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ATR (Airbus ATR 42 / ATR 72

ATR (Airbus · Regional Turboprop / Commercial Aviation · France · Cold War (1970–1991)

ATR (Airbus ATR 42 / ATR 72 — Regional Turboprop / Commercial Aviation
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The ATR 72 is a twin-turboprop short-range 48–78 seat airliner built by ATR (Aerei da Trasporto Regionale), a joint venture between Airbus (50%) and Leonardo (50%) headquartered in Toulouse, France. Launched in 1985 as a stretched derivative of the ATR 42, the ATR 72 first flew on 27 October 1988 and entered service with Finnair in October 1989. With more than 1,500 aircraft of the ATR 42 and 72 families delivered to airlines in over 100 countries by 2026, ATR dominates the 50–90 seat turboprop market with no credible Western competitor at scale.

Two Pratt & Whitney Canada PW127M turboprop engines, each producing 2,750 shp, drive six-blade composite propellers. The ATR 72 reaches a maximum speed of 311 mph at cruise altitude; range is 1,100 miles with 70 passengers. Maximum take-off weight is 70,547 lb; empty weight is 40,786 lb. Service ceiling is 25,000 ft. Payload is 21,000 lb, sufficient for 70 passengers with luggage in a standard mixed-class configuration or 78 in high-density economy. Endurance is 3.5 hours at cruise power. List price is $30 million per aircraft — roughly one-fifth the price of an Airbus A220.

The ATR 72 targets sectors between 200 and 800 miles that generate insufficient traffic for narrow-body jets but too much for 19-seat turboprops. Its turboprop efficiency at speeds below 250 kts delivers 25–40% lower fuel burn per seat than comparable jets on sectors under 400 miles, a characteristic that made it attractive to low-cost carriers during the high-fuel-price periods of 2007–2014 and 2021–2024. IndiGo, a low-cost carrier, operates 30+ ATR 72-600s for India thin-route connectivity at small airports incapable of handling jet traffic. Braathens Airlines, Loganair, and Air France's HOP subsidiary use it on thin European short-haul services.

The ATR 72-600 is the current production standard, featuring an Avtech avionics suite, EFIS flight deck, improved PW127M engines, and a revised interior with wider seats and LED lighting. ATR launched development of the ATR 72 EVO — a new-generation turboprop with upgraded engines, composite wing, and a digital cockpit — in 2024, targeting entry into service in the early 2030s as a replacement for older -500 and early -600 frames. The aircraft competes directly with the Bombardier Q400 (now De Havilland Canada Dash 8-400) in the 70–90 seat turboprop bracket.

For Kids — a shorter, friendlier version

The ATR 72 is a twin-engine turboprop airliner used to fly passengers on shorter trips — often between small towns, islands, and airports that are too small for a large jet. It is made by ATR, a joint company created by Airbus and Italy's Leonardo. The ATR 72 can carry between 68 and 78 passengers, and it first flew in 1988.

Instead of jet engines, the ATR 72 uses two turboprop engines. Each engine spins a large propeller at the front. Turboprops are very fuel-efficient at low altitudes and shorter distances where big jets are less economical. The ATR 72 is longer than the ATR 42 — about 27 metres, roughly the size of four cars parked end to end.

The ATR 72 is popular in places like Southeast Asia, the Pacific islands, Scandinavia, and parts of Africa because it can use shorter, unpaved runways. It connects communities that would otherwise have no air service at all. Airlines love it because it is cheaper to buy and operate than a small jet.

More than 1,500 ATR 72s and ATR 42s combined have been delivered to airlines around the world. Airlines such as Air France, Flybe, and IndiGo have used the ATR 72 on short-haul routes. Despite being a propeller aircraft, it is modern, reliable, and still in production today.

Fun Facts

  • The ATR 72 first flew in 1988 and is still being built and sold today.
  • It uses two turboprop engines — each drives a large spinning propeller at the front.
  • The ATR 72 can land on shorter and rougher runways than most jets.
  • ATR is a joint company owned by Airbus and Italy's Leonardo.
  • More than 1,500 ATR aircraft have been delivered to airlines around the world.
  • The ATR 72 connects islands and small towns that are too remote for larger jets.

Kids’ Questions

What is the difference between a turboprop and a jet engine?

Both burn jet fuel, but they use the energy differently. A jet engine blasts hot gases out the back at high speed, pushing the plane forward like a rocket. A turboprop uses the spinning energy of the hot gases to turn a gearbox, which turns a large propeller. The propeller is very efficient at pulling the plane through the air at moderate speeds and low altitudes. Turboprops are quieter and cheaper to run on short trips, which is why the ATR 72 uses them instead of pure jet engines.

Why do some places need a special smaller aircraft?

Big passenger jets need long, strong concrete runways to land safely and accelerate to take-off speed. Many airports on small islands, in mountain valleys, or in remote villages have short grass or gravel strips that cannot handle a heavy jet. The ATR 72 is designed to work on these shorter surfaces, bringing people in and out of places that would otherwise need a long boat ride or road trip to reach the nearest big airport. For island communities especially, small aircraft like the ATR 72 are an important link to the rest of the world.

Variants

ATR 72-200
Initial production variant. PW124B engines. 74 seats standard. 111 aircraft delivered from 1989.
ATR 72-500
Upgraded variant with PW127F at 2,750 shp and six-blade Ratier-Figeac propellers. Improved hot-and-high performance. Main production through the 2000s.
ATR 72-600
Current production standard. PW127M engines, Avtech avionics, EFIS, wider seats, LED interior. 78 passengers max. Dominant variant in the backlog as of 2026.
ATR 72-600F (Freighter)
All-cargo conversion of the -600 with a 7,500 kg payload and large forward cargo door. DHL Aviation, FedEx Feeder, and easyJet Cargo among customers.
ATR 72 EVO
Next-generation upgrade announced 2024 targeting a composite wing, new engines, and a digital cockpit. Entry into service targeted for the early 2030s.

Notable Operators

IndiGo
Operates 30+ ATR 72-600s for India's Udan thin-route connectivity scheme, linking tier-2 and tier-3 cities at airports where the runway can't support jet operations.
Air France / HOP
Uses ATR 72-600s for thin French domestic and near-international services that cannot sustain jet economics.
Braathens Airlines / SAS feeder
Operates ATR 72-600s for Scandinavian thin-route feeder services, including routes where runways are too short for jets.
TransAsia (former)
Operated the ATR 72-600; one aircraft was involved in the February 2015 crash in Taipei shortly after take-off, killing 43. Caused by crew shutdown of the wrong engine.

Frequently Asked Questions

Why do airlines use turboprops instead of jets on short routes?

A turbofan jet engine is most efficient at speeds above 450 mph at altitude. Below 250 mph and at low altitudes — typical of sectors under 300 miles — a turboprop's propeller converts shaft power more efficiently than a jet's bypass fan. On a 200-mile sector, an ATR 72 burns 25–40% less fuel per seat than a comparable 70-seat jet such as the ERJ-145, directly cutting operating cost. The trade-off is speed: passengers arrive 15–25 minutes later on turboprop flights under 400 miles.

How does the ATR 72 compare to the <a href="/v/bombardier-q400-dash-8.html">Bombardier Q400</a>?

The Q400 seats 78–90 passengers versus 70–78 for the standard ATR 72-600, and cruises 30 mph faster. The ATR 72 is cheaper at $30 million versus roughly $35–38 million for the Q400. ATR dominates the global market by order backlog; Bombardier exited turboprop production in 2019, selling the programme to De Havilland Canada, which has a more limited sales network. Most airlines choosing between them lean toward ATR on cost; carriers needing higher speed or capacity choose the Q400.

Is the ATR 72 still in production?

Yes. ATR delivered over 80 aircraft per year at peak production and maintained a backlog of over 200 aircraft as of 2026. The current model is the ATR 72-600; ATR launched the ATR 72 EVO upgrade programme in 2024 with a composite wing and new-generation digital cockpit targeting the early 2030s. Airbus's ownership of 50% of ATR gives the programme access to Airbus supply chain and customer finance infrastructure.

What was the TransAsia Flight 235 accident?

On 4 February 2015, a TransAsia ATR 72-600 stalled and crashed into the Keelung River in Taipei shortly after take-off, killing 43 of 58 on board. The Taiwan Aviation Safety Council determined the crew had shut down the functioning engine No. 2 in response to an Engine No. 1 automatic disconnect event, then failed to restart the live engine before the aircraft lost sufficient altitude to recover. The accident led to revised ATR engine-failure training protocols worldwide.

What kind of sectors serve the ATR 72?

The ATR 72 operates on thin short-haul feeder services — typically 100–600 miles — where jet economics are unviable. Examples: Paris Orly to smaller French airports, Norwegian coastal routes, Indian tier-2 city connections under India's Udan scheme, Pacific island hopping (Air Tahiti, Solomon Airlines), Caribbean inter-island routes, and African short-haul networks (Ethiopian, Air Côte d'Ivoire, TAAG Angola). It is particularly common where runways are too short for jets or where passenger loads average below 50 per day.

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