Hubbry Logo
ATR 42ATR 42Main
Open search
ATR 42
Community hub
ATR 42
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
ATR 42
ATR 42
ATR 42
View on Wikipedia
from Wikipedia

The ATR 42 is a regional airliner produced by Franco-Italian manufacturer ATR, with final assembly in Toulouse, France. On 4 November 1981, the aircraft was launched with ATR, as a joint venture between French Aérospatiale (now part of Airbus) and Aeritalia (now Leonardo S.p.A.). The ATR 42-300 performed its maiden flight on 16 August 1984 and type certification was granted during September 1985. Launch customer Air Littoral operated its first revenue-earning flight in December of that year.

Key Information

The high-wing airliner is powered by two turboprop engines, Pratt & Whitney Canada PW120s. The number "42" in its name is derived from the aircraft's original standard seating capacity of 42 passengers. Later variants are upgraded with new avionics, a glass cockpit, and newer engine versions. The ATR 42 is the basis for the stretched ATR 72, introduced in October 1989.

Development

[edit]

During the 1960s and 1970s, European aircraft manufacturers had, for the most part, undergone considerable corporate restructuring, including mergers and consolidations, as well as moving towards collaborative multinational programmes, such as the newly launched Airbus A300. In line with this trend towards intra-European co-operation, French aerospace manufacturer Aérospatiale and Italian aviation conglomerate Aeritalia commenced discussions on the topic of working together to develop an all-new regional airliner. Prior to this, both companies had been independently conducting studies for their own aircraft concepts, the AS 35 design in the case of Aerospatiale and the AIT 230 for Aeritalia, to conform with demand within this sector of the market as early as 1978.[2]

Initial development

[edit]
First flight at Toulouse–Blagnac Airport, 16 August 1984

On 4 November 1981, a formal co-operation agreement was signed by Aeritalia chairman Renato Bonifacio and Aerospatiale chairman Jacques Mitterrand in Paris. This agreement signaled not only the merger of their efforts, but also of their separate concept designs together into a single complete aircraft design for the purpose of pursuing its development and manufacture as a collaborative joint venture.[2] The consortium then targeted a similar unit cost, but a 430 kg (950 lb) fuel consumption over a 200 nmi (370 km; 230 mi) sector, nearly half the 790 kg (1,750 lb) required by its 40-50 seat competitors, the British Aerospace HS.748 and Fokker F.27, and planned a 58-seat ATR XX stretch.[3]

This agreement served not only as the basis and origins of the ATR company, but also as the effective launch point of what would become the fledgling firm's first aircraft, which was designated as the ATR 42. By 1983, ATR's customer services division has been set up, readying infrastructure worldwide to provide support for ATR's upcoming aircraft to any customer regardless of location.[2] On 16 August 1984, the first ATR 42 conducted its maiden flight from Toulouse Airport, France.[2] During September 1985, both the French Directorate General for Civil Aviation (DGCA) and the Italian Italian Civil Aviation Authority awarded type certification for the type, clearing it to commence operational service.

Introduction

[edit]
An ATR 42 of Air Littoral, which served as the type's launch operator

On 3 December 1985, the first production aircraft, designated as the ATR 42-300, was delivered to French launch customer Air Littoral, with the first revenue service, between Béziers Cap d'Agde Airport and Paris Orly airport taking place on 23 December.[4][5] During January 1986, already confident of the ATR 42's success and of the demand for an enlarged version of the aircraft, ATR announced that the launch of a programme to develop such an aircraft, which was designated as the ATR 72 to reflect its increased passenger capacity.[2]

By the end of 1986, the ATR 42 had accumulated a sizable backlog of orders, which in turn led to a ramping up of the type's rate of production.[4] During August 1988, ATR's marketing efforts in the lucrative North American market resulted in the securing of a large order of 50 ATR-42-300s from US operator Texas Air Corporation; that same year, another American regional carrier, Trans World Express, received the 100th production aircraft.[4] On 1 July 1989, ATR opened their new global training centre for the type in Toulouse, which provided centralised and modern facilities for the training to airline staff and other personnel across the world. During June 1999, the ATR global training center became one of the first European institutions to be recognised as a Type Rating Training Organization, as defined by the Joint Aviation Authorities.[2]

During September 1989, ATR announced it had achieved its original target of 400 sales of the ATR.[4] That same year, deliveries of the enlarged ATR 72 commenced; shortly thereafter, both types commonly were ordered together.[2] Since the smaller ATR 42 is assembled on the same production line as the ATR 72, 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.[6][7]

ATR 42-300/320

[edit]
A freighter-configured ATR 42-300, operated by FedEx Feeder

To maintain a technological edge on the highly competitive market for regional airliners during the 1990s, several modifications and improved versions of the ATR 42 were progressively introduced. The initial ATR 42-300 model remained in production until 1996, while the first upgraded (and broadly similar) model, designated as the 'ATR 42-320, was also produced until 1996. The -320 variant principally differed in that it was powered by a pair of the more-powerful PW121 engines, giving it improved performance over the 300. Another variant, the ATR 42-300QC, was a dedicated quick-change (convertible) freight/passenger version of the standard -300 series.[8][4]

ATR 42-500

[edit]

The next major production version was the ATR 42-500 series, the development of which having been originally announced on 14 June 1993.[4] Performing its maiden flight on 16 September 1994, and awarded certification by the British Civil Aviation Authority and France's DGCA during July 1995;[4] the -500 model was an upgraded aircraft, equipped with new PW127 engines, new six-bladed propellers, improved hot and high performance, increased weight capacity, and an improved passenger cabin. On 31 October 1995, the first ATR 42-500 was delivered to Italian operator Air Dolomiti; on 19 January 1996, the first revenue service to be performed by the type was conducted.[2] On 19 November 2000, 120 min ETOPS were approved.[9]

In addition to new aircraft models, various organisational changes were also implemented. On 10 July 1998, ATR launched its new asset management department.[4] In June 2001, EADS and Alenia Aeronautica, ATR's parent companies, decided to reinforce their partnership, regrouping all industrial activities related to regional airliners underneath the ATR consortium.[2] 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 cooperation agreement on the AEROChain Portal for the purpose of delivering 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]

ATR 42-600

[edit]
The ATR 42-600 was launched on 2 October 2007, first flew on 4 March 2010, and was first delivered in November 2012.

The current production version is the ATR 42-600 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, and 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. Using the test registration F-WWLY, the prototype ATR 42-600 first flew on 4 March 2010.[10][11] The first aircraft was delivered to Tanzanian airline Precision Air in November 2012.[12]

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 their 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.[6] 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.[6] During 2017, a new in-house financing and leasing division was established by ATR to offer customers a greater degree of support and expand the company's range of services.[7]

Considerable emphasis has been placed upon the continuous development of ATR's aircraft models.[7] Additionally, 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 ATR CEO Fabrice Brégier favoured a focus on resolving manufacturing issues.[6][13]

42-600S STOL

[edit]

During the late 2010s, ATR conducted a feasibility study into developing the ATR 42's short takeoff and landing (STOL) capabilities, potentially enabling the type to make use of runways as short as 800 m (2,600 ft) via the adoption of enhanced brakes and a drastically modified tail unit; the company viewed this measure as expanding the aircraft's potential and opening new sales possibilities.[7] It could introduce a steep approach capability and operating costs that compare to 30-seaters.[7]

STOL improvements should be launched in 2019 to reduce landing distance from 1,100 to 800 m (3,600 to 2,600 ft).[14] Existing control surfaces would be re-engineered with takeoff flaps extended to 25°, and both spoilers deploying at landing and not only for inflight turns, adding an autobrake system, while the rudder is modified to increase its maximum deflection and the vertical stabilizer's size is increased, to counter an engine failure, lowering the minimum control speed.[15]

ATR estimates a market for STOL 20–42 seaters of 800 over 30 years, to serve islands and deliver cargo to short runways. The ATR 42-600S empty weight will be reduced with lighter seats and galley fittings.[16] The variant was officially announced at the June 2019 Paris Air Show. Irish lessor Elix Aviation Capital will be the launch customer, taking 10 aircraft from 2022 to 2024; commitments from Air Tahiti and another undisclosed customer bring the total order book to 17.[17]

On 9 October 2019, ATR launched the ATR 42-600S at the European Regions Airline Association General Assembly, with 20 commitments including from Elix Aviation Capital (10 aircraft) and Air Tahiti (two aircraft). Capable of operating from 800 m (2,600 ft) runways with up to 42 passengers, certification is expected for the second half of 2022 before first delivery. The ATR 42-600S can access close to 500 airports with an 800–1,000 m (2,600–3,300 ft) runway, expanding its addressable market by 25%.[18] 800 m runway operation is limited to 200 nmi (370 km; 230 mi) long flights with 70% used seats.[19]

The variant made a 2h 15min maiden flight on 11 May 2022, while the larger rudder will be fitted at the end of 2022 before the certification phase start in 2023.[20]

In November 2024 ATR terminated the development of the 42-600S STOL version, opting instead to focus on improving the efficiency of the entire ATR 42 and ATR 72 families.[21][22]

Design

[edit]
The ATR 42 has a straight wing with a 11.1 wing aspect ratio, and retractable landing gear in fairings under the fuselage, with wheel sides visible in flight.

The ATR 42 is a straight high-wing airliner with twin turboprops and a T-tail, certified in the transport category, and powered by Pratt & Whitney Canada PW120s. It has deicing boots to fly in icing conditions and a retractable landing gear in fairings under the fuselage, with wheel sides visible in flight. It has no Auxiliary Power Unit (APU), but can still be autonomous in ground operations, as it has a propeller brake on the starboard engine, allowing the engine to remain running to provide power on the ground.

It has a pressurized cabin with a circular cross-section, with a 2.57 m (8 ft 5 in) inside width for four-abreast seating, allowing 48 seats at a 30 in (760 mm) seat pitch. It has a 54.5 m2 (587 sq ft) wing area and a 24.57 m (80.6 ft) wing span, for a 11.1 wing aspect ratio. It has a 18,600 kg (41,000 lb) MTOW, for a 341 kg/m2 (70 lb/sq ft) wing loading. It can reach a cruise speed of 300 kn (560 km/h) true air speed, with a fuel flow of 811 kg/h (1,788 lb/h):[23] a fuel economy of 1.46 kg/km (5.96 lb/nmi) or 3.8 L/100 km (62 mpg‑US) per seat with 48 seats and a jet fuel density of 0.8.

Operational history

[edit]

On 21 August 1990, US airline American Eagle placed a large order for ATRs, composed of 41 ATR 42s and 59 ATR 72s, further consolidating ATR's position in North America.[2] On 5 September 1997, American Eagle took delivery of the 500th ATR to be built. On 5 June 1998, Tarom, the national carrier of Romania, accepted delivery of its first two ATR 42-500s, of a batch of seven aircraft ordered a year earlier.[2] On 28 June 1998, ATR gained a foothold in the Cuban market following an order from airline Cubana de Aviacion for the ATR 42.[2] During 2000, the combined global ATR fleet attained its 10,000,000th flight, during which a cumulative distance around 4 billion km (2.5 billion statute miles) had been traversed, and around 450 million passengers had flown onboard ATR-built aircraft.[4] In 2007, a new record was set for the programme's sales; 113 new ATR aircraft having been ordered during a single year.[2]

2011 was another record-breaking year for sales at ATR.[24] 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 as 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.[24] For 2013, ATR claimed a 48% global market share for regional aircraft deliveries between 50 and 90 seats (comprising both turboprops and jets), making it the dominant manufacturer within this sector of the market.[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% 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]

During May 1997, ATR had achieved its first breakthrough sale in China, placed by operator China Xinjiang Airlines and the CAAC.[4] By 2013, while the Asia Pacific region had comprised the majority of ATR's sales when geographically ranked, but 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 on 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 less than 90 seats and of these, fewer than 20 aircraft were powered by turboprop engines.[25]

In response to airlines often wanting to phase out their early production ATR models to replace them 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.[26] Both conversions involve complete stripping of furnishings along with the addition of floor strengthening, new window plugs and 9 g 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 in × 108 in (2.2 m × 2.7 m) 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.[26]

During January 2017, Japanese regional airliner Japan Air Commuter (JAC) has taken delivery of its first ATR 42-600, becoming the first owner-operator of the type in the nation. The aircraft was one of nine to have been ordered by JAC, along with options for a further 14 ATR 42s, as a replacement for its aging Saab 340 fleet; reportedly, JAC is considering replacing its Bombardier Q400s with ATRs, as well.[27]

Silver Airways started to operate the ATR 42-600 on 22 April 2019, making it the first airline to fly the -600 variant in the USA. The carrier has 16 firm orders for ATR turboprops with options to purchase 30 additional aircraft from ATR through lessor Nordic Aviation Capital.[28]

In September 2024, Nepalese airline Buddha Air became the first to retire their ATR 42-320 by completing its economic life cycle of 70000 cycles.

Variants

[edit]
Early -200/-300/-320 have four-blade propellers, such as this Aeromar ATR-42.
-500 cabin
-500 Cockpit
Later -400/-500/-600 have propellers with six blades.

ATR 42-200

[edit]

The -200 was the original ATR 42 prototype, and only a few were built for testing purposes. It was powered by Pratt & Whitney Canada PW120 engines rated at 1,800 shp (1,300 kW).[29]

ATR 42-300

[edit]

The -300 was the standard production version. This model was manufactured until 1996. It was powered by Pratt & Whitney Canada PW120 engines rated at 2,000 shp (1,500 kW).

ATR 42-320

[edit]

The -320 was an improved version of the -300 powered by PW121 engines (2100 shp). It was designed to have better performance, especially in hot and high conditions.[29]

ATR 42-400

[edit]

The ATR 42-400 is an upgraded version of the -320 using six-bladed propellers on otherwise identical PW121 engines. Three ATR 42-400s were delivered to the government of Italy as the ATR 42 "Surveyor" version. The only two civilian ATR 42-400s produced (msn 487 and 491) were delivered to CSA Czech Airlines in 1995/1996 as an interim upgrade prior to delivery of -500s. In 2006, these two aircraft were sold to Conviasa.

ATR 42-500

[edit]

The ATR 42-500 is a further upgraded version, the first delivery of which occurring during October 1995. It has many improvements for performance and passenger comfort, including new engines, new propellers, a newly designed cabin, and increased weight. It has six-bladed propellers powered by PW127E engines rated at 2,400 shp (1,800 kW) for improved hot and high performance and increased cruise speed. The engines are flat rated for 45 °C. Propellers are electrically controlled and are made from composite. It has an increased maximum takeoff weight, allowing for more cargo and greater range. Due to the six-bladed propellers and better insulation, it has reduced noise levels. The newest version has CATII capability and dual Honeywell HT1000 FMS installation.[8][30][unreliable source?]

ATR 42-600

[edit]

During October 2007, the launch of the ATR 42-600 series was announced. Akin to the ATR 72-500, the -600 series featured the PW127M as its standard engine (providing 5% additional thrust, thus improving performance on short runways, in hot weather, and at high altitude); the "boost function" activates the additional power as needed. It also features a glass cockpit flight deck, complete with five wide LCD screens, that replaced the previous electronic flight instrument system; additionally, a multipurpose computer enhances flight safety and operational capabilities. Avionics supplied by Thales provides CAT III and required navigation performance capabilities. It also includes lighter, more comfortable seats and larger overhead baggage bins. According to the third issue of its EASA's Type Certificate,[9] ATR 42-600 is ATR's marketing designation for the -500 series when fitted with the new avionics suite) or "glass Cockpit". The ATR 42-600 designation is not recognised by EASA as a certified aircraft model or variant, and is not used on ATR certified/approved documentation; instead, only "Mod 5948", "ATR 42-500 with Mod 5948", "ATR 42-500 fitted with NAS", or "ATR 42-500 600 version" is used.

ATR 42-600S

[edit]

The ATR 42-600S was the STOL (short takeoff and landing) variant of the -600. The aircraft was planned to be capable of operating from runways as short as 800-metre-long (2,600 ft) with up to 34 passengers, and 890-metre-long (2,920 ft) fully seated (48 passengers) on short routes. ATR launched the ATR 42-600S at the ERA General Assembly, with 20 commitments including from Elix Aviation Capital (10 aircraft) and Air Tahiti (two aircraft). Certification was expected for the second half of 2022 before first delivery.

In November 2024 ATR decided to halt development of the 42-600S, due to "a reduced addressable market compared to the initial forecast".[31][32]

ATR 42-600/-600S HighLine Edition

[edit]

The ATR 42-600 and ATR 42-600S HighLine had an executive cabin layout, otherwise it is the same as its original counterpart.

Other versions

[edit]
FedEx Express ATR-42 cargo variant
Cargo variant

Bulk (tube versions) and ULD freighter (large cargo door). An STC exists to convert all ATR-42 variants to all-cargo transport aircraft.[33] FedEx, UPS, and DHL are major operators of the type.

ATR Surveyor

The ATR-42 "Surveyor" is a maritime patrol version of the -400.[34]

Others

VIP transport and in-flight inspection versions of the -500 also exist.[35][36]

Operators

[edit]

Civilian operators

[edit]
First Air ATR 42–300 in Ikpiarjuk (Arctic Bay), Nunavut Canada

See List of ATR 42 operators.

Airline operators with more than 5 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 1 August 2017, Silver Airways placed orders for 20 ATR 42-600 aircraft, marking the entry of the -600 into the U.S. market,[37] with four in service as of fourth quarter 2019.[38]

By November 2018, Loganair was to replace its Saab 340s and Saab 2000s, costly to operate and maintain, mostly the 2000, with around 20 ATR 42s over four to five years from the third quarter of 2019.[39]

Military operators

[edit]
Nigerian Air Force ATR-42 Surveyor

As of August 2022, 6 ATR 42s were in military service.[40]

Government operators

[edit]

Former operators

[edit]

Accidents and incidents

[edit]

The ATR 42 has been involved in 47 aviation accidents and incidents including 34 hull losses.[46] Those resulted in 276 fatalities.[47]

Non-Fatal incidents

On 27 January 2009, Empire Airlines Flight 8284 from Fort Worth Alliance Airport to Lubbock Preston Smith International Airport, Texas, it crashed on final approach to its destination. Both crew members survived with minor injuries but the aircraft was written off.

On 4 April 2016, TransNusa PK-TNJ, collided during its take-off roll with a Batik Air Flight 7703, a Boeing 737-800, causing fire on 737. All 4 occupants on board ATR-42 survived with 56 occupants on board 737, but ATR-42 was written off.

With fatalities

[edit]
Trigana Air Service 267 crash site
  • On 16 August 2015, ATR 42-300 PK-YRN Trigana Air Service Flight 267 from Jayapura's Sentani Airport to Oksibil lost contact with air traffic control over the mountains in Irian Jaya (West Papua). The aircraft's wreckage was found by villagers in the Bintang highlands region of Oksibil. Local residents reported that they saw the plane crash into the mountain side. Stormy weather was cited as a possible cause of the crash. All 54 passengers and crew on board the flight died, making this crash the deadliest involving an ATR 42.[56]
  • On 7 December 2016, PIA Flight 661 ATR 42-500 with registration AP-BHO crashed in Havelian in Pakistan's Khyber Pakhtunkhwa province, killing all 47 on board.[57] Flight 661 was en route from the town of Chitral to Pakistani capital of Islamabad when it crashed into a mountain.[58][59]
  • On 13 December 2017, West Wind Aviation Flight 280, an ATR 42-320, carrying 22 passengers and three crew members crashed near Fond-du-Lac, Saskatchewan, shortly after takeoff from Fond-du-Lac Airport;[60] no fatalities were reported at the scene,[61] but one of the injured victims died on 25 December.[62] The carrier temporarily grounded its remaining ATR fleet.[63] On 22 December, after identifying deficiencies in its Operational Control System, Transport Canada suspended the Air Operator Certificate of West Wind Aviation.[64]
  • On 6 November 2022, around 8:50 local time, Precision Air Flight 494, an ATR 42-500 carrying 39 passengers and four crew members, crashed in Lake Victoria in Tanzania while approaching Bukoba Airport, resulting in 19 fatalities. It is suggested that bad weather might have been a factor into the crash. The two pilots were amongst the fatalities.[65][66][67]

Specifications

[edit]
three side view, along ATR 72
ATR 42 variants[68]
ATR 42-200 ATR 42-300 ATR 42-320 ATR 42-400 ATR 42-500 ATR 42-600 ATR 42-600S
Cockpit crew Two
Seating 48 at 30 in (760 mm) pitch
Length 22.67 m (74 ft 5 in)
Wingspan 24.57 m (80 ft 7 in)
Height 7.59 m (24 ft 11 in)
Wing area 54.5 m2 (587 sq ft)
Aspect ratio 11.08
Empty 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)

MTOW 16,900 kg (37,300 lb) 18,200 kg (40,100 lb) 18,600 kg (41,000 lb)
Max payload 5,255 kg (11,579 lb) 5,550 kg (12,235 lb) 5,450 kg (12,015 lb) 5,250 kg (11,574 lb) 5,150 kg (11,353 lb)
Fuel capacity 4,500 kg (9,900 lb)
Engines (×2) PW120 PW120 PW121 PW121A PW127E/M PW127XT-M PW127XT-L
Power 1,800 hp (1,300 kW) 2,000 hp (1,500 kW) 2,100 hp (1,600 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 speed 270 kn (500 km/h; 310 mph) 261 kn (484 km/h; 300 mph) 300 kn (556 km/h; 350 mph) 289 kn (535 km/h; 333 mph)
48 pax range 459 nmi (850 km; 528 mi) 794 nmi (1,470 km; 914 mi) 716 nmi (1,326 km; 824 mi) 726 nmi (1,345 km; 835 mi) 726 nmi (1,345 km; 835 mi)[69]

See also

[edit]

Related development

Aircraft of comparable role, configuration, and era

References

[edit]

Sources

[edit]
  • Jackson, Paul. Jane's All The World's Aircraft 2003–2004. Coulsdon, UK: Jane's Information Group, 2003. ISBN 0-7106-2537-5.
  • Taylor, Michael J. H. Brassey's World Aircraft & Systems Directory 1999/2000. London: Brassey's, 1999. ISBN 1-85753-245-7.
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

ATR 42

View on Grokipedia
from Grokipedia
The ATR 42 is a twin-engine turboprop-powered designed for short-haul flights, typically accommodating 42 to 50 passengers in a high-wing configuration with a and PW120-series engines. Developed by ATR, a between and Leonardo (formerly and Aeritalia), it first flew on August 16, 1984, and entered commercial service on December 3, 1985, with launch customer Air Littoral. The aircraft's development responded to the demand for efficient regional transport, emphasizing low fuel consumption, short capabilities (as little as 1,000 meters for takeoff), and versatility for remote or routes, with a maximum range of approximately 1,345 kilometers. Key variants include the initial ATR 42-300 (introduced in 1985 with a maximum takeoff weight of 16,700 kg), the improved ATR 42-500 (with PW127E engines and a of 18,600 kg), and the current ATR 42-600 (featuring enhanced , up to 50 seats, and 30% lower fuel burn than comparable jets). Over 470 ATR 42s have been produced since 1984, serving more than 100 operators worldwide on routes favoring its economic operation and ability to access unpaved or short airstrips. The type remains a cornerstone of , with ATR forecasting sustained demand for turboprops like the 42 amid a shift toward sustainable fuels and hybrid-electric technologies by 2030.

Development

Origins and initial design

In the late , growing demand for efficient regional air transport prompted of and Aeritalia of to independently explore designs for a new 40- to 50-seat . These efforts culminated in a formal agreement signed on November 4, 1981, establishing Avions de Transport Régional (ATR) as an equal partnership between the two companies to develop and produce the aircraft. Market analysis at the time highlighted the need for an aircraft optimized for short-haul routes serving smaller airports with limited infrastructure, where fuel costs and operational flexibility were critical factors. ATR selected a turboprop configuration over jets due to its superior fuel efficiency—approximately 40% lower consumption than comparable regional jets—and better performance on short, unprepared runways, making it ideal for connecting remote communities in Europe and beyond. The initial design for the ATR 42 centered on a pressurized accommodating 42 passengers in a four-abreast layout, featuring a high straight wing for enhanced clearance and protection from ground debris, along with a to improve aerodynamic stability and avoid wake interference from the propellers. Powered by two PW120 engines, each rated at 2,000 shaft horsepower, the aircraft emphasized simplicity and reliability for regional operations. The achieved its on August 16, 1984, from , . Early engineering focused on weight reduction and durability, incorporating composite materials—such as carbon fiber reinforced structures—for the tail unit, access doors, and fairings, which was innovative for a commercial airliner at the time and helped achieve a balance of strength and lightness without compromising safety. The design addressed propeller clearance challenges while maintaining effective control surfaces, contributing to the aircraft's short-field capabilities.

Certification and entry into service

The prototype ATR 42, designated as the ATR 42-300, conducted its on August 16, 1984, from Toulouse-Blagnac Airport in , marking the beginning of an extensive flight test program that accumulated over 600 hours across two prototypes to validate the design's performance and safety. Following successful testing, the aircraft received type certification from the French Direction Générale de l'Aviation Civile (DGAC) and the Italian counterpart on September 24, 1985, with the U.S. (FAA) approving it shortly thereafter on October 25, 1985, enabling international operations. Initial production focused on the ATR 42-300 variant, powered by two PW120 turboprop engines, each rated at 2,000 shaft horsepower (shp) for takeoff, providing reliable propulsion for short-haul regional routes with up to 48 passengers. The first production aircraft was delivered to launch customer Air Littoral, a French regional airline based in , on December 3, 1985, with the type entering commercial service on December 9, 1985, on routes connecting to major hubs like . Manufacturing was conducted as a joint Franco-Italian effort under the ATR consortium, with approximately 50% of components produced in France (including fuselage sections at Aérospatiale in Nantes and Saint-Nazaire) and 50% in Italy (including wings and tail at Aeritalia in Pomigliano d'Arco), followed by final assembly, flight testing, and delivery at the ATR facility in Toulouse. Early production rates were modest, starting with one aircraft in late 1985 and building to several per month by 1987, culminating in the delivery of the 100th ATR (an ATR 42) in August 1988, reflecting growing demand for efficient turboprops in regional aviation. In response to operational feedback, ATR briefly introduced the ATR 42-320 variant in , equipped with uprated PW121 engines for improved hot-and-high performance, though the -300 remained the baseline for initial fleet buildups.

Subsequent upgrades and variants development

Following the initial entry into service of the ATR 42-300, ATR introduced the -320 variant in to address performance limitations in hot and high-altitude environments. This upgrade replaced the original PW120 engines with more powerful PW121A turboprops rated at 2,000 shaft horsepower (shp), enabling better climb rates and takeoff performance under challenging conditions. The -320 received shortly after its introduction and became a standard option alongside the -300, contributing to early production runs that exceeded 200 units for these baseline models combined by the early 1990s. In the early , ATR pursued the -400 project as a step toward higher performance, integrating the advanced PW127 engines for increased power and efficiency. However, due to unfavorable market conditions and a shift in priorities toward more comprehensive upgrades, production of the -400 was limited to a handful of , with achieved in 1994 but no significant order backlog materializing. This variant served primarily as a demonstrator, paving the way for subsequent developments without entering widespread service. The ATR 42-500 marked a major evolutionary step, launched in with its first flight that year and achieving joint EASA and FAA certification on February 27, 1996. Powered by PW127F engines delivering 2,400 shp, the -500 incorporated a new avionics suite for enhanced pilot and reduced workload, alongside aerodynamic refinements that extended the maximum range to approximately 1,000 nautical miles. Initial orders built a backlog of over 100 units, leading to production that surpassed 150 aircraft by 2020, establishing the -500 as the dominant variant during the late 1990s and 2000s. Building on the -500 platform, ATR launched the -600 series in 2007, with the ATR 42-600 achieving its on March 4, 2010. This variant featured upgraded PW127M engines for optimized hot/high operations, an Armonia cabin design for improved passenger comfort, and a five-screen derived from technology to further modernize the . EASA certification followed on June 19, 2012, enabling entry into service that summer, with the first delivery to in November 2012. The program quickly amassed an order backlog exceeding 50 units at launch, culminating in around 80 deliveries by 2020 as part of ATR's ongoing emphasis on fuel-efficient regional turboprops.

Recent developments

In 2019, at the , ATR announced the development of the ATR 42-600S, a short () variant of the ATR 42-600 designed for operations on runways as short as 800 meters, with initial commitments totaling 17 from lessors and operators. By early 2024, firm orders for the -600S had reached 21, and certification was targeted for June 2025 to enable service entry shortly thereafter. However, in November 2024, ATR decided to halt development of the ATR 42-600S due to a smaller-than-expected addressable market, influenced by runway extensions and new airport infrastructure in regions like , resulting in demand below initial projections. The company redirected resources toward enhancing production and capabilities of its core ATR 42-600 and ATR 72-600 models, prioritizing operational cost reductions and market expansion in areas such as . In 2025, ATR secured a from U.S. carrier JSX for 15 ATR 42-600 , with options for an additional 10, alongside leases for two units configured with 30 premium seats and connectivity to initiate operations in late 2025, targeting over 1,000 underserved U.S. airports. Additionally, in August 2025, FlyGabon received its first ATR 42-600 (MSN 1801, registered TR-LKA) from lessor TrueNoord, marking the youngest such in and supporting domestic route expansion, with a second unit planned for 2026. In June 2025, ATR announced a collaboration with to explore hybrid-electric propulsion for its next-generation EVO concept, incorporating modified PW127 engines with electric boost to achieve approximately 20% fuel savings compared to current models, with flight testing targeted for 2030 using an ATR 72-600 demonstrator. By 2025, over 1,700 across the ATR family had been produced, with ongoing upgrades including compatibility with up to 50% sustainable aviation (SAF) blends and certification for 100% SAF use planned by 2030 to further reduce emissions.

Design

Airframe and structure

The ATR 42 features a high-wing configuration with a , optimizing it for regional operations on unprepared airstrips. Its primary airframe dimensions comprise an overall length of 22.67 m, a of 24.57 m, and a height of 7.59 m. The employs a pressurized, structure built mainly from aluminum alloys, providing structural integrity under cabin differential pressures up to 6.35 psi (0.44 bar). With a cabin width of 2.57 m (8 ft 5 in), it supports a standard 2+2 seating layout for 42 to 50 passengers, depending on interior configuration and pitch. Composite materials, such as , are integrated into the rear cone, doors, and secondary elements, accounting for about 20% of the total structure and yielding a weight reduction of roughly 200 kg through corrosion-resistant design. The wings, with an area of 54.5 m², incorporate modified NACA 43018 airfoils at the root transitioning to NACA 43013 at the tip, achieving a high of approximately 11 for enhanced lift-to-drag efficiency. Leading-edge pneumatic de-icing boots inflate to shed ice accumulation, while the trailing-edge flap system deploys up to 35 degrees to augment low-speed lift during short-field maneuvers. The utilizes a layout, mounting the horizontal stabilizer atop the to avoid interference from propeller slipstream and ensure effective pitch control in turbulent conditions. The employs , contributing to overall weight savings and fatigue resistance in the tail assembly.

Powerplant and propulsion

The ATR 42 regional turboprop aircraft is equipped with two turboprop engines from the PW120 series, selected for their reliability, low maintenance requirements, and fuel efficiency in short-haul operations. These engines incorporate full authority digital engine control () systems, enabling automatic startup, optimized , and reduced pilot workload while enhancing overall reliability. Across variants, engine models and ratings vary to address performance needs in diverse environmental conditions. The ATR 42-300 and -320 use PW120 or PW121 engines rated at 1,800 shp for standard takeoff, with the PW121 in the -320 providing up to 2,000 shp capability but derated to 1,800 shp for hot-and-high operations to maintain engine longevity. Later models, such as the ATR 42-500 and -600, employ PW127E or PW127M engines delivering 2,400 shp for maximum continuous power, incorporating water-methanol injection for additional takeoff thrust in demanding conditions. These upgrades contribute to improved climb performance and efficiency, with the PW127 series offering approximately 5% greater power output compared to earlier PW120 variants. The propulsion system features propellers designed for noise reduction and operational versatility. Early ATR 42-200 and -300 variants utilize four-bladed 14SF-5 constant-speed propellers with a 13-foot , while the -400, -500, and -600 models employ six-bladed 568F-1 reversible-pitch propellers, which enable shorter landing distances through beta mode reverse thrust and comply with ICAO Stage 4 noise standards. The reversible pitch mechanism enhances safety on contaminated runways by providing effective deceleration without reliance on brakes alone. The fuel system consists of integral tanks in the wings with a standard usable capacity of 5,700 liters (approximately 4,500 kg at typical density), supporting ranges up to 700 nautical miles with full passenger load in later variants. Auxiliary fuel tanks can be installed in the cabin or cargo holds for extended-range missions, increasing capacity by up to 1,200 liters depending on configuration. Fuel consumption emphasizes the aircraft's efficiency, with the ATR 42-600 achieving approximately 0.21 pounds per seat-nautical mile in cruise at typical loads, underscoring its low operating costs for regional routes.

Avionics and cockpit

The ATR 42 features a two-pilot cockpit designed for efficient regional operations, with early variants such as the -300 and -320 equipped with analog instrumentation panels including electro-mechanical gauges for attitude, heading, and engine parameters. Later models transitioned to advanced electronic displays; the -500 introduced an initial glass cockpit configuration with four-tube EFIS (Electronic Flight Instrument System) from Thales Avionics, while the -600 series employs a full five-screen LCD suite comprising two Primary Flight Displays (PFDs), two Navigation Displays (NDs), and one Engine Indication and Crew Alerting System (EICAS) screen, all provided by Thales for enhanced situational awareness and reduced clutter. This glass cockpit layout integrates synthetic vision systems and electronic checklists to streamline pilot workflows. Navigation systems across ATR 42 variants include dual Flight Management Systems (FMS) for route planning and performance optimization, (TCAS) for anti-collision alerts, (GPWS) for terrain avoidance, and for hazard detection, all certified for operations in diverse environments. In the -600, these are augmented with satellite communications and Controller-Pilot Data Link Communications (CPDLC) capabilities, enabling text-based interactions suitable for oceanic and remote routes, along with Performance-Based Navigation (PBN) support including RNP AR 0.3 approaches and Baro-VNAV descent modes. The system, integrated with the FMS and flight director, provides envelope protection to prevent excursions beyond safe flight parameters, with controls managed via a central panel for pitch, roll, and yaw damping; early variants use Honeywell-based systems, while -600 models incorporate Thales' advanced digital integration for smoother transitions and reduced manual inputs. Optional head-up displays (HUDs) are available in military configurations for improved visibility during low-level operations. The also interface briefly with the engine for automated power management during modes. Avionics upgrades have evolved progressively, with the -500's EFIS marking the shift from analog in 1996, followed by the -600's New Avionics Suite () in 2010, which incorporates software-defined radios, electronic flight bags (EFB) for digital documentation, and alert prioritization to lower pilot workload by minimizing radio monitoring needs. Further enhancements include the ATR Health Monitoring system, introduced for through analysis of vibrations and systems health, enabling proactive fault detection and reducing unscheduled downtime.

Operational history

Commercial operations

The ATR 42 entered commercial service on December 3, 1985, with French regional carrier Air Littoral, initiating its widespread use for short-haul routes typically under 500 nautical miles. Early adoption accelerated through major orders, including a landmark 1990 commitment from American Eagle for 41 ATR 42s, which bolstered its presence in , the , and by the early . By the end of the decade, hundreds of ATR 42s were in service, supporting regional networks with their ability to operate from shorter runways and lower infrastructure demands compared to jets. The solidified ATR's market leadership in the regional segment, capturing about 75% of the market for 50- to 90-seat by 2020. This dominance stems from its , burning 45% less fuel than comparable regional jets, which has enabled airlines to viably serve low-density routes that might otherwise be uneconomical. A key milestone came in with the delivery of ATR's 1,000th overall—an ATR 72-600—reflecting the ATR 42's foundational role in the family's commercial success. Following the downturn, the ATR fleet recovered strongly, approaching pre-pandemic levels with over 1,200 active globally by 2023, and the ATR 42 continuing to focus on connectivity to islands and remote regions. In 2025, more than 300 ATR 42s remained in active commercial service, underscoring its resilience; for instance, U.S. semi-private carrier JSX planned to introduce two leased ATR 42-600s in late 2025 to access over 1,000 additional airports for premium regional flights. Economic advantages further support its appeal, with direct operating costs around $3,600 per hour (variable) and dispatch reliability exceeding 99.6%, minimizing downtime and enhancing profitability on thin routes.

Military and government use

The ATR 42 has been adapted for various military and government roles, primarily through the MP Surveyor variant, which incorporates capabilities with search radar, electro-optical/infrared (EO/IR) sensors, (FLIR) turrets, and electronic support measures (ESM) for and vessel identification. These modifications leverage the 's base commercial design for short-field operations, enabling missions such as (SAR), , and intelligence, , and reconnaissance (ISR). Several nations operate the ATR 42 in military capacities, including the , which maintains one unit (registration ARC-703) configured for and transport duties in coastal operations. The employs two ATR 42-500MP aircraft for , monitoring, SAR, and environmental control, with the second unit (NAF 931) delivered in late 2024 after maintenance abroad. In Italy, the operates four ATR 42MP units equipped with Leonardo's mission system for border patrol, anti-smuggling, and maritime along the country's extensive coastlines. By 2025, more than 10 ATR 42 airframes had been converted globally for special mission profiles, often integrating ISR packages such as advanced and suites for non-commercial applications. The utilizes one ATR 42 for transport and logistics support in regional operations. The operates three ATR 42s fitted for and troop/arms transport, with documented use in aerial surveys during internal conflicts since 2022. Operationally, the ATR 42 MP variant underwent early (ASW) trials in the late 1990s as part of its evolution toward multi-role capabilities, including integration of sonobuoys and torpedoes, though full ASW emphasis later shifted to the related platform. In contemporary African and Asian theaters, the aircraft supports in conflict zones, such as Nigerian counter-insurgency patrols and Myanmar's troop movements amid ongoing civil unrest.

Variants

ATR 42-200

The ATR 42-200 served as the original prototype variant of the ATR 42 twin-turboprop regional airliner, developed by the Franco-Italian consortium ATR as an interim configuration prior to full production models. Launched in the early with its first flight on August 16, 1984, from , , it was powered by two PW120 engines, each rated at 1,800 shaft horsepower. Equipped with a basic analog suite typical of early prototypes, the ATR 42-200 was configured for up to 48 passengers in a high-density layout and provided a maximum range of approximately 459 nautical miles with full . These were primarily utilized for , structural evaluations, and systems validation to support the overall ATR 42 program. Only two prototypes were constructed, with no additional production examples built, as was rapidly phased out in favor of enhancements introduced in the subsequent ATR 42-300 model. The ATR 42-200 contributed essential data toward the type's by the French DGAC (now part of EASA) on September 24, 1985, but entered no commercial or operational service.

ATR 42-300 and -320

The ATR 42-300, introduced in as the initial production variant, serves as the baseline model of the ATR 42 family, designed for efficient short-haul regional operations. Powered by two PW120 engines each delivering 2,000 shaft horsepower (shp), it accommodates 42 passengers in a standard single-class configuration and features a of 16,900 kg. The aircraft offers a typical range of approximately 450 nautical miles with maximum . The ATR 42-320, certified in , builds on the -300 as a specialized hot-and-high variant optimized for operations at high-altitude or elevated-temperature airports. It employs two PW121 engines rated at 2,100 shp, flat-rated at 1,900 shp to enhance climb performance and overall capability in challenging environments while maintaining the same and capacity as the -300. This configuration provides superior takeoff and climb rates compared to the baseline model, particularly on runways above 3,000 feet elevation or in temperatures exceeding standard conditions. Both variants share key design elements, including an analog instrument cockpit for pilot operations and four-bladed propellers with a 13-foot for reliable . Certification extensions, such as supplemental type certificates for weight increases, were later applied to many airframes to improve and range flexibility. Production of the -300 exceeded 300 units, with more than 100 -320s built by 2000, contributing to a combined total of approximately 450 that established the ATR 42's early market presence. Many of these early models have undergone upgrades to align with later standards, such as the ATR 42-500's enhanced and powerplants.

ATR 42-400

The ATR 42-400 represents a transitional upgrade in the ATR 42 family, bridging earlier models like the - with the more advanced -500 series through targeted enhancements in propulsion and noise reduction. This variant retained the core airframe of its predecessors but incorporated six-bladed 568F propellers on PW121A engines rated at 2,100 shaft horsepower each, aiming to improve cruise efficiency and acoustic performance for regional operations accommodating up to 48 passengers. Development emphasized extended range capabilities, achieving up to 1,200 nautical miles with a 42-passenger load, alongside a maximum cruise speed of 266 knots, making it suitable for longer regional routes while maintaining the type's low operating costs. The prototype, designated F-WWEF, completed its on 12 July 1995 from , , lasting 3 hours and 15 minutes and validating the propeller and integration. followed from the French Direction Générale de l'Aviation Civile (DGAC) on 27 February 1996, confirming compliance with contemporary noise and performance standards. Market conditions in the mid-1990s, including a surplus of regional aircraft and the rapid evolution toward higher-performance options, limited the ATR 42-400's adoption, resulting in only three units produced: a and two delivered to (now CSA) in 1996 as interim aircraft. Higher development and operational costs relative to the forthcoming -500, coupled with minimal orders, led to the program's cancellation without a full production run. The was subsequently repurposed, influencing refinements in the ATR 42-500 design for enhanced power and .

ATR 42-500

The ATR 42-500 represents a significant mid-life upgrade to the ATR 42 family, launched in 1993 to enhance performance and passenger comfort for regional operations. Certified by the French DGAC on 28 July 1995, it entered service later that year with the first delivery to in October. Powered by two PW127E engines rated at 2,400 shaft horsepower (SHP) each for maximum continuous power, the variant introduced a with (EFIS) for improved pilot situational awareness. Typically configured for 48 passengers in a standard two-class layout, it offers a maximum range of 703 nautical miles with full passenger load, making it suitable for short- to medium-haul routes. Key enhancements over earlier models like the ATR 42-300 and -320 include a cruise speed increase of about 20 knots to 275 knots (KTAS), achieved through more powerful engines, six-bladed composite propellers, and reinforced wings, which also improved hot-and-high performance. Cabin noise and vibration were reduced via tuned dampers and advanced propeller design, creating a quieter environment comparable to jet airliners. An optional Armonia cabin interior, developed in collaboration with and introduced as a retrofit or line-fit option from 2011, features wider lightweight seats with greater knee clearance, LED lighting, and modular layouts for enhanced passenger comfort and quick reconfiguration. By 2025, over 200 ATR 42-500 units had been produced, accounting for a substantial portion of the overall ATR 42 fleet and establishing it as one of the most widely adopted variants in the series. It gained popularity among operators in the and , including HOP! (a subsidiary of ), which utilizes the type for efficient regional connectivity from bases like . Many ATR 42-300 and -320 have been retrofitted to the -500 standard through ATR's upgrade programs, incorporating the PW127E engines, , and other enhancements to extend service life and boost operational efficiency. This variant laid the groundwork for further evolutions, such as the ATR 42-600.

ATR 42-600

The ATR 42-600, launched in 2008 as the latest evolution of the ATR 42 regional , received European Aviation Safety Agency (EASA) type certification in June 2012 following a program exceeding 125 hours, with entry into service occurring later that year. Powered by two PW127M engines each rated at 2,400 shaft horsepower (shp) for maximum continuous operation, the variant incorporates a Thales Avionics featuring five multifunction LCD screens for enhanced pilot and reduced workload. The cabin is equipped with modern LED lighting for improved energy efficiency and passenger comfort, typically configured for 48 to 50 seats in a single-class layout. Key enhancements in the ATR 42-600 include a maximum range of 1,345 km with full passenger load at long-range cruise speed, enabling efficient operations on short- to medium-haul regional routes. Maintenance costs are reduced by approximately 30% compared to earlier ATR 42 models, thanks to improved component reliability, extended time-on-wing for critical systems, and optimized design elements. The avionics suite, including an integrated modular avionics architecture, supports compliance with International Air Transport Association (IATA) Operational Safety Audit (IOSA) standards, facilitating streamlined certification and operations for airlines. As of 2025, over 100 ATR 42-600 aircraft have been delivered worldwide, reflecting steady production ramp-up amid supply chain challenges, with ATR targeting around 35 total deliveries for the year across its lineup. Current backlogs include orders from U.S. carrier JSX, which took delivery of its first ATR 42-600 on November 13, 2025, as part of up to 15 aircraft to support hop-on charter expansions, as well as firm orders from FlyGabon, which took delivery of its first unit in July 2025 with a second slated for 2026. A short take-off and landing (STOL) derivative, the ATR 42-600S, extends the variant's applicability to remote airstrips. In terms of , the ATR 42-600 is certified for 100% sustainable aviation fuel (SAF) operation, as demonstrated by its participation in the world's first commercial 100% SAF turboprop flight in 2024, and it achieves a 45% reduction in CO2 emissions compared to similar-sized regional jets through lower fuel burn and efficient propulsive design.

ATR 42-600S

The ATR 42-600S was a planned short take-off and landing () variant of the ATR 42-600 regional , announced by ATR at the in June 2019. Designed to enable operations on unprepared or short runways as brief as 800 meters while carrying up to 40 passengers, it incorporated modifications such as an enlarged for improved low-speed control, ground spoilers, and weight reductions through lighter seats and fittings. The aircraft retained the same PW127XT-L engines as the base model, delivering 2,750 shaft horsepower each for enhanced climb performance and a 15% increase in power over standard configurations. Development progressed with key milestones, including Transport Canada certification of the PW127XT-L engine in October 2023, which supported access to over 1,000 remote airports worldwide. By 2024, ATR had secured 21 firm orders from customers including and others targeting island and regional networks. EASA and FAA type certification was targeted for June 2025, but the program was terminated before achieving certification. In November 2024, ATR announced the termination of the ATR 42-600S program due to insufficient order intake amid evolving market dynamics, supply chain challenges, and some airports extending runways beyond requirements. No prototypes were constructed, and the company committed to offering affected customers alternatives from its existing lineup or order cancellations with refunds. The variant was primarily intended for markets like the Pacific islands and , where short runways limit access for larger aircraft, with a flexible cabin configuration for 30 to 40 passengers to optimize for low-density routes.

Other specialized versions

The ATR 42F is a freighter adaptation derived from conversions of the -300 and -500 variants, featuring a reinforced , a large forward door measuring 1.27 m by 1.73 m, and provisions for bulk or containerized loading to support regional operations. This configuration provides a capacity of 5,600 kg and a volume of 56 m³, enabling efficient short-haul while retaining the aircraft's low operating costs and short-field performance. More than 20 ATR 42F conversions were delivered to , which utilized them extensively for feeder services until transitioning to newer models in the . For specialized surveillance roles, the ATR 42MP incorporates (now part of Leonardo) mission systems, including the Airborne Tactical Observation and Surveillance package with integrated radar, (FLIR) sensors, and secure communications for civilian and intelligence, , and reconnaissance (ISR) tasks. These adaptations emphasize environmental monitoring, , and vessel tracking without armament, aligning with non-military applications such as operations. The Italian Coast Guard operates a fleet of three ATR 42MP based on the -400 and -500 models, with a contract signed in 2024 for an additional ATR 42-600MP to enhance multi-domain capabilities. The ATR 42 has also served as a platform for and environmental . A dedicated ATR 42-300 was employed for engine trials during the certification of the PW120 series in the early 1980s, validating performance enhancements for regional applications. In the , an ATR 42 participated in NASA-led icing initiatives, simulating high-altitude accretion to inform certification standards and de-icing system improvements for aircraft. Utility configurations further extend the ATR 42's versatility for non-standard missions. Medevac kits, certified under EASA supplemental type certificates, enable the installation of up to three stretchers alongside medical equipment and attendant space, facilitating rapid conversion for aeromedical evacuation in remote or crisis scenarios. For executive transport, ATR's HighLine interior collection offers bespoke VIP layouts accommodating up to 30 passengers in a 1-1 seating arrangement, incorporating club chairs, conference tables, galleys, and premium amenities to rival business jet comfort levels.

Operators

Current civilian operators

As of November 2025, the ATR 42 continues to serve as a key asset for regional passenger operations among numerous civilian airlines, with a global active fleet estimated at approximately 280 units, reflecting a gradual recovery and modernization post-pandemic.[](https://www.ch-aviation.com/news/ [updated fleet data source]) Major operators include in the , which maintains a fleet of approximately 5 ATR 42 (primarily -500 variants) for short-haul routes across and the UK. In the United States, JSX has entered the market as a new operator, taking delivery of its first ATR 42-600 on November 13, 2025, with a second to follow by year-end and plans to acquire up to 15 additional units to expand its network to over 1,000 underserved airports. Similarly, FlyGabon in received its first ATR 42-600 in August 2025, marking it as the continent's youngest all-ATR -600 fleet operator and supporting regional connectivity in . Regionally, Europe accounts for over 150 ATR 42s, primarily with carriers like and smaller operators serving island and remote routes. The Asia-Pacific region operates more than 100 aircraft, exemplified by Trigana Air Service in , which flies approximately 6-9 ATR 42s, primarily -300 and -500 variants, for domestic services in challenging terrains. In the Americas, active units include operations with in the for inter-island flights using its single ATR 42-600. Current trends show a shift toward the newer -600 series for improved efficiency and lower emissions, with several operators retiring older -300 variants to meet goals and regulatory demands.

Military and operators

The has been adapted for and roles, primarily through conversions of civilian -300 and -500 variants into (MP), , , and (ISR), and transport configurations, with a global fleet of approximately 10 units in active service as of 2025. These adaptations leverage the aircraft's range, low operating costs, and ability to integrate sensors like and electro-optical systems for non-commercial missions such as border , , and troop transport. No new or orders for the were placed in 2025, with operators emphasizing fleet sustainment through maintenance and upgrades rather than expansion. The operates two ATR 42-500MP aircraft, designated NAF930 and NAF931, configured for and ISR to monitor exclusive economic zones, conduct , and support counter-insurgency efforts. The first was reactivated in 2020, while the second was delivered in December 2024 after upgrades; both underwent maintenance in in early 2025 to ensure operational readiness. Myanmar Air Force employs three ATR 42s—primarily -320 and -500 models—for ISR, troop transport, and reconnaissance missions amid ongoing internal conflicts. These aircraft, registered as 0004, 0006, and 0007, were acquired from civilian operators and modified for use, enabling operations in rugged terrain and coastal areas. The maintains one ATR 42-300, registered ARC-703, for duties along its Pacific and coasts, focusing on drug interdiction and fisheries enforcement. This converted civilian , delivered in the early 2010s, remains in active service with periodic upgrades to its suite. Italy's , the customs and financial police, utilizes four ATR 42MP aircraft—based on -400 and -500 variants—for long-range sea , anti-smuggling patrols, and in the Mediterranean. These platforms, operational since the mid-1990s with ongoing enhancements, form the backbone of the squadron's maritime exploration efforts.

Notable former operators

Several notable airlines that previously operated the ATR 42 have ceased using the type due to bankruptcy, financial difficulties, or fleet modernization efforts favoring . Mexican regional carrier , which operated a fleet including six ATR 42 variants (one -320, three -500s, and two -600s) alongside ATR 72s, definitively ended all operations in February 2023 after failing to secure financial restructuring amid heavy debts. French airline Air Littoral, the launch customer for the ATR 42-300 with its first delivery in December 1985, declared in September 2003 following financial strain from its parent Swissair Group's collapse, leading to the cessation of its operations. In the United States, American Eagle Airlines, a major early adopter, operated over 40 ATR 42s and 72s starting from 1990 but phased out the ATR 42 fleet by the mid-2000s, primarily due to reputational damage from the 1994 icing-related crash of Flight 4184 and a strategic shift toward regional jets for longer routes. Similarly, Trans States Airlines retired its ATR 42s in the mid-2000s after operating them since the late for partners like Express and American Connection, transitioning to Embraer ERJ-145 jets as part of broader regional fleet rationalization. U.S. carrier , which operated ATR 42s and 72s primarily from , ceased all operations in June 2025 amid financial challenges, retiring its fleet. By 2025, approximately 200 ATR 42s had been retired globally from an original production run of over 470 units, often due to airlines' modernization to newer turboprops or jets, though many retired airframes continue in cargo or secondary markets. The ATR 42's legacy includes pioneering efficient regional connectivity in challenging markets, such as , where operators like Air utilized the type for domestic routes until withdrawing its sole ATR 42-500 in 2016 amid operational restructuring.

Incidents and accidents

Major accidents with fatalities

The ATR 42 has been involved in numerous fatal accidents since entering service in , with common contributing factors including icing, (CFIT), and engine failures. According to the Network database, as of August 2024, there have been 34 fatal hull-loss accidents involving the type, resulting in 276 fatalities across all variants, with no fatal accidents reported in 2024 or 2025. These incidents have prompted significant safety enhancements, particularly in icing protection and pilot training for operations in adverse weather. One of the earliest major accidents occurred on October 15, 1987, when Aero Trasporti Italiani Flight 460, an ATR 42-312 (registration I-ATRH), crashed into Mount Crezzo near , , during a flight from to Cologne, . Icing on the aircraft's de-icing boots led to a loss of control at approximately 20,000 feet, causing the plane to and impact the terrain; all 37 occupants were killed. The Italian accident investigation attributed the crash to inadequate handling of supercooled large droplet icing, which was not fully accounted for in the aircraft's at the time. This event highlighted vulnerabilities in icing and influenced subsequent regulatory changes for de-icing systems. On August 21, 1994, , an ATR 42-312 (registration CN-CDT), crashed shortly after takeoff from Agadir Airport in , en route to . The Moroccan investigation concluded that the captain deliberately disconnected the and crashed the aircraft into the near Tizounine, killing all 44 people on board. This was one of the deadliest accidents for the ATR 42 at the time and underscored the need for improved crew monitoring protocols. In more recent years, on December 13, 2017, West Wind Aviation Flight 282, an ATR 42-320 (registration C-GWEA), crashed shortly after takeoff from Fond-du-Lac Airport in , , bound for Prince Albert. The aircraft stalled due to ice contamination on the wings and control surfaces, leading to a and impact with terrain; all 25 occupants survived the initial crash, but one succumbed to injuries two weeks later, marking the sole fatality. The (TSB) investigation found that the crew had departed with known ice buildup, normalized as an operational practice in remote northern conditions, prompting stricter anti-icing guidelines for Canadian operators. Other notable fatal accidents include the August 16, 2015, crash of Trigana Air Service Flight 267, an ATR 42-300 (registration PK-YRN), which impacted mountainous terrain near Oksibil, , amid poor visibility from rain and , killing all 54 on board in a CFIT scenario; and the December 7, 2016, incident involving Flight PK-661, an ATR 42-500 (registration AP-BHO), which crashed into hills near , , after an engine malfunction, resulting in 47 deaths. These events, often linked to challenging operational environments like remote or mountainous regions, have reinforced the emphasis on enhanced use and engine reliability monitoring for the ATR 42 fleet.

Notable incidents without fatalities

On September 9, 2024, Trigana Air Service flight IL292, operated by an ATR 42-500 (registration PK-YSP), experienced a during an aborted takeoff from runway 28 at Serui Airport in Papua, . The aircraft, carrying 42 passengers and 6 members, veered off the and came to rest in shallow water adjacent to a , resulting in substantial damage to the and left main collapse. Several occupants sustained injuries, with reports indicating up to 23 people requiring medical attention at a local hospital, though all survived the incident. The was declared a , and the Indonesian initiated an investigation into the cause of the rejected takeoff. On July 23, 2024, flight LM476, an ATR 42-600 (registration G-LMSA), encountered an in-flight on its left (No. 1) while en route from to , . The incident occurred during cruise at approximately 16,000 feet due to a contained caused by a from a loose return line, leading to within the engine cowlings. The declared a , shut down the affected , and diverted safely to , where the aircraft landed without further issues and all 30 passengers and evacuated unharmed. The UK's (AAIB) confirmed the was extinguished by the aircraft's built-in suppression system and recommended enhanced checks on lines for ATR 42-600 models. More recently, on October 1, 2025, flight IL251, utilizing an ATR 42-300 (registration PK-YSJ), suffered a nose gear burst upon on 11 at Oksibil Airport in Papua, . The , with 41 passengers and aboard, experienced a loud bang during rollout, causing the nose to deflate and rendering the plane immobile on the . The stopped the successfully, and evacuation proceeded without incident, resulting in no injuries. Indonesian authorities are examining potential factors such as conditions or wear in this event. Other notable non-fatal incidents involving ATR 42 variants from 2020 to 2025 include a side excursion on March 8, 2022, at in the , where the aircraft veered off 24 during due to a bounced , sustaining minor damage but no injuries among occupants. Additional events encompassed several bird strikes, such as those leading to precautionary returns to departure airports or diversions, all resolved without harm to passengers or crew. Across this period, records indicate at least 13 such survivable occurrences, highlighting operational challenges in regions with rugged terrain and variable weather.

Specifications (ATR 42-600)

General characteristics

The ATR 42-600 is operated by a of two pilots. It accommodates up to 48 passengers in a standard configuration, with a maximum capacity of 50. The aircraft's overall length is 22.67 m, its is 24.57 m, and its is 7.59 m. The is 11,700 kg, while the (MTOW) is 18,600 kg. Fuel capacity totals 4,500 kg. Power is provided by two PW127XT-M engines, each delivering 2,400 shp. The cabin measures 2.57 m in width and 1.91 m in height, maintained at a maximum differential pressure of 6.35 psi. The service ceiling is 25,000 ft, and the balanced field length at MTOW under ISA sea-level conditions is 1,107 m.

Performance

The ATR 42-600 achieves a maximum cruise speed of 289 knots true airspeed (KTAS) at 95% MTOW, ISA conditions, and 240, with a typical long-range cruise speed of 275 KTAS, enabling efficient operations on regional routes. Its maximum range is 1,345 km (726 nautical miles) when carrying 48 passengers, supporting connectivity to remote and island destinations without frequent refueling. Field performance is optimized for short runways, with a takeoff field length of 1,107 m at under (ISA) conditions at . The landing field length is 966 m at under similar conditions, allowing access to over 3,000 airports worldwide that are unsuitable for larger jets. The initial is 1,851 feet per minute at ISA and , facilitating quick ascent to cruise altitude in under 13 minutes to 170. Fuel efficiency is a key strength, with a cruise fuel consumption of 620 kg per hour at 95% , ISA conditions, and 240, resulting in block usage of approximately 786 kg for a 300 sector. This equates to about 93 grams of CO₂ per seat-kilometer, underscoring its low-emission profile for regional turboprops—roughly 30% less burn than comparable regional jets on similar routes. Acoustically, the ATR 42-600 meets stringent standards, achieving a cumulative of -11.4 effective perceived decibels (EPNdB) below ICAO Annex 16 Chapter 14 limits, which supports operations in noise-sensitive environments.

References

  1. https://www.atr-aircraft.com/aircraft-services/aircraft-family/atr-42-600/
  2. https://www.aerotime.aero/articles/32537-atr-the-franco-italian-success-story
  3. https://simpleflying.com/atr-42-72-series-history-and-future/
  4. https://www.atr-aircraft.com/wp-content/uploads/2020/07/42-300.pdf
  5. https://www.atr-aircraft.com/wp-content/uploads/2020/07/42-500.pdf
  6. https://asn.flightsafety.org/database/types/ATR-42/specs
  7. https://www.atr-aircraft.com/presspost/atr-celebrates-40-year-anniversary-and-looks-to-shape-future-of-regional-aviation/
  8. https://www.airvectors.net/avatr.html
  9. https://www.key.aero/article/atr-40-years
  10. https://www.atr-aircraft.com/wp-content/uploads/2021/11/Final_ATR-Milestones-EN.pdf
  11. https://www.airport-technology.com/projects/atr_42/
  12. https://www.airframer.com/aircraft_detail.html?model=ATR_42/72
  13. https://drs.faa.gov/browse/excelExternalWindow/DRSDOCID118520122020240320165231.0001
  14. https://www.easa.europa.eu/en/downloads/7358/en
  15. https://www.atr-aircraft.com/about/who-we-are/
  16. https://www.flightglobal.com/analysis-revamped-production-line-allows-atr-to-ramp-up/117136.article
  17. https://simpleflying.com/atr-42-turns-37/
  18. https://www.forecastinternational.com/samples/F641_CompleteSample.pdf
  19. https://www.truenoord.com/wp-content/uploads/2023/06/Turboprop_report_onscreen.pdf
  20. https://www.atr-aircraft.com/presspost/the-atr-42-600-certified-by-easa/
  21. https://www.ainonline.com/aviation-news/air-transport/2012-07-06/atr-42-600-gains-easa-certification
  22. https://www.atr-aircraft.com/presspost/atr-announces-75-new-orders-at-international-paris-air-show-worth-us-1-7-billion/
  23. https://flightplan.forecastinternational.com/2024/11/15/atr-ceases-development-of-atr-42-600s-stol-version/
  24. https://www.atr-aircraft.com/presspost/atr-reinstates-core-business-focus/
  25. https://www.atr-aircraft.com/presspost/jsx-to-begin-atr-operations-in-the-u-s/
  26. https://www.aerotime.aero/articles/new-carrier-flygabon-adds-first-atr-42-600-to-its-fleet
  27. https://www.rtx.com/news/news-center/2025/06/16/atr-and-rtxs-pratt-whitney-canada-collaborate-on-propulsion-technology-to-adva
  28. https://simpleflying.com/atr-mild-hybrid-engine-evo-turboprop/
  29. https://www.atr-aircraft.com/innovation/sustainable-aviation-fuel/
  30. https://www.airfleets.net/listing/atr-1-typedesc.htm
  31. https://www.atr-aircraft.com/wp-content/uploads/2020/07/Factsheets_-_ATR_42-600.pdf
  32. https://www.aviation-broker.com/fileadmin/user_upload/flugzeuge/airliner/eads_atr_42/specs_atr_42-500.pdf
  33. https://www.atr-aircraft.com/wp-content/uploads/2021/09/Company-Profile-EN.pdf
  34. https://aerospaceweb.org/aircraft/commuter/atr42/
  35. https://cla.aero/when-and-how-to-replace-atr-42-72-de-ice-boots/
  36. https://theairlinepilots.com/forumarchive/atr/fctm-norm-emer-proc.pdf
  37. https://aviation.stackexchange.com/questions/3514/is-the-atr-empennage-configuration-considered-a-t-tail-or-a-cruciform-tail
  38. https://www.prattwhitney.com/en/products/regional-aviation-engines/pw100-150
  39. https://dh0f9za0kua5m.cloudfront.net/uploads/2019/07/Fixed-wing-ATR42.pdf
  40. https://www.rocketroute.com/aircraft/atr-42-300
  41. https://skybrary.aero/sites/default/files/bookshelf/3694.pdf
  42. https://www.easa.europa.eu/en/downloads/16972/en
  43. https://www.atr-aircraft.com/wp-content/uploads/2022/06/ATR_Fiche42-600-3.pdf
  44. https://www.atr-aircraft.com/innovation/cockpit/
  45. https://www.flightglobal.com/thales-flightdeck-leads-changes-on-new-atr-42/72-600-family/76559.article
  46. https://www.atr-aircraft.com/presspost/atr-obtains-easa-certification-for-the-new-developments-in-the-atr-600-avionics-suite/
  47. https://www.flightglobal.com/thales-reveals-more-about-advanced-atr-42/72-600-integrated-avionics-suite/77067.article
  48. https://www.atr-aircraft.com/wp-content/uploads/2023/04/ATR-Upgrade-Catalogue-Issue-5.pdf
  49. https://www.atr-aircraft.com/presspost/atr-offers-new-vibration-monitoring-system/
  50. https://www.atr-aircraft.com/presspost/atr-1000-aircraft-delivered/
  51. https://aircraft.fandom.com/wiki/ATR_42
  52. https://www.flightglobal.com/air-transport/atr-deliveries-flat-in-2020-says-leonardo/137250.article
  53. https://www.key.aero/article/what-makes-atr-regional-turboprops-so-successful
  54. https://www.aerotime.aero/articles/atr-in-service-fleet-close-to-pre-covid-numbers
  55. https://www.planespotters.net/aircraft/production/atr-42-72
  56. https://www.aircraftcostcalculator.com/AircraftOperatingCosts/473/ATR%2B42-300
  57. https://www.militaryfactory.com/aircraft/detail.php?aircraft_id=2012
  58. https://www.forecastinternational.com/archive/disp_pdf.cfm?DACH_RECNO=47
  59. https://simpleflying.com/atr-42-and-atr-72-military-variants/
  60. https://www.planespotters.net/airframe/atr-42-arc-703-colombian-navy-armada-nacional-de-colombia/r112jo
  61. https://www.military.africa/2025/01/second-nigerian-atr-42-isr-aircraft-returns-from-germany/
  62. https://www.blogbeforeflight.net/2022/06/nigerian-air-force-atr42mp.html
  63. https://www.blogbeforeflight.net/2018/12/atr-42mp-italian-custom-police.html
  64. https://www.globalmilitary.net/aircrafts/atr-42/
  65. https://www.justiceformyanmar.org/stories/the-companies-enabling-the-myanmar-militarys-use-of-atr-aircraft-for-the-transport-of-troops-arms-and-reconnaissance
  66. https://www.aircharteradvisors.com/atr-42/
  67. https://airlinersnow.com/ATR/ATR-42.htm
  68. https://skybrary.aero/sites/default/files/bookshelf/3693.pdf
  69. https://www.atr-aircraft.com/wp-content/uploads/2020/07/42-320.pdf
  70. https://www.hevilift.com/wp-content/uploads/2020/02/ATR-42-320500.pdf
  71. https://www.airliners.net/aircraft-data/atr-atr-42/41
  72. https://www.atr-aircraft.com/wp-content/uploads/2021/07/ATR-Upgrade-Catalogue-Issue-4-February-2021.pdf
  73. https://janes.migavia.com/inter/atr/atr-42.html
  74. https://simpleflying.com/atr-42-first-delivery-air-littoral-anniversary/
  75. https://skybrary.aero/aircraft/at45
  76. https://www.flightglobal.com/atr-offering-new-armonia-cabin-for-500-turboprops/102706.article
  77. https://www.airfleets.net/listing/atr-1.htm
  78. https://www.seatguru.com/airlines/Air_France/Air_France_ATR-42-500.php
  79. https://www.atr-aircraft.com/presspost/atr-delivers-its-first-atr-72-600s/
  80. https://routenetwork.com/pdf/ATR_42-600_Series_Aircraft_-_Main_Brochure.pdf
  81. https://fintech.aero/wp-content/uploads/2022/10/ATR-42-600-Value-Briefing-June-2018.pdf
  82. https://www.acumen.aero/uploads/marketinsight/atr-42-600.pdf
  83. https://aviationweek.com/air-transport/location/atr-42-600-interest-rises-ramp-progresses
  84. https://simpleflying.com/jsx-to-become-a-rare-us-atr-operator-with-orders-for-15-atr-42-600s/
  85. https://airlinegeeks.com/2025/11/13/jsx-takes-delivery-of-its-first-turboprop/
  86. https://airlinegeeks.com/2025/08/08/fly-gabon-receives-first-atr-42-600/
  87. https://www.atr-aircraft.com/news/a-sustainable-aviation-milestone/
  88. https://www.atr-aircraft.com/wp-content/uploads/2023/11/2022-ATR-sustainability-report.pdf
  89. https://www.aerotime.aero/articles/24043-atr-launches-plane-for-short-take-off-and-landing
  90. https://www.key.aero/article/short-take-atr-42-announced
  91. https://www.atr-aircraft.com/wp-content/uploads/2022/06/ATR_Fiche42-600S-3.pdf
  92. https://www.atr-aircraft.com/presspost/atr-reaches-key-milestone-for-stol-programme-with-pw127xt-l-engine-certification-by-transport-canada/
  93. https://aerospaceglobalnews.com/news/atr-abandons-atr-42-600s-stol-variant/
  94. https://www.flightglobal.com/programmes/atr-abandons-stol-variant/160741.article
  95. https://www.reuters.com/business/aerospace-defense/turboprop-maker-atr-scraps-new-model-focus-existing-range-2024-11-13/
  96. https://runwaygirlnetwork.com/2024/11/atr-to-stop-development-of-atr-42-600-stol-variant/
  97. https://airinsight.com/atrs-42-600s-opens-up-new-market-at-remote-airports/
  98. https://www.atr-aircraft.com/wp-content/uploads/2023/08/ATR_Fiche_Converted-Freighter.pdf
  99. https://www.planelogger.com/Airline/FleetList/Federal_Express_%28FedEx%29/203983/ATR%252042?status=Historic
  100. https://aeronautics.leonardo.com/en/products/atr-42mp
  101. https://www.flightglobal.com/analysis-how-selex-adds-value-under-the-skin/114984.article
  102. https://www.leonardo.com/en/press-release-detail/-/detail/08-11-2024-the-italian-coast-guard-adds-an-atr42-maritime-patrol-to-its-fleet
  103. https://www.nasa.gov/wp-content/uploads/2023/04/sp-4226.pdf
  104. https://modstore.aero/modification/pmv-engineering-medevac-configuration-with-stretchers-for-atr42-and-atr72
  105. https://www.pmv-groupe.com/news/news-details/20-08-2020/new-stc-for-medevac-configuration-with-stretchers-for-atr42-and-atr72-223
  106. https://www.atr-aircraft.com/innovation/cabin/highline/
  107. https://www.aerotime.aero/articles/atr-highline-business-class-interiors
  108. https://www.planespotters.net/airline/Loganair
  109. http://airlinegeeks.com/2025/11/13/jsx-takes-delivery-of-its-first-turboprop/
  110. https://www.airfleets.net/flottecie/Trigana%20Air%20Service.htm
  111. https://airantilles.com/
  112. https://www.atr-aircraft.com/presspost/atr-sees-demand-for-300-aircraft-in-the-u-s/
  113. https://airforce.mil.ng/news/fight-against-insurgency:-operational-capability-receives-boost-as-naf-takes-delivery-of-newly-reactivated-atr-42-aircraft-for-isr642873077
  114. https://simpleflying.com/myanmar-a-hotspot-for-atr-turboprops/
  115. https://www.flightglobal.com/fixed-wing/leonardo-receives-italian-order-for-atr-72mp/128806.article
  116. https://www.ch-aviation.com/news/124561-mexicos-aeromar-airlines-ceases-operations
  117. https://platform.airfinanceglobal.com/articles/3589658/mexican-carrier-aeromar-stops-operations
  118. https://airwaysmag.com/new-post/atr-42-enters-service-air-littoral
  119. https://aviationweek.com/air-littoral-receivership-wexford-sole-suitor-0
  120. https://www.airliners.net/forum/viewtopic.php?t=1414869
  121. https://community.infiniteflight.com/t/atr-42-family/236133?page=3
  122. https://simpleflying.com/us-airline-ceases-operations/
  123. https://aviationweek.com/air-transport/air-madagascar-has-terminated-atr42-operations
  124. https://aviation-safety.net/database/dblist.php?Type=AT42
  125. https://www.austrianwings.info/fileadmin/aw/2024/08/Safety-Report-ATR_Ploner-Ruben.pdf
  126. http://www.airsafe.com/events/models/atr.htm
  127. https://avherald.com/h?article=51d78b77
  128. https://asn.flightsafety.org/wikibase/420955
  129. https://www.airlineratings.com/articles/trigana-air-atr-42-500-suffers-runway-excursion-in-indonesia
  130. https://www.flightglobal.com/safety/runway-excursion-during-take-off-badly-damages-trigana-atr-42-500/159895.article
  131. https://asn.flightsafety.org/wikibase/403930
  132. https://avherald.com/h?article=51d78b77&opt=0
  133. https://www.pressandjournal.co.uk/fp/news/6785354/loganair-flight-aberdeen-airport-landing-engine-failure-report/
  134. https://www.aeroinside.com/19738/logan-at42-near-aberdeen-on-jul-23rd-2024-engine-shut-down-in-flight
  135. https://avherald.com/h?article=52dd5aa5&opt=0
  136. https://www.aeroinside.com/21177/trigana-at42-at-oksibil-on-oct-1st-2025-burst-nose-tyres-on-landing
  137. https://asn.flightsafety.org/wikibase/548662
  138. https://www.facebook.com/InTheFlightMode/posts/on-october-1-2025-a-trigana-air-atr-42-300-pk-ysj-flight-il251-from-jayapura-to-/1306742624576678/
  139. https://safety.atr-aircraft.com/annex-13-report/
  140. https://www.aeroinside.com/aircraft-type/at42/atr-atr-42
  141. https://www.atr-aircraft.com/wp-content/uploads/2023/04/ATR-HighLine-Brochure2024.pdf
  142. https://www.atr-aircraft.com/presspost/atr-600-aircraft-certified-by-the-faa/
  143. https://www.theairlinepilots.com/forumarchive/atr/atr-systems.pdf
  144. https://vholar.crewsystem.net/fleet_info.php?id=25147
  145. https://skybrary.aero/sites/default/files/bookshelf/3695.pdf
Add your contribution
Related Hubs
User Avatar
No comments yet.