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British Aerospace ATP
British Aerospace ATP
British Aerospace ATP
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The British Aerospace ATP (Advanced Turbo-Prop) is an airliner designed and produced by British Aerospace. It was an evolution of the Hawker Siddeley HS 748, a fairly successful feederliner of the 1960s.

Key Information

The ATP was developed during the 1980s, events such as such as the 1979 oil crisis and increasing public concern regarding aircraft noise led business planners at British Aerospace to believe that there was a market for a short-range, low-noise, fuel-efficient turboprop aircraft. First flown on 6 August 1986, by the time it became commercially available, the market segment it fell within was already hotly contested by multiple other airliners, such as the de Havilland Canada Dash 8, ATR 42, and ATR 72. Amid this intense competition, sales of the ATP were limited, leading British Aerospace to terminate production after only eight years, during which a total of 65 aircraft were completed.

The final European operator of the ATP, West Air Sweden, made a final repositioning flight on 24 February 2023. This marked the end of the type’s primary active service. As of March 2023, there are only four airframes in active service. [1]

In July 2025, BAe voluntarily surrendered the type certificate for the aircraft.[2][3]

Design and development

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Background

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The origins of the ATP can be traced back to, in part, the 1979 oil crisis, which had caused dramatic rises in fuel prices; there was considerable attention paid to the possibility of another such event, thus operators came to place greater value on the fuel efficiency of their aircraft.[4][dead link] Another factor that had gained prominence around this time was noise pollution. Recognising these trends, British Aerospace decided that it would assign a design team to produce an airliner, suitable for short- to medium-haul operations, that would be both more fuel efficient and quieter than the prior generations of aircraft.[4]

It was quickly decided that a development of the existing Hawker Siddeley HS 748 airliner would be the preferred option.[5] The airframe was redesigned with a lengthened 26.01 metres (85.3 ft) fuselage and a larger 30.62 metres (100.5 ft) wing span.[4][dead link] the airliner was originally designed to accommodate 64 passengers, although the actual capacity could change considerably dependent on customer configuration, and was sized to slot between the original HS 748's capacity of 50 seats and the jet-powered British Aerospace 146's capacity of 100 seats.[6] The aircraft was also designed to be compliant with the latest regulations pertaining to air travel in both Europe and the United States.[7]

The cockpit was also redesigned to ease pilot workload using measures such as colour-coded instrumentation and a centralised fault warning panel.[6] Equipped with digital avionics and multifunction displays, it was considered to be a glass cockpit. Various other minor modifications were performed across the airframe, such as the reshaping of areas such as the more pointed nose, the tail unit's swept fin and rudder, and revised wingtips.[8] Furthermore, the windows were reduced in size and had a shorter pitch than those of the HS 748. There was a 30% commonality between the two aircraft.[7]

The propulsion was significantly revised from that of the HS 748; the twin Rolls-Royce Dart turboprop engines of its predecessor were substituted for Pratt & Whitney Canada PW126 engines, a more modern counterpart. Each engine drove a custom-designed six-blade propeller jointly developed by British Aerospace and the American specialist Hamilton Standard.[4][dead link][9] These large diameter propellers were designed to turn slower than traditional equivalents to generate less noise; their distance from the fuselage meant that passengers were subject to noise levels comparable to contemporary jetliners.[6] The airliner was also relatively lightweight, weighing only 468 pounds per seat, which was reportedly less than any other regional airliner in its size category in the mid-1980s.[7] Partially as a result of these refinements, the aircraft's cruise speed was increased considerably over that of its predecessor.[8] The project's existence was revealed to the public in early 1984.[9]

Into flight

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On 6 August 1986, the prototype ATP performed its maiden flight from Manchester Airport, flown by test pilot Robby Robinson.[7] This initial flight, which lasted several hours, was relatively non-notable, except for adverse weather conditions being present for the type's first landing. At the time of this first flight, the company expected the ATP to enter revenue service during 1987.[7]

Between 1987 and 2002, BAe reportedly held ambitions to sell around 300 ATPs.[10][9] It proved to be far more economic than preceding aircraft used for the role, such as the BAC 1-11 and the Douglas DC9 jetliners.[11][7] However, throughout the ATP's production run, the regional airline market was hotly contested by numerous companies, including the Dutch aircraft company Fokker, Canadian transport manufacturer Bombardier, and the European specialist ATR. This led to BAe investigating potential partnerships amongst its competitors, ultimately resulting in the short-lived merger of its regional airliner manufacturing division with ATR under the name Aero International (Regional) on 26 January 1995.[12]

Assembly of the type was largely undertaken at BAe's Woodford and Prestwick facilities, while the manufacture of both the airframe and wings was performed at the Chadderton plant. During mid 1997, BAe announced that production of the ATP was permanently terminated; work at the Prestwick was promptly shifted to the aerostructures sector.[13] By this point, a total of 65 aircraft had been completed.

During July 2000, a project was announced that resulted in the conversion of existing aircraft into the ATP Freighter (ATPF) configuration, which was promoted to cargo operators.[14] Outfitted with a modified freight door derived from that of the HS 748, the ATPF can carry 30% more cargo than its predecessor with a 10% increase in running costs. Under this programme, an initial batch of six ATPs were converted into freighter on behalf of the cargo airline West Air Sweden.[15]

Operational history

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During 1988, the ATP entered commercial service with the regional airline British Midland. Numerous British airliners were quick to adopt and operate the type, including British Airways, Loganair, and British Regional Airlines.[16][17] During the 1990s, various charter operators also adopted small fleets of ATPs.[18] The air ferry company British World Airlines also opted to acquire several ATPs in a quick change configuration.[19][20]

During the late 1990s, the Scandinavian airline Sun-Air initiated a long-term plan to introduce jet-powered airliners into its fleet by 2000; as a step towards this, and to help handle increasing passenger traffic on its routes between Denmark and Britain, the company acquired a pair of second-hand ATPs during late 1997;[21] further aircraft would follow.[22] Around the same timeframe, the Spanish operator Air Europa Express became a sizable user of the type; in August 1998, it announced its intention to double its ATP fleet from six to 12 aircraft.[23]

Early sales efforts had been particularly focused on the North American market, BAE reportedly held negotiations with numerous carriers across the continent; the first success was an order for five ATPs from the Canadian carrier Avline.[10] In September 1987, the American operator Wings West Airlines announced that it had picked the ATP as the winner of an international competition; the initial order for 10 airliners represented the ATP's breakthrough into the lucrative US market. Carl Albert, President and Chief Executive of Wings West, stated that the ATP was superior to its closest competitors, such as the De Havilland Canada Dash 8 and the Fokker 50, and claimed it offered the lowest seat-mile costs of any turboprop airliner.[10][6] In practice, the only U.S. operator of the ATP in scheduled passenger service was Air Wisconsin, which flew as United Express on behalf of United Airlines via a code sharing agreement.[4]

During the mid-2000s, the ATP was being increasingly used to carry aerial freight with numerous operators.[24][25] By December 2021, 12 aircraft reportedly remained in commercial service as cargo aircraft with West Air Sweden (10) and Deraya (2).[26]

After BAe surrendered the type certificate in 2025[2][3], there was criticism from Kenyan operator EnComm Aviation, who used the type delivering aid for the World Food Program across east Africa.[27]

Variants

[edit]

Several ATP variants were proposed and produced for civil and military use:

Jetstream 61

The British Aerospace Jetstream 61 was an improved derivative of the ATP. It featured an interior based on the Jetstream 41, with innovative cabin wall armrests and an increase in capacity from 64 to 70 seats. In addition, the airframe incorporated more powerful PW127 engines and increased weights and range.

For Farnborough, the original prototype ATP (serial number 2001) was re-painted in a J61 scheme and re-registered G-PLXI (LXI being the Roman numeral for 61. The first flight of a proper J61 aircraft was by 2064 G-JLXI on 10 May 1994 from Prestwick. Four airframes were produced as Jetstream 61s, 2065 being the only other to have flown before British Aerospace's regional airliner manufacturing operations were merged with ATR as Aero International (Regional) on 26 January 1995. With the already highly successful ATR 72 now part of the same product range, the Jetstream 61 was immediately cancelled with all four airframes being scrapped at Prestwick.

Maritime ATP

This was a variant for use in military naval operations, with a surveillance radar under the forward fuselage, nose-mounted FLIR and internal sonar buoys. A suite of special crew stations also featured, as did a choice of up to six weapon pylons under the wings and fuselage. The Maritime ATP was later known as the BAe P.132. None were built.

ATP-AEW

The AEW was a 1986 proposal for an Airborne Early Warning aircraft for Australia, with two EMI Skymaster radars in nose and tail radomes, similar in appearance to the Nimrod AEW.3. None were built.

Operators

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Current operators

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As of March 2024, there are 8 airframes still in active service, all in Kenya. These airframes had all been placed in storage by their previous operators, West Air Sweden (7) and NextJet (1) and have been re-introduced to service between March 2018 and February 2024. The rest of the production line is now either in storage (15), preserved (4), or scrapped. These remaining operators are:[citation needed]

Former operators

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British Midland ATP in 1993
SATA Air Açores ATP in 2009
West Air Sweden ATP in 2011

The following airlines formerly operated British Aerospace ATP aircraft:[citation needed]

Notable accidents and incidents

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Surviving aircraft

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As of January 2024, there are six retired airframes that are either preserved or re-purposed. These are as follows:

  • SE-MHF: This aircraft was partially dismantled in 2021 at Isle of Man Airport. It only consists of its fuselage and wings up to the engine mounts. It is used as an airport fire training platform.[citation needed]
  • SE-LHX (displayed as G-MAUD): This aircraft is on display at the Manx Aviation and Military Museum, Isle of Man Airport. It has used various salvaged parts from other scrapped airframes and has been restored in an original Manx Airlines livery. It also now bears the registration G-MAUD, although the actual G-MAUD was scrapped. It is the only ATP on display in near-complete condition.[citation needed]
  • PK-DGA: Partially scrapped, the fuselage is currently being used as a restaurant in East Java, Indonesia.[citation needed]

Specifications

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Data from Jane's All the World's Aircraft, 1988–1989[31]

General characteristics

  • Crew: Four, comprising two pilots and two flight attendants
  • Capacity: 64 passengers
  • Length: 26.00 m (85 ft 4 in)
  • Wingspan: 30.63 m (100 ft 6 in)
  • Height: 7.14 m (23 ft 5 in)
  • Wing area: 78.3 m2 (843 sq ft) [32]
  • Empty weight: 13,595 kg (29,972 lb)
  • Max takeoff weight: 22,930 kg (50,552 lb)
  • Fuel capacity: 6,364 L (1,400 imp gal; 1,681 US gal)
  • Powerplant: 2 × Pratt & Whitney Canada PW126 turboprops, 1,978 kW (2,653 shp) each
  • Propellers: 6-bladed BAe/Hamilton Standard, 4.19 m (13 ft 9 in) diameter

Performance

  • Cruise speed: 496 km/h (308 mph, 268 kn) at 4,575 m (15,000 ft)
  • Range: 1,825 km (1,134 mi, 985 nmi) with 64 passengers
  • Ferry range: 4,070 km (2,530 mi, 2,200 nmi)
  • Service ceiling: 7,600 m (25,000 ft) (max operating altitude)[33]

See also

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Related development

Aircraft of comparable role, configuration, and era

Related lists

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

British Aerospace ATP

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from Grokipedia
The British Aerospace ATP (Advanced Turboprop) was a twin-engine developed by as a modernized and stretched successor to the Hawker Siddeley HS 748, designed to carry up to 70 passengers on short- to medium-haul routes with enhanced performance features including new engines, composite propellers, and electronic flight instrument systems (EFIS). Development of the ATP began in 1980 at British Aerospace's Woodford and facilities, aiming to update the HS 748—a successful 1950s-era that had sold over 380 units—for the competitive 1980s market dominated by rivals like the Fokker F27, , and ATR 42. The prototype took its on August 6, 1986, powered by two PW126A engines each producing 2,653 shaft horsepower (shp), and it entered commercial service in 1988 with as the launch customer. With a (MTOW) of 22,930 kg, the ATP measured 26.00 m in and had a of 30.63 m, offering a cruise speed of 266 knots (KTAS), a range of approximately 800 nautical miles (NM) with full , and short-field capabilities with a takeoff distance of 1,463 m and landing distance of 1,128 m. Production ran from 1988 to 1996, resulting in 65 aircraft built, many of which were later converted to freighter configurations for cargo operations. The ATP served regional airlines across , including British Midland, , and , as well as operators in () and (), though its market entry into a saturated segment limited sales and led to early phase-out in passenger roles by the early 2000s. By 2023, European operations had ended with the retirement of 's fleet. In July 2025, surrendered the , leading to the cessation of active operations worldwide and impacting and humanitarian services previously provided by operators such as and .

Design and Development

Origins and Background

The British Aerospace ATP evolved from the , a twin-turboprop originally designed in the late by as a modern replacement for the in regional and feeder services. First flown on June 24, 1960, the HS 748 entered production in 1961 and remained in manufacture until 1988, with a total of 381 units built for civilian and operators worldwide, demonstrating its reliability and versatility across diverse markets. By the early 1980s, evolving market dynamics underscored the need for an HS 748 successor. The had amplified demands for fuel-efficient aircraft to counter rising operating costs, while stricter noise regulations emerging in pressured manufacturers to prioritize quieter designs for short-haul routes. These factors aligned with a burgeoning need for efficient 50- to 70-seat regional airliners to support expanding intra-European and international feeder networks, where turboprops offered economic advantages over jets for low-density routes. In response, initiated studies for a new-generation , leading to a strategic decision in 1984 to pursue a clean-sheet design that would deliver substantially lower operating costs and enhanced performance compared to the HS 748. The project, named Advanced Turboprop (ATP), was formally launched on , 1984, with initial from company resources, positioning it to challenge competitors like the ATR 42/72 and in the growing regional market.

Design Features

The British Aerospace ATP employs a high-wing configuration with a , facilitating superior short-field capabilities by allowing larger and improved propeller clearance while minimizing ground effect interference during takeoff and landing. The measures 26.01 m in length and has a wingspan of 30.62 m, providing a robust structure derived from the earlier but with an extended for increased capacity. Propulsion is provided by two PW126A engines, each rated at 1,978 kW (2,653 shp), paired with six-bladed Hamilton Standard constant-speed of semi-composite construction measuring 4.19 m in diameter. This setup achieves low external noise levels, with a ground noise contour of 90 PNdB, and supports Stage 3 noise certification standards through optimized that reduces and acoustic emissions. The cabin accommodates up to 64 passengers in a standard 2+2 abreast seating layout at a 79 pitch, featuring a maximum height of 1.92 m for stand-up headroom and a width of 2.48 m to enhance comfort on short-haul routes. include a Bendix RDS-86 for improved , with optional electronic flight instrument systems (EFIS) available for enhanced displays and redundancy. Key innovations focus on , including a redesigned wing with advanced high-lift devices such as full-span leading-edge slats and double-slotted trailing-edge flaps to optimize low-speed handling at higher weights. The all-metal incorporates construction for durability, while the overall design targets approximately 20% improved fuel economy over the HS 748 through aerodynamic refinements and modern powerplants.

Testing and Certification

The prototype British Aerospace ATP, registered as G-MATP and constructed at the company's Woodford facility, was rolled out in 1985 and conducted its maiden flight on 6 August 1986 from in , , piloted by Robbie Robinson. The initial flight lasted approximately 2 hours and 40 minutes despite challenging weather conditions, marking the start of the program aimed at validating the aircraft's advanced design, including its PW126 engines and six-bladed composite propellers. The comprehensive test program utilized three prototypes, accumulating 1,290 hours of across various phases, including performance evaluations in conditions and certification trials for the propellers and systems. Delays in the program, originally targeting in September 1987, were primarily attributed to integration challenges with the aircraft's advanced suite and issues, as well as de-icing system difficulties and engine performance refinements. These setbacks extended the timeline but ensured compliance with rigorous safety and operational standards before proceeding to regulatory review. Certification milestones culminated in the UK (CAA) issuing type approval on 18 March 1988 for the baseline 64-seat configuration, paving the way for subsequent validations by the US Federal Aviation Administration (FAA) and other international authorities later that year. To build market confidence ahead of entry into service, conducted demonstrator tours with the third prototype (G-BMYK) in 1987, including appearances at the , which helped secure pre-certification commitments such as British Midland's launch order for three aircraft (with options for two more).

Production Challenges

The production of the British Aerospace ATP took place primarily at the company's facilities in and Woodford, with airframe and wing manufacturing occurring at Chadderton near . A total of 65 aircraft were completed between 1988 and 1996, comprising 61 standard ATPs and 4 Jetstream 61 variants. Early in the program, the ATP encountered significant teething issues during manufacturing and integration, particularly with electrical systems, de-icing equipment, and engine performance. These problems led to delays and reliability concerns, earning the aircraft the unofficial nickname "Another Technical Problem" among crews and engineers. Commercially, the ATP faced stiff competition from established rivals such as the and the ATR 42/72, which captured larger market shares in the regional sector. Launch customer British Midland ordered only three aircraft, while initial firm orders totaled just a handful, including two from LIAT, resulting in cash flow strains for as production ramped up without sufficient commitments. In an attempt to revive the program, relaunched the type as the Jetstream 61 in 1993 with upgraded engines and a higher , but only four examples were built before the effort failed due to ongoing market challenges. Production ceased in 1996 amid the shift toward regional jets and limited overall sales.

Operational History

Entry into Service

The first British Aerospace ATP was delivered to launch customer British Midland Airways in March 1988. Certification had been granted earlier that month by the UK Civil Aviation Authority and the , paving the way for operational use. British Midland initially operated the aircraft on short proving flights before entering revenue service. The ATP commenced commercial operations with British Midland on May 9, 1988, when G-BMYL flew its maiden revenue sector from Birmingham to as part of an eight-sector day. Full passenger service followed shortly thereafter on routes such as the twice-daily to "Diamond Service" and multiple daily flights between London Heathrow and . The aircraft, with a typical capacity of 64 seats in a comfortable, pressurized cabin, was praised for its smooth ride and low noise levels on these short-haul regional routes, though early operations encountered reliability issues including engine and teething problems. Early adoption expanded rapidly in the UK and Europe. In March 1988, British Airways placed an order for eight ATPs to support its franchise operations, with deliveries beginning in and the eventually operating up to 14 examples on regional networks from bases like and . By 1990, cumulative orders for the type had reached approximately 50, reflecting growing interest despite competition from rivals like the ATR 42/72. Other early operators included , which acquired three ATPs for Scottish island services. Beyond Europe, the ATP saw initial uptake in the US through Air Wisconsin, a United Express affiliate, which entered service with ten aircraft starting in January 1990 on domestic regional routes. Globally, the type spread to operators in , where took delivery of five in 1992 for archipelago services, and Portugal, with introducing the ATP in 1990 for inter-island flights. British Midland ultimately operated a fleet of 6 ATPs, forming the backbone of its regional operations during this launch period.

Commercial Operations

During the 1990s, the British Aerospace ATP reached its peak in commercial passenger operations, serving short-haul routes typically ranging from 300 to 800 km across and . In the , became the world's largest operator of the type, deploying up to six ATPs for regional services connecting the Isle of Man and other domestic points after receiving transfers from British Midland in 1993. In , utilized the ATP for similar intra-regional flights, leveraging its efficiency on low-density routes. Further afield, Indonesia's operated five ATPs from 1992 to support connectivity across the archipelago's remote islands. The ATP's global footprint extended beyond Europe and Asia, with notable operations in North America and the Atlantic islands. Air Wisconsin, operating as United Express, took delivery of 10 ATPs between 1990 and 1991—the only North American carrier to do so—and flew them on feeder routes until ceasing operations with the type in 1993. In the Azores, SATA Air Açores replaced its aging Hawker Siddeley HS 748 fleet with seven ATPs starting in 1989, using them for inter-island services until the final aircraft was phased out in 2010. To adapt to changing market demands, several operators converted passenger ATPs to freighters beginning in the early 2000s. pioneered this with its first ATP freighter conversion achieving maiden flight on July 10, 2002, incorporating a large to facilitate palletized freight; the eventually operated over 40 such for European networks, including express parcel services. Passenger operations declined sharply in the 2000s amid competition from more efficient regional jets like the series, which offered superior speed and passenger appeal on similar routes. By the , most remaining ATPs had shifted to dedicated roles, with the last scheduled passenger services ending around when operators like Nextjet ceased flying the type.

Withdrawal and Retirement

The withdrawal of the British Aerospace ATP from passenger service occurred progressively through the and early , as operators shifted to more efficient regional aircraft. , an early adopter, retired its fleet of 14 ATPs in the early after basing them at for Highland routes, reallocating them to franchise partners like . operated the type until 1994, when restructuring led to fleet transfers, marking an early end for many UK-based passenger examples. By 2010, most passenger operations had ceased across , with the final holdout being Sweden's NextJet, which grounded its five ATPs upon filing for in May 2018, ending all scheduled passenger flights worldwide. Cargo operations extended the ATP's lifespan significantly, with many airframes converted to freighter configuration to support in challenging environments. , operating from and the , maintained the last European cargo fleet until its final flight on 24 February 2023, when SE-LGZ (c/n 2021) returned to base at , retiring all seven remaining ATP(F)s. In , Kenyan operator EnComm Aviation became the sole active user by 2023, employing 12 ATPs for humanitarian cargo deliveries, including over 18,700 tonnes of aid to , Somalia, and the Democratic Republic of Congo through 2025. These missions relied on the type's short-field capabilities but faced increasing operational hurdles. The ATP's commercial life concluded in 2025 when voluntarily surrendered the to the Civil Aviation Authority in October, citing lack of ongoing support and production. This decision grounded EnComm's fleet immediately, as the revocation eliminated airworthiness certification, leaving no active airframes worldwide after October 2025. Economic factors accelerated retirements, including escalating maintenance costs from the type's high-bypass engines—exacerbated by increased fuel burn and overhaul expenses—and growing parts due to the limited production run of 65 units. The rise of competitors like the , offering lower operating costs and better reliability, further diminished the ATP's viability in both and roles.

Variants

Standard ATP

The Standard ATP represented the baseline passenger variant of the British Aerospace ATP regional airliner, designed primarily for efficient short-haul civil operations. A total of 63 aircraft were produced between 1988 and 1996, with assembly occurring at British Aerospace's facilities in Woodford and . This model was certified for up to 64 s in its standard configuration, though high-density arrangements allowed for 70 seats in high-density configuration at the MTOW of 22,930 kg. Unlike conceptual proposals that explored military roles, the Standard ATP remained strictly oriented toward commercial and commuter services, emphasizing reliability on routes up to 1,825 km with full . Powered by two PW126A engines, each delivering 1,978 kW, the featured advanced six-bladed propellers for reduced and improved . Configurations extended beyond pure layouts to include mixed / combi versions, enabling operators to allocate space for freight alongside seating for 64 or fewer s, which supported versatile short-haul applications such as regional feeds to major hubs. The baseline design prioritized a four-abreast cabin with modern amenities, achieving low cabin levels suitable for short flights. Production serial numbers for the Standard ATP began with 2001 for the and continued sequentially through customer deliveries up to 2063, encompassing both initial demonstration units and operational aircraft. Early examples, including demonstration airframes, were registered in the G-OAT series (such as G-OATP), before transitioning to allocations. This focused production run distinguished the Standard ATP as the core model, separate from later stretched variants.

Jetstream 61

The Jetstream 61 was developed as a stretched variant of the British Aerospace ATP to increase passenger capacity and improve market appeal amid declining sales of the baseline model. It featured a fuselage extension that allowed for up to 70 passengers in a standard four-abreast configuration, compared to the ATP's typical 64 seats, targeting high-density regional routes. Optional upgrades included more powerful PW127 engines, which enhanced hot-and-high performance over the ATP's standard PW126 units. The redesign was announced in April 1993 as a relaunch effort under the Jetstream branding to revitalize the program. The prototype, converted from an existing ATP airframe and registered G-PLXI, made its first flight on 10 May 1994 from Airport. The first production-standard Jetstream 61, serial number 2064 and registered G-JLXI, followed with its on the same date and was displayed at the in September 1994. A total of four airframes were completed at the facility, including G-JLXI and subsequent units up to serial 2067. UK certification was granted on 1 August 1995 by the , clearing the variant for 70-passenger operations. Despite initial interest, the Jetstream 61 saw no major sales due to its overlap with the more successful , which became part of British Aerospace's portfolio following the 1996 formation of Aero International (Regional). An order from British Regional Airlines for multiple units was placed but cancelled in 1995 as part of broader production wind-down decisions. The four completed airframes never entered revenue service and were ultimately scrapped at British Aerospace's Woodford site by 2000, marking the end of the variant's brief production run. This outcome reflected the ATP program's ongoing commercial struggles against competitors like the and ATR series.

Proposed Variants

In addition to the standard civil and Jetstream 61 configurations, British Aerospace proposed several military and specialized variants of the ATP during the late and early , though none advanced beyond the conceptual or demonstrator stage due to financial constraints and competing priorities. The Maritime ATP, also designated as the BAe P.132, was a naval patrol version proposed in 1989 to the for (ASW), (), (), and limited airborne early warning roles. It featured a Litton APS-504(V)5 housed in an under-fuselage blister, GEC AQS-902 LAPADS acoustic signal processor for sonobuoys, () system, dual inertial navigation systems (INS), and provision for underwing and under-fuselage hardpoints to carry or missiles and torpedoes. Showcased at the , the design leveraged the ATP's existing airframe for cost efficiency but was ultimately not pursued, with none built, primarily due to post-Cold War budget cuts and the MoD's preference for upgrading established platforms like the . Another unbuilt proposal was the ATP-AEW, an airborne early warning variant pitched in 1986 specifically for the Royal Australian Air Force, incorporating two Skymaster radars mounted in prominent nose and tail radomes for 360-degree surveillance coverage. This configuration aimed to provide a cost-effective turboprop-based AEW platform for regional maritime and air defense needs, but it was rejected in favor of more capable jet-powered options, resulting in no development or production. British Aerospace also explored other specialized concepts, including a dedicated freighter variant with rear-loading ramp for tactical and operations on rough fields, initially considered from the ATP's outset but abandoned around 1990. These ideas faced high estimated development costs exceeding £200 million and were sidelined amid the company's financial pressures and the military's inclination toward proven types like the C-130 for such roles.

Operators

Civil Operators

The British Aerospace ATP saw widespread adoption by regional airlines for short-haul passenger services, with all 65 produced airframes entering civil use across , , , and . The type's operators typically employed it on low-frequency routes to smaller airports, leveraging its capacity for 64-72 passengers and short-field performance, before many transitioned to cargo conversions in later years. By , following ' voluntary surrender of the type certificate to the UK's , no ATPs remained in active civil service, grounding the final users including aid-focused operations in . British Midland, the launch customer, assembled the largest fleet with up to 12 ATPs operated from 1988 to 2001 on regional routes such as London Heathrow to and the , marking the type's commercial debut on May 9, 1988. and its franchisees, including subsidiaries like , collectively managed over 10 ATPs from 1990 to 1994, primarily on to mainland services via Ronaldsway Airport, with Manx emphasizing the aircraft's low-noise profile for island operations. operated ATPs from 1991 to 2005 on Scottish regional routes. West Air Sweden (later West Atlantic) operated more than 10 ATPs starting in the 1990s through 2023, initially for passenger flights in before shifting to cargo across and the , with conversions beginning around 2002 and the last European passenger-configured flight in 2011. Other notable civil users included in , which flew three ATPs during the 1990s on domestic island-hopping routes until around 2001. in the , , operated four ATPs from 1989 to 2010 for inter-island services amid challenging terrain and weather. In the United States, via operated ten ATPs from 1990 to 1993 on Midwest regional feeds to hubs like O'Hare. Deraya Air Taxi in operated two ATP freighters until the 2025 grounding.

Military and Special Uses

The British Aerospace ATP saw limited application in non-commercial roles, primarily as a and in humanitarian missions, with no production military variants entering service. The ATP, registered G-MATP (later G-PLXI), served as a flying for and engine development following its initial certification flights in the late . It was modified in the early to support trials for the stretched Jetstream variant, including integration of PW127D engines, contributing to certification efforts until the mid-1990s. In the humanitarian sector, ATP freighters were utilized by the (WFP) for aid deliveries to remote regions in during the , leveraging the aircraft's short-field performance to access austere airstrips in countries such as , , and the of Congo. These operations carried approximately 8 tons of cargo per flight, supporting life-saving distributions until permanently withdrew airworthiness support in October 2025, grounding the fleet. Despite proposals for adaptations, including a 1989 configuration (BAe P.132) with provisions for anti-ship missiles, sonobuoys, torpedoes, surface search , and FLIR, no ATPs were acquired by air forces. The type underwent evaluations for potential tactical and maritime roles but was ultimately rejected in favor of competing designs.

Safety Record

Notable Accidents and Incidents

The British Aerospace ATP was involved in two fatal accidents throughout its operational history, resulting in a total of 50 fatalities. One of the most significant incidents occurred on 19 1997, when Flight 106, operating a British Aerospace ATP registered PK-MTX, crashed during approach to Tanjung Pandan Airport in . The aircraft, carrying 48 passengers and 5 crew members, lost control at approximately 2,000 feet altitude, entering a steep left bank of 80 degrees before impacting a coconut grove 1.5 km short of the runway and breaking into three pieces. Fifteen of the 53 people on board were killed, with the probable cause attributed to , possibly involving inadvertent feathering of one leading to loss of control. On 11 December 1999, Flight 530M, a British Aerospace ATP registered CS-TGM, crashed into Pico da Esperança mountain on in the , , while en route from to Horta. The aircraft, with 30 passengers and 5 crew members, struck the peak during descent in poor weather conditions, including heavy rain and turbulence, resulting in the deaths of all 35 occupants; it was the deadliest accident involving the type. The investigation by the Portuguese aviation authority determined the cause as due to , specifically failure to maintain safe altitude, inaccurate navigation, improper use of , and insufficient cross-checking of settings. Several non-fatal incidents occurred, including runway excursions and ground events, without injuries or fatalities. De-icing procedures were implicated in some engine-related events, though detailed analysis appears in technical reviews.

Technical Issues

The British Aerospace ATP encountered significant electrical and wiring faults during its operational life, particularly in the 1990s, where short circuits and chafing of harnesses in the wing leading edges posed risks to system integrity. These problems prompted multiple Airworthiness Directives (ADs) from aviation authorities, such as FAA AD 99-26-18, which mandated one-time inspections and repairs of electrical wiring to prevent damage that could lead to intermittent failures or loss of critical functions. Similarly, FAA AD 2005-20-13 addressed chafe damage to electrical cables near fuel systems, requiring protective modifications to mitigate potential short circuits and fire hazards. Such issues contributed to operational disruptions, with operators reporting frequent maintenance interventions to ensure compliance and reliability. De-icing system failures further compounded the ATP's reliability challenges, as the pneumatic boots on the wings and s proved inadequate for severe icing conditions, leading to ice accretion and degraded aerodynamic performance. FAA AD 99-19-11 required the replacement of certain de-icing boots following reports of icing causing significant power loss and handling difficulties. Additionally, FAA AD 2000-04-07 focused on the de-icing panel circuit breakers, mandating inspections and replacements to avert failures in the hot air anti-icing system for inlets. These shortcomings necessitated retrofits around 2000, including enhanced boot materials and system redundancies, to improve for operations in icing environments. Integration of the PW126 engines with the ATP revealed ongoing issues, including excessive during certain flight regimes and occasional power asymmetry between engines, which strained structural components and required frequent balancing adjustments. The custom six-blade propellers, designed for efficiency, were particularly prone to leading-edge erosion from environmental factors like rain and debris, accelerating wear and necessitating more rigorous overhaul schedules. FAA AD 96-25-20 addressed related concerns by requiring inspections of composite blades for or imbalance that could exacerbate . These and challenges increased operational scrutiny and maintenance demands. Collectively, these technical issues resulted in higher costs compared to contemporary turboprops, driven by the need for specialized inspections and part replacements, which eroded the ATP's economic viability. The aircraft's reputation suffered, with crews and engineers colloquially dubbing it the "Another Technical Problem" due to persistent and rectification efforts. This led to accelerated retirements by the early , as operators shifted to more reliable alternatives despite initial design innovations in areas like the high-aspect-ratio wing.

Preservation

Surviving Aircraft

As of November 2025, following the voluntary surrender of the by in 2025—which grounded the remaining operational fleet, including 12 operated by Encomm Airlines for —the number of extant British Aerospace ATP airframes has decreased due to retirements and potential scrappings, though exact current totals are not fully documented in available sources. No are airworthy, with all repurposed for non-operational uses such as preservation, , or parts recovery after the withdrawal of certification. Notable preserved examples include SE-LHX (c/n 2020), displayed in livery as G-MAUD at the Manx Aviation and Military Museum adjacent to ; this incorporates salvaged components from other ATPs and serves as a static exhibit highlighting regional aviation history. Another is SE-MHF (c/n 2014), converted into a fire training aid at , where it has been partially dismantled with wings removed outboard of the engine mounts to facilitate emergency response drills. Storage and parts recovery sites include , home to two incomplete (G-11-068 and G-11-071) used as sources for spares; G-11-068 remains as an unfinished since production ended, while G-11-071's partial structure was relocated for ground training prior to 2025. Other retired examples have been dismantled for or component harvesting, contributing to the reduction in total survivors.

Legacy and Significance

The British Aerospace ATP underscored the perils of investing in airliners during an era dominated by the rise of regional jets, serving as a for British aviation about the challenges of evolving legacy designs in a competitive global market. Launched in the mid-1980s as an update to the , the ATP faced stiff competition from contemporaries like the and ATR 42, which better captured operator preferences for speed and modernity. This misalignment highlighted the risks of turboprop development when market trends favored , contributing to British Aerospace's broader struggles in the civil sector and a strategic pivot toward defense-oriented projects. Economically, the program strained resources, with development costs estimated at £120 million against just 65 aircraft produced between 1988 and 1996, far short of projections for a viable regional workhorse. The limited sales—primarily to operators like British Midland, , and —exacerbated financial pressures on British Aerospace's regional aircraft division, leading to significant job cuts across facilities. In 2001, the company announced 1,700 redundancies in its regional jets business, including 219 at the plant in , where ATP assembly had occurred, signaling the contraction of British turboprop manufacturing amid . The ATP symbolized the ambitious yet ultimately frustrated aspirations of British aerospace engineering, embodying a push for advanced efficiency in short-haul routes before international consolidation reshaped the industry. Its technical teething issues, earning it the derisive nickname "Another Technical Problem" among crews, further cemented its reputation as a product of mismatched timing. In 2025, permanently withdrew support by surrendering the , grounding remaining fleets—including those used for deliveries in —and marking the definitive end of operational viability for the type.

Specifications

The specifications below apply to the standard British Aerospace ATP passenger variant unless otherwise noted. Data is compiled from aviation references as of the aircraft's production era (1988–1996).

General characteristics

  • Crew: 2
  • Capacity: 64–72 passengers (typically 64–68 in a four-abreast seating layout)
  • Length: 26.01 m (85 ft 4 in)
  • : 30.63 m (100 ft 6 in)
  • Height: 7.59 m (24 ft 11 in)
  • Wing area: 78.3 (843 sq ft)
  • Empty weight: 14,193 kg (31,290 lb) operating empty
  • Maximum takeoff weight (MTOW): 22,930 kg (50,550 lb)
  • Fuel capacity: 6,364 L (1,682 gal)
  • Cargo capacity (freighter variant): Up to 8,500 kg

Powerplant

  • Engines: 2 × Pratt & Whitney Canada PW126A turboprops, 1,978 kW (2,653 shp) each
  • Propellers: 6-bladed constant-speed composite propellers (BAe/)

Performance

  • Maximum speed: 493 km/h (266 kn) at 4,575 m (15,000 ft)
  • Cruise speed: 493 km/h (266 kn) maximum, 437 km/h (236 kn) economical
  • Range: 1,480 km (800 nmi) with 69 passengers and reserves; 630 km (340 nmi) with maximum payload
  • Service ceiling: 7,620 m (25,000 ft)
  • Takeoff distance: 1,463 m (4,800 ft)
  • Landing distance: 1,128 m (3,700 ft)

References

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