high models (ATR 72-211/212) followed, with
more powerful PW127 turboprops replacing
the earlier variants’ PW124Bs.
ATRs were usually pitched against
variants of Bombardier’s -8 Q-series to
ful l airlines’ short-haul requirements. Both
manufacturers pro ted from the growth in
regional airline routes in the late 1980s and
1990s, but while the Canadian company
also developed a regional jet airliner family
from its Challenger business jet, and Brazil’s
Embraer gained market acceptance of its
ERJ 145 family, ATR’s studies for turbofan-
powered aircraft did not come to fruition.
Instead, at the 1993 Paris Air Show the
rm launched the ATR 42-500 programme
to revitalise sales – agging in the face of
passenger preferences for regional jets as
well as low global fuel prices, which offset
the turboprops’ better fuel efficiency.
More powerful engines (PW127Es and,
later, PW127Ms) turning Ratier-Figeac/
Hamilton Sundstrand 568F-1 six-blade
composite propellers – plus reinforced wings
and a stronger undercarriage – enabled the
-500 to operate at higher weights and cruise
faster than the -300.
In addition, seven fuselage frames
adjacent to its propellers were reinforced and
dynamic vibration absorbers added – with
aluminium skin damping material installed
forward and aft of the wing to reduce
vibration and noise.
The prototype (F-WWEZ) made its
rst ight on September 16, 1994 and Air
Dolomiti of Italy became the variant’s debut
operator on October 31, 1995.
A similar upgrade was designed for the
ATR 72, featuring a redesigned interior
and PW127 powerplants turning the new
six-blade propellers. Launched as the ATR72-210A (but produced as the -212A), the
prototype rst ew on January 19, 1996 and
gained French certi cation just short of a
year later – American Eagle taking on the
initial example on July 31, 1997.
Keen to emphasise the commonality
of the ATR 42-500 and 72-212A, the
manufacturer adopted the marketing
designation ATR 72-500, although it’s not
used in official documentation.IMPROVED APPEAL
The current baseline variant offered is
the -600 family, announced on October
2, 2007, which introduced a new Thales
Avionics suite plus a fresh interior to improve
passenger appeal.The EZ-820 instrumentation of earlier
models has been replaced with a Thales
Avionics electronic ight information system
featuring ve 6 x 8in (152 x 203mm) liquid
crystal displays to present ight, navigation
and sub-systems data.
The equipment is compatible with
the latest airways requirements, with
provision for Cat III instrument landing,
required navigation performance, automatic
dependent surveillance-broadcast, synthetic
vision system, additional high and low speed
protections, and customisable checklists and
databases. The cockpit upgrade is known as
the ‘new avionics suite’.
Giugiaro Design developed the -600’s
Armonia cabin, with lightweight slim seatshigh models (ATR 72-211/212) followed, with
more powerful PW127 turboprops replacing
the earlier variants’ PW124Bs.
ATRs were usually pitched against
variants of Bombardier’s -8 Q-series to
ful l airlines’ short-haul requirements. Both
manufacturers pro ted from the growth in
regional airline routes in the late 1980s and
1990s, but while the Canadian company
also developed a regional jet airliner family
from its Challenger business jet, and Brazil’s
Embraer gained market acceptance of its
ERJ 145 family, ATR’s studies for turbofan-
powered aircraft did not come to fruition.
Instead, at the 1993 Paris Air Show the
rm launched the ATR 42-500 programme
to revitalise sales – agging in the face of
passenger preferences for regional jets as
well as low global fuel prices, which offset
the turboprops’ better fuel efficiency.
More powerful engines (PW127Es and,
later, PW127Ms) turning Ratier-Figeac/http://www.aviation-news.co.uk 31Main photo: A Bangkok Air ATR 72-600 climbs away from Phuket airport in Thailand.
AirTeamImages.com/Kok Chwee SIM
Above: British Airways Express ATR 42-300 G-BVED on approach to Düsseldorf, Germany, in
May 1994. AirTeamImages.com/Carl Ford
Below: Pakistan International Airlines ATR 72-500 in ight. AT R30-34_atrDC.mfDC.mfDC.mf.indd 31 03/07/2018 15:08