ATR 72

During the mid-1980s, ATR sought to introduce a larger airliner with increased capacity over its earlier products.^[2] This new regional airliner, designated as the ATR 72, was directly developed from the earlier ATR 42 and had much in common 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%.

On 15 January 1986, the launch of the stretched ATR 72 programme was announced.^[2] On 27 October 1988, the prototype performed its maiden flight. One year later, on 25 September 1989, the ATR 72 received airworthiness certification from the French Directorate General for Civil Aviation. The following month, on 27 October 1989, Finnish airline Finnair became the first to introduce the aircraft into service.^[2] 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 still being manufactured.^[3][4]

In 2000, the combined global ATR fleet reached its 10,000,000th flight, during which a distance of around 4 billion km (2.5 billion statute miles) and around 450 million passengers had flown on board ATR-built aircraft.^[5] The 2007 production set a new record for the programme's sales; a total of 113 new ATR aircraft had been ordered during a single year.^[2] By the end of 2014, ATR had received 1,000 orders for the type and delivered 754, leaving a backlog of 246 aircraft.^[6]

Various organisational changes were implemented within the ATR company. On 10 July 1998, ATR launched its new Asset Management Department. ^{[ 5 ]} 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. ^{[ 2 ]} On 3 October 2003, ATR became one of the first aircraft manufacturers to be certified under ISO 9000-2000 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 to deliver improved customer service. ^{[ 2 ]} During April 2009, ATR announced the launch of its 'Door-2-Door' service as a new option in its comprehensive customer services range. ^{[ 2 ]} 2017年の72-600ユニットのコストは2600万米ドルでした。^{[ 7 ]}

2007年10月現在、現行生産バージョンはATR 72-600シリーズです。2007年10月2日、ATRのCEOステファン・メイヤーは-600シリーズ航空機の発売を発表しました。ATR 42-600とATR 72-600は、効率、運航信頼性、燃料消費量、および運用コストを向上させるためのさまざまな改良が施されています。以前の-500モデルと概ね似ていますが、違いとしては、改良されたPW127Mエンジン、新しいグラスコックピット、およびその他のさまざまなマイナーな改良が採用されています。^{[ 8 ]}

Since 2008, ATR has been a participant in the European Clean Sky Joint Technology Initiative. On 8 July 2015, an 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.^[9] 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.^[10]

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.^[3] 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.^[3] 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.^[4]

In December 2015, the EASA approved a new high-density seating layout, raising the maximum capacity from 74 to 78 seats.^[11] During the 2021 Dubai Airshow in mid-November 2021, ATR debuted the new ATR 72-600 powered by new PW127XT powerplants with 20% lower maintenance cost and 3% lower fuel consumption than the predecessor PW127M powerplant.^[12]

Considerable emphasis has been placed upon the continuous development of ATR's aircraft models.^[4] 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.^[13] 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 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.^[13]

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.^[3][14] However, in January 2018, ATR's parent company Leonardo announced that the 100-seat program has been formally brought to a close.^[15]

2016年2月、ATRはイランの国営航空会社イラン航空と、ATR 72-600型機20機の一括購入契約を締結し、さらに20機のオプションとエンジン整備などの購入後サービスも契約した。^{[ 24 ]}イランに対する国際制裁の交渉による緩和により、2017年6月、同社とイランとの間で10億ユーロの契約が締結され、20機の旅客機と20機のオプションが確定した。^{[ 25 ] [ 26 ] [ 27 ]}最初の4機の納入は、契約締結から数週間以内に行われた。^{[ 28 ]} 2018年8月、米国によるイランへの制裁が再開され、その時点で20機の発注のうち13機が納入されていた。 2019年4月、米国外国資産管理局（OFAC）は、ATRに対し、13機のATR 72-600型機の運航を維持するために必要なスペアパーツやその他の必需品を供給することを許可する2年間のライセンスを発行した。しかし、2016年の発注による残りの7機のATR 72-600型機は、制裁対象のまま保管されている。^{[ 29 ]}

主に民間航空機として使用されているが、一部の ATR 72 は、汎用航空機や海上哨戒機(MPA) など、さまざまな軍事機能を果たすように改造されている。当初 10 機の ATR 72-500 MPA を購入することを決定したトルコ海軍は、後に発注を 8 機に変更した。内訳は、2 機の ATR 72-600 TMUA (トルコ海上汎用航空機) ^{[ 30 ]}バージョンと 6 機の ATR 72-600 TMPA (MP/ ASW / ASuW任務用トルコ海上哨戒機) ^{[ 30 ]}バージョンである。^{[ 31 ] [ 32 ]}武装 ATR 72 TMPA 型は、トルコ航空宇宙産業(TAI) と共同で開発され、意図された戦闘役割を果たすために追加のセンサーとミッション システムが組み込まれている。^{[ 33 ]} 2013 年、2 機の ATR 72-600 TMUA 航空機がトルコ海軍に納入された。^{[ 34 ]}最初の ATR 72-600 TMPA は 2020 年 12 月に納入され、2 機目は 2021 年 3 月にトルコ海軍で運用開始されました。^{[ 30 ] [ 35 ]} 2021 年 5 月現在、トルコ海軍は 3 機の ATR 72-600 TMUA を運用しています。^{[ 36 ]}

イタリア空軍は、多用途海上哨戒、電子監視、C4プラットフォームとして、 P-72Aと命名されたATR 72-600 MP ^{[ 37 ]}を選定した。ブレゲー アトランティックの後継機として当初イタリアが要求していたのは、対潜水艦戦 (ASW) および対水上戦(ASuW) 能力も含まれていたが、2014 年に契約が再交渉され、これらの能力は除外された。^{[ 33 ]}将来的に ASW および ASuW 作戦用の派生型が検討される可能性があり、そのため、発注済みの 4 機の P-72A を ASW 構成に改造できるようにするための措置が講じられた。^{[ 38 ]} 2016 年 12 月に、最初の 2 機の P-72A がイタリア空軍に納入された。^{[ 33 ]}最後の機体は 2021 年 2 月にイタリア空軍に納入された。^{[ 39 ]}

A single ATR 72 MP was ordered by Italy's paramilitary Guardia di Finanza (GdF) in July 2019, followed by an order for a further three ATR 72s in October 2019. The aircraft, called P-72B by Guardia di Finanza,^[40] will supplement the GdF's existing force of four ATR-42s in the border surveillance, maritime patrol and search and rescue roles.^[41]

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.^[42]

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.^[43]

The ATR 72 was a candidate to replace the German Navy's P-3, at least as a stopgap solution from 2025 to 2032.^[44] Germany ultimately selected the P-8A Poseidon in 2021.^[45]

Two subtypes 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

Initial production variant with a front cargo door and a rear passenger door, powered by two PW124B engines and certified in December 1989.

Two sub-types were marketed as the 200 series (-200). The -200 was the original production version, powered by Pratt & Whitney CanadaPW124B engines rated at 2,400 shp (1,800 kW).^[46]

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.

Two subtypes were marketed as the 210 series (-210): the -211 (and with an 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 subtypes 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.

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 fit. The -600 series aircraft was announced in October 2007; the first deliveries were planned for the second half of 2010.^[47][48] The prototype ATR 72-600 first flew on 24 July 2009; it had been converted from an ATR 72-500.^[49]

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.^[11]

During the 2021 Dubai Airshow in mid-November 2021, ATR debuted the new ATR 72-600 engine which is powered by new PW127XT powerplants with 20% lower maintenance cost and 3% lower fuel consumption than the predecessor PW127M powerplant.^[12]

The ATR 72-600 HighLine is the same as the ATR 72-600 however it featured an executive cabin layout.

ATR 72MPは、レオナルド社が捜索救助、海上哨戒、指揮統制、通信、コンピュータ、情報、監視、偵察（C4ISR）向けに開発したATR 72-600の派生型です。レオナルド・エレクトロニクス社は、センサーを管理し、最大4台のワークステーションに表示される戦術状況でその出力を組み合わせるための空中戦術観測監視（ATOS）バックボーンを設計しました。

主なセンサーは

• レオナルド・エレクトロニクス社のシースプレイ7300のようなアクティブ電子走査アレイ（AESA）を備えたマルチモードレーダー。
• 電気光学タレット(EO/IR)。
• 自動船舶識別装置（AIS）
• 空中捜索救助方向探知機（ASARS DF）。

グラスコックピットには戦術ディスプレイが追加され、 INS / GPS測位システムおよびIFFトランスポンダと統合できます。通信には、3台のU/ VHF無線機、1台のHF無線機、および広帯域SATCOMが使用されます。電子支援対策（ESM）システムなどの他のセンサー、システム、通信機器を統合できます。敵対地域での運用には、オプションで防御支援サブシステム（DASS）が利用可能です。 ^{[ 37 ]}

ATR 72 ASW

ATR 72 ASWは、ATR 72 MP（海上哨戒）任務システムを同様の機上装備と統合していますが、対潜水艦戦（ASW）能力が追加されています。-600 ^{[ 37 ]}（それ自体がATR 42-600の海上哨戒モデルのバージョン）^{[ 37 ]}の派生型も生産されています。^{[ 50 ]} ASWおよびASuW任務のために、軽量航空魚雷を装備しています。^{[ 51 ] [ 30 ]}タレスAMASCOS（空中海上状況制御システム）監視システム、電子戦システム、偵察システムを装備しており、この機種は海上捜索救助任務を実行できます。^{[ 52 ]}

ATR 72-600 MAR

ATR 72-600 MAR は、フィリピン空軍向けにエルビット システムズが設計した ELI-3360MPA システムを搭載した非武装の海上監視バージョンです。その機能は、空中からの海面監視、テレメトリ記録、および中継です。南シナ海とベンハム海嶺の物体を検出するために統合 IFF 質問器を備えた AN/APS-143 マルチモード X バンド海上監視レーダーに改造されており、この航空機は最大 128 km 離れた海上の救命いかだに乗っている人を検出できます。このテレメトリ データは、国家沿岸監視センター システムに統合される地上監視センターにダウンリンクされます。水平線を越えて地上サイトに 4 つの空中 UHF 周波数を中継する機能があります。追加のミッション マネジメント システム (MMS)、情報、監視、偵察 (ISR) および信号情報 (SIGINT) 機能のための L-3 Wescam MX-20HD 電気光学センサー システム。^{[ 53 ] [ 54 ]}

-600°F

-600 の専用貨物機型は、2017 年 11 月 8 日に発売され、FedEx から 30 機の確定注文と 20 機のオプションが付いていた。 ^{[ 42 ]}この型の初飛行は 2020 年 9 月 16 日に行われ、^{[ 55 ]} 12 月初旬までに EASA の認証を取得しました。^{[ 56 ]} 2020 年 12 月、FedEx Express は 30 機の注文のうち最初の 1 機を受領し、ASL Airlines Irelandがパリのシャルル・ド・ゴール空港とチェコ共和国の間で運航する予定です。^{[ 57 ]} FedEx は 2025 年まで年間 6 機を受領する予定で、その後は米国とラテンアメリカで貨物機が運航される予定です。^{[ 57 ]}旅客機と比較すると、窓が取り外され、床が補強され、7 個のLD3コンテナを積載するための大きな前部貨物ドアが追加されています。^{[ 57 ]} ATR は、今後 20 年間で 460 機の改造または新造ターボプロップ貨物機の市場を予測しています。^{[ 57 ]}

貨物

バルク貨物機（チューブ型）とULD貨物機（大型貨物ドア）。ATRは2002年のファーンボロー航空ショーで、すべてのATR 72に大型貨物ドアの改造を施し、専用の貨物改造も同時に発表した。FedEx、DHL 、 UPSはいずれもこの機種を運航している。^{[ 58 ]}

企業

A VIP version of the -500 is available with a luxury interior for executive or corporate transport.^[59]

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 330 knots (610 km/h; 380 mph). The ATR-82 project (as it was dubbed) was suspended when AI(R) was formed in early 1996.

ATR 82 TF

ATR also studied a turbofan version of the proposed ATR 82 (stretched version of the ATR 72) in the early 1990s. Powered by either the Allison GMA 3007 or the General Electric CF34, the aircraft would have a range of about 1,000 nmi (1,900 km; 1,200 mi) and cruise at 375 kn (694 km/h; 432 mph) at an altitude of 25,000 ft (7,600 m).^[60]

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 containerised freight loading. It takes 30 minutes to convert the ATR 42, and 45 minutes to convert the ATR 72. Each optimized container has 2.8 m³ (99 cu ft) of usable volume and maximum payload is 435 kg (960 lb).^[61]

 イタリア

• イタリア空軍^{[ 71 ] [ 72 ]}
• グアルディア・ディ・フィナンツァ^{[ 41 ]}

 マレーシア

• マレーシア王立空軍-海上哨戒機を発注済み。^{[ 71 ] [ 73 ]}

 パキスタン

• パキスタン海軍^{[ 71 ] [ 74 ] [ 75 ] [ 76 ] [ 77 ]}

 フィリピン

• フィリピン空軍-海上哨戒機ATR 72-600 2 機が納入されました。^{[ 71 ] [ 78 ] [ 79 ]}エルビット システムズが ELI-3360 を供給しました。^{[ 80 ]}

 七面鳥

• トルコ海軍^{[ 71 ] [ 81 ] [ 82 ]}

• Thisdell, Dan; Seymour, Chris (30 July – 5 August 2019). "World Airliner Census". Flight International. Vol. 196, no. 5697. pp. 24–47. ISSN 0015-3710.