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ATR 72
The ATR 72 is a twin-engine turboprop, short-haul regional
ATR 72
airliner developed and produced in France and Italy by aircraft
manufacturer ATR (Aerei da Trasporto Regionale or Avions de
transport régional), a joint venture formed by French aerospace
company Aérospatiale (now Airbus) and Italian aviation
conglomerate Aeritalia (now Leonardo S.p.A.). The number "72" in
its name is derived from the aircraft's standard seating
configuration in a passenger-carrying configuration, which could
seat 72–78 passengers in a single-class arrangement.

During the 1980s, French aerospace company Aérospatiale and

Italian aviation conglomerate Aeritalia merged their work on a
new generation of regional aircraft. For this purpose, a new jointly A Firefly ATR 72.
owned company was established, ATR, for the purpose of Role Regional airliner
developing, manufacturing, and marketing their first airliner,
National origin France/Italy
which was later designated as the ATR 42. On 16 August 1984, the
first model of the series, designated as the ATR 42-300, performed
Manufacturer ATR
the type's maiden flight. During the mid-1980s, the ATR 72 was First flight 27 October 1988
developed as a stretched variant of the ATR 42. On 27 October Introduction 27 October 1989 (Finnair)
1989, Finnish airline Finnair became the first airline to operate the
Status In service
type in revenue service. The ATR 72 has also been used as a
Primary users Wings Air
corporate transport, cargo aircraft, and maritime patrol aircraft.
Azul Linhas Aereas
To date, all of the ATR series have been completed at the Mount Cook Airline
company's final assembly line in Toulouse, France; ATR benefits Swiftair
from sharing resources and technology with Airbus SE, which has Produced 1988–present
continued to hold a 50% interest in the company. Successive
Number built 1,000 as of 17 July 2018[1]
models of the ATR 72 have been developed. Typical updates have
included new avionics, such as a glass cockpit, and the adoption of Unit cost 72–600: US$26 million
newer engine versions to deliver enhanced performance, such as (2017)[2]
increased efficiency and reliability and reductions in operating Developed from ATR 42
costs. The aircraft share a high degree of commonality with the
smaller ATR 42, which is itself still in production.

Contents
Development
Origins
Further development
Design
Operational history
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Iran Air
IndiGo
Turkish Navy
Italian Air Force
FedEx Express
Variants
ATR 72–100
ATR 72–200
ATR 72–210
ATR 72-212A
Other versions
Major operators
Civilian operations
Military operators
Accidents and incidents
Specifications (ATR 72–600)
See also
References
Citations
External links

Development

Origins
During the mid-1980s, ATR sought to introduce a larger airliner with
capacity.[3] This new regional airliner, designated as the ATR 72, was directly
developed from the earlier ATR 42 and continued to share many
commonalities with it; the principal difference between the two airliners was
an increase in the maximum seating capacity from 48 to 78 passengers. This
was principally achieved by stretching the fuselage by 4.5 m (15 ft), along with
an increase of the wingspan, the use of more powerful engines, and increased
fuel capacity by about 10%. An ATR 72 of Finnair, its launch
operator
On 15 January 1986, the launch of the stretched ATR 72 programme was
announced.[3] On 27 October 1988, the first prototype performed its maiden
flight; one year later, on September 25, 1989, the ATR 72 received airworthiness certification from the French Directorate
General for Civil Aviation. During the following month, on 27 October 1989, Finnish airline Finnair became the first
airline to introduce the aircraft into service.[3] Since the ATR 72 is assembled on the same production line as the smaller
ATR 42, 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, the ATR 42 was the only 50-
seat regional aircraft that was still being manufactured.[4][5][5]

During 2000, the combined global ATR fleet reached its 10,000,000th flight, during which a distance around 4 billion km
(2.5 billion statute miles) had been flown and around 450 million passengers had flown on board ATR-built aircraft.[6]
The 2007 production set a new record for the programme's sales; a total of 113 new ATR aircraft had been ordered during

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a single year.[3] By the end of 2014, ATR had received 1,000 orders for the type and delivered a total of 754, leaving a
backlog of 246 aircraft.[7]

Within the ATR company, various organisational changes were implemented. On 10 July 1998, ATR launched its new
Asset Management Department.[6] In June 2001, EADS and Alenia Aeronautica, ATR's parent companies, decided to
reinforce their partnership, regrouping all industrial activities related to regional airliners into the ATR consortium.[3] 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 co-operation agreement on the AEROChain Portal for the purpose of
delivering improved customer service.[3] During April 2009, ATR announced the launch of its 'Door-2-Door' service as a
new option in its comprehensive customer services range.[3]

Further development
Since 2008, ATR has been a participant in the European Clean Sky Joint Technology Initiative. On 8 July 2015, a ATR 72-
600 'green' technology demonstrator performed its first flight; the demonstrator was used for testing new composite
materials for insulation, air conditioning systems, electrical distribution systems, and energy dispersal modifications to
evaluate their effect on the aircraft's overall efficiency as a contribution to the Clean Sky initiative.[8] ATR's senior vice-
president for engineering Alessandro Amendola indicated that the elimination of all uses of bleed air was a key aim in the
designing of an all-electric architecture as well as improving engine efficiency; the minimising of peak electrical loads was
also a stated priority. During March 2016, a second round of flight trials dedicated the testing of all-electric systems
architecture using the demonstrator was completed; analysis is set to continue.[9]

The current production version is the ATR 72-600 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, lower fuel burn and operating costs. While
broadly similar to the earlier -500 model; differences include the adoption of
improved PW127M engines, a new glass cockpit, and a variety of other minor
improvements.[10][11]

An ATR prior to painting at Toulouse As a consequence of strong demand for the -600 series, ATR decided to invest
in the establishment of a second, more modern final assembly line and
acquisition of more hangar space at its 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.[4] 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 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.[4] During 2017, a new
in-house financing and leasing division was established by ATR in order to offer customers a greater degree of support and
expand the company's range of services.[5]

Considerable emphasis has been placed upon the continuous development of ATR's aircraft models.[5] Speaking at the
Farnborough Airshow in July 2016, the CEO of ATR Patrick de Castelbajac stated that the company was currently
examining the possibility of replacing the current Pratt & Whitney Canada PW127 engine with either a new offer from
P&WC, or a GE38 derivative from GE Aviation.[12] Although expressing satisfaction with the PW127 engine and its
supplier, Castelbajac noted the design's age and the need to remain competitive with the latest regional jets. To be a

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worthwhile exercise, any re-engine exercise would require a 15 per cent improvement in fuel-burn and 20-25 per cent
reduction of direct maintenance costs. Additionally, Castelbajac sees the potential re-engine as a "bridge" to the eventual
development of a larger 100-seat aircraft.[12]

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 Airbus CEO Fabrice Brégier favoured a focus on resolving manufacturing issues.[4][13] However, in January 2018,
ATR's parent company Leonardo announced that the 100-seat program has been formally brought to a close.[14]

Design
The ATR 72 is a turboprop-powered regional airliner, capable of
accommodating a maximum of 78 passengers. It is powered by a pair of Pratt &
Whitney Canada PW100 turboprop engines, which drive an arrangement of
four or six-bladed propellers supplied by Hamilton Standard. Earlier models of
the ATR 72 are equipped with the older PW124B engine, rated at 2,400 shp,
A Pratt & Whitney Canada PW100 whilst later-built aircraft are powered by the newer PW127 engine, rated at a
series engine
maximum of 2,750 shp to achieve improved "hot and high" takeoff
performance. It employs a carbon-fibre tip wingbox for 30% of the wing weight
and a 20% weight reduction.[15]

In a standard configuration, the aircraft does not have an auxiliary power unit; when present it is installed within the C4
cargo section. Most operators of the ATR 72 equip their aircraft with a propeller brake (referred to as "Hotel Mode") that
stops the propeller on the No. 2 (right) engine, allowing the turbine to continue running and provide both airflow and
electrical power to the aircraft while on the ground.

In the majority of configurations, passengers board the ATR 72 using the rear door, a relatively unusual configuration for a
passenger aircraft, while the front door is typically used for the loading and unloading of cargo; early customer Finnair
intentionally ordered its ATR 72s with a front passenger door so that it could utilize the jet bridges at Helsinki Airport,
while operator Air New Zealand's standard rear door aircraft can use jet bridges at airports with this equipment. While
passengers are boarding or disembarking the aircraft, a tail stand is set into place as standard procedure to guard against
the aircraft nose lifting off the ground.

Operational history
2011 was a record-breaking year for sales at ATR.[16] 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 at 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.[16]

For 2013, ATR claimed a 48 percent global market share for regional aircraft deliveries between 50 and 90 seats
(comprising both turboprops and jets), making it the dominant manufacturer in this market segment.[13] 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 per cent 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".[13] Several major leasing companies operate their own ATR fleets, such as
Dubai Aerospace Enterprise (DAE), who placed an order for 20 ATR 72s along with options for another 20 in February

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2014,[17] and Nordic Aviation Capital (NAC), who ordered a fleet of 30 ATR 72s during June 2013, along with options for
up to 55 further airliners.[18] Placing their first order during 2011, by December 2012, Singaporean leasor Avation had a
combined total of 20 ATR 72s on order;[19] by February 2016, the number on order for Avation had risen to 35 aircraft.[20]

During May 1997, ATR achieved their first breakthrough sale in China, placed by operator China Xinjiang Airlines and the
Civil Aviation Administration of China (CAAC).[6] By 2013, while the Asia Pacific region had comprised the majority of
ATR's sales when geographically ranked; however, 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.[13] During late 2014, ATR set up a new office in
Beijing and hired several former Airbus sales personnel with the aim of launching the type in 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 of less than 90 seats and of these, fewer than 20
were powered by turboprop engines.[21]

In response to airlines often wanting to replace their early production ATR models with 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.[22] Both conversions involve
complete stripping of furnishings along with the addition of floor strengthening, new window plugs and 9g restraining
nets, six additional longitudinal tracks for added flexibility, and an E-Class cabin; the ULD model can accommodate
standard ULD-packaged cargo, such as LD3 containers or 88 by 108 inches (2,200 mm × 2,700 mm) 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.[22]

Iran Air
During February 2016, ATR signed a deal with flag carrier Iran Air for a batch of 20 ATR 72-600s, along with options for
20 more aircraft and post-purchase services, such as engine maintenance.[23][24] Made possible by a negotiated relaxation
of international sanctions against Iran, during June 2017, a €1 billion Iranian contract was finalised for the 20
airliners;[25][26] the delivery of the first four aircraft occurred within weeks of the deal being completed.[27] US sanctions
against Iran were reimposed in August 2018, by which time 13 of the order of 20 aircraft had been delivered. In April 2019
the US Office of Foreign Assets Control (OFAC) issued a two-year licence to ATR to allow it to supply spare parts and other
essentials to keep the fleet of 13 ATR 72-600s in operation. However, the remaining 7 ATR 72-600s from the 2016 order
remain sanctioned and in storage.[28]

IndiGo
During May 2017, Indian low-cost airline IndiGo has tentatively signed for 50 ATR 72-600, intended for its UDAN
regional connectivity scheme; these are to be delivered from the year end for up to 20 by the end of 2018.[2][29]

Turkish Navy
While primarily used as a civil aircraft, some ATR 72s have been adapted to perform in various military functions, such as
utility aircraft and maritime patrol aircraft (MPA). The Turkish Navy, which initially decided to purchase ten ATR 72–500
MPA, later expanded its order to eight aircraft: Two ATR 72–600 TMUA (utility) versions, and six ATR 72–600 TMPA

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(ASW/ASuW) versions.[30][31] The armed ATR 72 TMPA variant was developed in cooperation with Turkish Aerospace
Industries (TAI), and incorporated additional sensors and mission systems to perform its intended combat role.[32]
During 2013, the two ATR 72–600 TMUA aircraft were delivered to the Turkish Navy.[33]

Italian Air Force

The Italian Air Force also selected the ATR 72–500 MP, designated as the P-72A, to serve as a multirole maritime patrol,
electronic surveillance and C4 platform. The original Italian requirement for a Breguet Atlantic replacement had also
called for ASW and anti-surface warfare (ASuW) capabilities, however, during 2014, the contract was renegotiated to a
configuration that excluded these capabilities.[32] An anticipated P-72B variant for ASW and ASuW operations may later
be pursued; accordingly, provisions were made to allow for the four P-72As on order to be adapted to the P-72B
configuration.[34] By October 2016, the test and evaluation phase for the P-72A was approaching completion; reportedly,
the aircraft's communication and navigation equipment and the defensive aids system had been fully tested, while trials of
the mission systems were still ongoing.[32][34] During December 2016, the first pair of P-72A aircraft were delivered to the
Italian Air Force.[32]

FedEx Express
On 8 November 2017, FedEx Express launched the -600 cargo variant with 30 firm orders plus 20 options, in a freighter
configuration from the factory.[35]

As of September 2018, 187 early variants had been produced with 172 operated by 55 carriers, 365 -500s were delivered
with more than 350 in service at 75 operators, 444 -600s were produced and are operated by 74 carriers with a backlog of
231 orders. By then, with more than 60 -500s and 40 -600s in storage, new aircraft leases fell to $130,000 per month
from $170,000. The -600 list price of $26.8M is typically discounted by 25% for a $20.1M value, a 2012 aircraft is valued
$13.3M and leased $115,000, falling to $10.2M and $100,000 in 2021, a D check costs $0.5M and the engine overhaul
costs $0.3-1.0M.[36]

Variants

ATR 72–100
Two sub-types were marketed as the 100 series (−100).

ATR 72–101
Initial production variant with front and rear passenger
doors, powered by two PW124B engines and certified in
September 1989.
ATR 72–102
Early ATR 72–200/210 series have
Initial production variant with a front cargo door and a rear
four-bladed propellers
passenger door, powered by two PW124B engines and
certified in December 1989.

ATR 72–200
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).[37]

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ATR 72–201
Higher maximum take-off weight variant of the −101, a
PW124B-powered variant certified in September 1989.
ATR 72–202
Higher maximum take-off weight variant of the −102, a
PW124B-powered variant certified in December 1989.

ATR 72–210
Later ATR 72–500/600 series have
Two sub-types were marketed as the 210 series (−210): the −211 (and with an
six-bladed propellers
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. The sub-types differ in the type of doors and emergency exits

ATR 72–211
PW127-powered variant certified in December 1992.
ATR 72–212
PW127-powered variant certified in December 1992.

ATR 72-212A
An ATR 72–600 cockpit
Certified in January 1997 and fitted 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 72–500
Initial marketing name for the ATR 72-212A.

ATR 72–600
Marketing name for ATR 72-212A with different equipment ATR 72-600 cabin
fit. The −600 series aircraft was announced in October
2007; the first deliveries were planned for the second half of
2010.[38][39] The prototype ATR 72–600 first flew on 24 July
2009; it had been converted from an ATR 72–500.[40]

The ATR 72–600 features several improvements. It is powered by the new PW127M engines,
which enable a 5% increase in takeoff power via a "boost function" used only when called for by
takeoff conditions. The flight deck features five wide LCD screens (improving on the EFIS of
earlier versions). A multi-purpose computer (MPC) aims at increasing flight safety and
operational capabilities, and new Thales-made avionics provide Required Navigation
Performance (RNP) capabilities. It also features lighter seats and larger overhead baggage
bins. In December 2015, the EASA approved a new high-density seating layout, raising the
maximum capacity from 74 to 78 seats.[41]

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
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conversion. FedEx, DHL, and UPS all operate the type.[42]

-600F
Freighter variant of the -600, 8 November 2017 launch with
30 firm orders from FedEx plus 20 options.[35] The first
should be delivered in 2020.[43]

P-72A ASW
The ATR 72 ASW integrates the ATR 42 MP (Maritime
Patrol) mission system with identical on-board equipment,
but with additional anti-submarine warfare (ASW)
capabilities. A variant of the −500 (itself a version of the A FedEx Express Bulk Freighter
maritime patrol model of the ATR 42–500) is also in with its cargo door open and parking
production. [44] For the ASW and ASuW missions, it is tail stand in place
armed with a pod-mounted machine gun, lightweight aerial
torpedoes, anti-surface missiles, and depth charges.[45]
They are equipped with the Thales AMASCOS (Airborne Maritime Situation and Control
System) surveillance system as well as electronic warfare and reconnaissance systems,
enabling the type to perform maritime search and rescue duties.[46]

Corporate
A VIP version of the −500 is available with a luxury interior for executive or corporate
transport.[47]

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.[48]

ATR Quick Change

This proposed version targeted the increasing demand of worldwide 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 a larger cargo door (1.27 m [50 in] wide and 1.52 m [60 in] high) and low
door-sill height of an average 1.2 m (4 ft), facilitating containerized freight loading. It takes 30
minutes to convert the aircraft on ATR 42, while for ATR 72, it takes 45 minutes. Each optimized
container has 2.8 m3 (99 cu ft) of usable volume and maximum payload is 435 kg (960 lb).[49]

Major operators

Civilian operations
Primary ATR 72 airline operators as of March, 2019 (with 15 aircraft or more):

Wings Air (Lion Group): 65

Azul Brazilian Airlines: 40
Air New Zealand Link, Mount Cook Airline: 28[50]
Swiftair: 20 A Wings Air ATR 72
Cebgo 19(3 ordered)[51]
Binter Canarias: 19

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Jet Airways: 16[52]

Indigo Airlines:16 (34 more on order)
ASL Airlines Ireland: 19
Malindo Air: 17
Alliance Air (Air India): 18[53]
Air Algérie: 15
Garuda Indonesia: 16
Stobart Air: 15
UTair Aviation: 15 Azul Brazilian Airlines
Bangkok Airways: 16(2 ordered)
Firefly: 12 ATR 72-500 (20 ATR 72-600 on order)[54][55]

Military operators
Italian Air Force[56]
Pakistan Navy[57][58][59]
Turkish Navy[60][61]

Accidents and incidents Air New Zealand Link ATR 72

The ATR 72 has been involved in 46 aviation accidents and incidents including
29 hull losses.[62] Those resulted in 398 fatalities.[63]

Bangkok Airways Flight 266 remains

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Accidents with fatalities[64]

Date Flight Fat. Surv. Location Event
31 Oct American USA, near
68 0 crash due to icing
1994 Eagle 4184 Roselawn, IN
30 Jan TransAsia
4 0 Taiwan, near Taipei crash into a hillside, four crew killed.[65]
1995 Airways
21 Dec Taiwan, near
TransAsia 791 2 0 crash due to icing, both crew died.[66]
2002 Makung City

6 Aug ditch due to fuel exhaustion caused by

Tuninter 1153 16 23 Italy, near Palermo
2005 inappropriate indicators.[67]
4 Aug Bangkok Thailand, Koh
1 71 skid into a disused tower, killing the captain
2009 Airways 266 Samui Airport
Aero
4 Nov Cuba, near
2010
Caribbean 68 0
Guasimal Icing and bad crew decisions.[68][69]
883

2 Apr
UTair 120 33 10
Russia, Tyumen Crash soon after takeoff.[70] Incorrect deicing
2012 Airport procedures.
16 Oct Lao Airlines Laos, near Pakse
49 0 Crash into the Mekong while on approach.[71]
2013 301 Airport
23 Jul TransAsia Taiwan near
48 10 Crash while landing.[72][73]
2014 Airways 222 Magong Airport
4 Feb TransAsia Taiwan, Keelung engine failure on takeoff, crash after still-
43 15
2015 Airways 235 River near Taipei functional engine shut down
18 Feb Iran Aseman Iran, near Yasuj
66 0 Crash into Mount Dena.[74]
2018 Airlines 3704 Airport

Specifications (ATR 72–600)

Data from ATR[75]
General characteristics

Crew: 2
Capacity: 70 seats at 30” pitch standard, 2-2 abreast (68 to 78 seats[76])
Length: 27.17 m (89 ft 2 in)
Wingspan: 27.05 m (88 ft 9 in)
Width: 2.57 m (8 ft 5 in) (cabin, maximum)
Height: 7.65 m (25 ft 1 in)
Wing area: 61.0 m2 (657 sq ft)
Aspect ratio: 12
Line drawings of ATR
Empty weight: 13,311 kg (29,346 lb) Typical in-service: 13,500 kg
(29,762 lb)
Max takeoff weight: 23,000 kg (50,706 lb)
Fuel capacity: 5,000 kg (11,000 lb)
Max payload: 7,500 kg (16,500 lb)
Powerplant: 2 × Pratt & Whitney Canada PW127M , 1,846 kW (2,475 shp) each
Propellers: 6-bladed Hamilton Standard 568F, 3.93 m (12 ft 11 in) diameter
Performance

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Cruise speed: 510 km/h (320 mph, 280 kn) TAS

Range: 1,528 km (949 mi, 825 nmi) typical in-service OEW, 70 PAX@95kg
Service ceiling: 7,600 m (25,000 ft) [77]
Rate of climb: 6.88 m/s (1,355 ft/min)
Fuel consumption: 1.49 kg/km (5.3 lb/mi)
Takeoff: 1,367 m (4,485 ft) [MTOW]

See also
Related development

ATR 42
Aircraft of comparable role, configuration and era

Bombardier Dash 8 Series 400

British Aerospace ATP
Ilyushin Il-114
EADS CASA C-295
Fokker 60

References

Citations
1. "ATR delivers 1,000th ATR 72, best-selling regional aircraft in production today Tuesday" (http://www.atraircraft.com/n
ewsroom/pressrelease/atr-delivers-1-000th-atr-72-best-selling-regional-aircraft-in-production-today-1499-en.html)
(Press release). ATR. 17 July 2018. Archived (https://web.archive.org/web/20180719203433/http://www.atraircraft.co
m/newsroom/pressrelease/atr-delivers-1-000th-atr-72-best-selling-regional-aircraft-in-production-today-1499-en.html)
from the original on 19 July 2018. Retrieved 19 July 2018.
2. David Kaminski-Morrow (9 May 2017). "IndiGo tentatively signs for 50 ATRs" (https://www.flightglobal.com/news/articl
es/indigo-tentatively-signs-for-50-atrs-437012/). Flight Global. Archived (https://web.archive.org/web/2017073022455
2/https://www.flightglobal.com/news/articles/indigo-tentatively-signs-for-50-atrs-437012/) from the original on 30 July
2017. Retrieved 9 May 2017.
3. "Milestones" (http://www.atraircraft.com/about-atr/corporate-overview/milestones.html). ATR. Archived (https://web.arc
hive.org/web/20151209032240/http://www.atraircraft.com/about-atr/corporate-overview/milestones.html) from the
original on 9 December 2015. Retrieved 9 December 2015.
4. Sheppard, Ian. "ATR Continues To Drive Turboprop Revolution." (https://www.ainonline.com/aviation-news/air-transpo
rt/2015-11-08/atr-continues-drive-turboprop-revolution) Archived (https://web.archive.org/web/20170730151858/http
s://www.ainonline.com/aviation-news/air-transport/2015-11-08/atr-continues-drive-turboprop-revolution) 30 July 2017
at the Wayback Machine AIN Online, 8 November 2015.
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External links

https://en.wikipedia.org/wiki/ATR_72 16/17
9/29/2019 ATR 72 - Wikipedia

Official website (http://www.atraircraft.com/products/list.html)

"Anti-Submarine Warfare ATR-72" (https://web.archive.org/web/20161220073322/http://www.leonardocompany.com/e
n/-/atr-72-asw). Leonardo-Finmeccanica. Archived from the original (http://www.leonardocompany.com/en/-/atr-72-as
w) on 20 December 2016. Retrieved 9 December 2016.
"Launch of a New Generation – ATR 72–600" (http://www.globalaviationresource.com/reports/2009/atr72600.php).
Global Aviation Resource. 8 November 2009.

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