The ATR 72 was developed from the ATR 42 in order to increase the seating capacity (48 to 68) by stretching the fuselage by 4.5 m (14 ft 9 in), increasing the wingspan, adding more powerful engines, and increasing fuel capacity by approximately 10 percent. The 72 was announced in 1986,^[2] and made its maiden flight on 27 October 1988. Exactly one year after that, on October 27, 1989, Finnair became the first company to put the plane into service.^[3]

At least 408 ATR 72s have been delivered worldwide with orders pending on at least 28 more.

[edit] Design

Passengers are boarded using the rear door (which is rare for a passenger plane) as the front door is used to load cargo. Finnair ordered their ATR 72s with front passenger door so they could use the jet bridges at Helsinki-Vantaa airport.^[4]

A tail stand must be installed when passengers are boarding or disembarking in the case the nose lifts off the ground, which is common if the aircraft is loaded or unloaded incorrectly.

The ATR aircraft does not have an Auxiliary Power Unit (APU), but it has a propeller brake (referred to as "Hotel Mode") that stops the propeller on the #2 (right) engine, allowing the turbine to run and provide air and power to the aircraft without the propeller spinning. This eliminates the need for the added weight and expense of an APU.^[5]

[edit] Variants

A Kingfisher Airlines ATR 72-500

Arkia ATR 72-500 parked at Eilat Airport, Israel

Aurigny Air Services ATR 72-200 lands at Bristol Airport, England

Vietnam Air Service Company ATR 72-200 at Co Ong Airport, Con Dao, Vietnam

Aer Arann ATR 72 at Leeds Bradford International Airport, UK

[edit] ATR 72-100

Two sub-types were marketed as the 100 series (-100)

ATR 72-101

Initial production variant powered by two PW124B engines and certified in September 1989.

ATR 72-102

PW124B powered variant certified in December 1989

[edit] ATR 72-200

Two sub-types were marketed as the 200 series (-200) The -200 was the original production version, powered by Pratt & Whitney Canada PW124B engines rated at 2400 shp.^[6]

ATR 72-201

Higher maximum take-off weight variant of the -101, a PW124B powered variant certified in September 1989

ATR 72-202

Higher maximum take-off weight variant of the -102, a PW124B powered variant certified in December 1989

[edit] ATR 72-210

Two sub-types were marketed as the 210 series (-210), the -211, (and with an enlarged cargo door, called the -212), is a -200 with PW127 engines producing 2,750 shp (2,050 kW) each for improved performance in hot and high-altitude conditions. Difference between the sub-types is the type of doors, emergency exits.

ATR 72-211

PW127 powered variant certified in December 1992

ATR 72-212

PW127 powered variant certified in December 1992

[edit] ATR 72-500

ATR 72-212A

Marketed as the -500 and certified in January 1997 with either PW127M or PW 127F engines the -212A is an upgraded version of the -210 using six-bladed propellers on otherwise identical PW127F engines. Other improvements include higher maximum weights and superior performance, as well as greater automation of power management to ease pilot workload.

Anonymous wrote:

---

yes, but all of this big birds burn a lot of fuel, high cost maintenance and BTW how will you fill all of the seats of this birds from VTE to BKK for e.g .?

i think ATR 72- 500 is more than enough.
my3cent

It's look scary for me, really!!!

I prefered Jets instead of Fans

---

Anonymous wrote:

---

It's look scary for me, really!!!

I prefered Jets instead of Fans

---

ATR-72 is fit for regional flights.  Bangkok Airways, a Thai regional airline, is also operating ATR-72  as well.