202 | 16 | 23 | Italy, near Palermo | Forced ditching after fuel exhaustion caused by improper maintenance involving wrong fuel indicators. |
| 4 Aug 2009 | Bangkok Airways 266 | -212A (-500) | 1 | 71 | Thailand, Koh Samui Airport | Aircraft veered off runway into an abandoned tower; the captain succumbed to injuries. |
| 4 Nov 2010 | Aero Caribbean 883 | -212 | 68 | 0 | Cuba, near Guasimal | Crash resulted from icing conditions combined with poor crew judgment. |
| 2 Apr 2012 | UTair 120 | -201 | 33 | 10 | Russia, Tyumen Airport | Accident occurred shortly after takeoff; flawed deicing procedures were a contributing factor. |
| 16 Oct 2013 | Lao Airlines 301 | -600 | 49 | 0 | Laos, near Pakse International Airport | Aircraft impacted the Mekong River during approach due to procedural errors. |
| 23 Jul 2014 | TransAsia 222 | -500 | 48 | 10 | Taiwan near Magong Airport | Crash during landing phase linked to improper procedural adherence. |
| 4 Feb 2015 | TransAsia 235 | -600 | 43 | 15 | Taiwan, near Taipei Songshan Airport | Engine failure post-takeoff followed by erroneous shutdown of the remaining engine caused the crash. |
| 18 Feb 2018 | Iran Aseman Airlines Flight 3704 | -212 | 66 | 0 | Iran, near Yasuj Airport | Collision with Mount Dena attributed to procedural shortcomings. |
| 15 Jan 2023 | Yeti Airlines Flight 691 | -500 | 72 | 0 | Nepal, Pokhara | Crash on landing after steep banking maneuver with mistakenly feathered propellers. |
| 9 Aug 2024 | Voepass Linhas Aéreas Flight 2283 | -500 | 62 | 0 | Brazil, near Vinhedo | Sudden loss of control following icing conditions led to a fatal crash; no survivors. |
| Model | ATR 72-200 | ATR-72-210 | ATR 72-500 | ATR 72-600 |
|---|---|---|---|---|
| Crew | 4 | |||
| Seating Capacity | 66 passengers @ 31" | 72 passengers @ 29" | ||
| Overall Length | 27.17 m
(89 ft 2 in) | |||
| Height | 7.65 m
(25 ft 1 in) | |||
| Wingspan | 27.05 m
(88 ft 9 in) | |||
| Wing Surface Area | 61.0 m2 (665 sq ft) | |||
| Aspect Ratio | 12 | |||
| Cabin Width | 2.57 m
(8 ft 5 in) (maximum) | |||
| Maximum Takeoff Weight | 22,000 kg
(48,501 lb) |
23,000 kg
(50,265 lb) | ||
| Operating Empty Weight | 12,400 kg
(27,337 lb) |
12,450 kg
(27,447 lb) |
12,950 kg
(28,549 lb) |
13,010 kg
(28,682 lb) |
| Maximum Payload | 7,000 kg
(15,432 lb) |
7,550 kg
(16,645 lb) | ||
| Fuel Capacity (max) | 5,000 kg
(11,023 lb) | |||
| Engines (two units) | PW124B | PW127 | PW127F/M | PW127M/N/XT |
| Power per Engine | 2,400 SHP | 2,750 SHP | ||
| Maximum Cruise Speed | 278 kn
(515 km/h) |
279 kn
(517 km/h) |
275 kn
(510 km/h) | |
| Service Ceiling | 7,600 m
(25,000 ft) | |||
| Range (full passenger load) | 862 nmi (1,597 km) | 791 nmi (1,465 km) | 772 nmi (1,430 km) | 758 nmi (1,404 km) |
| Takeoff Distance
(MTOW, sea level, ISA) |
1,409 m
(4,623 ft) |
1,211 m
(3,973 ft) |
1,224 m
(4,016 ft) |
1,279 m
(4,196 ft) |
| Landing Distance
(MLW, sea level) |
1,036 m
(3,399 ft) |
902 m
(2,959 ft) |
899 m
(2,949 ft) |
915 m
(3,002 ft) |
External links
- Official ATR website
- Anti-Submarine Warfare ATR-72 – Leonardo-Finmeccanica
- Launch of a New Generation – ATR 72-600 – Global Aviation Resource