ATR

ATR family booklet[56]

ATR 42-300 ATR 42-400 ATR 42-500/600

Flight crew 2

Seating 48

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 11,050 kg -
10,285 kg - 22,680 lb 11,550 kg - 25,463 lb
weight 24,361 lb

18,200 kg -
MTOW 16,900 kg - 37,257 lb 18,600 kg - 41,005 lb
40,123 lb

Max payload 5255 kg - 11579 lb 5550 kg - 12235 lb 5450 kg - 12015 lb

Fuel capacity 4,500 kg - 9,921 lb

Engines (×2) PW120, -320: PW121 PW121A PW127E/M

 1,800 hp (1,300 kW)
Power 1,980 hp (1,480 kW) 2,160 hp (1,610 kW)
-320: 1,900 hp (1,400 kW)

Cruise speed 270 kn - 500 km/h 261 kn - 484 km/h 300 kn - 556 km/h

48 pax range 459 nmi (850 km) 794 nmi (1,470 km) 716 nmi (1,326 km)

Design[edit]
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 to keep the engine running to provide power
on 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 kt (556 km/h) true air speed, with a fuel flow of 811 kg/h (1,788 lb/h):[18] 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.

October 2007, ATR launched the new 600 series of ATR 42 and ATR 72 aircraft. The new aircraft is
equipped with a Thales Avionics glass cockpit, new PW 127 M engine and light-emitting diode (LED)
lighting in the cabin.

The flight test campaign of the ATR 42-600 series aircraft began in March 2010. The ATR 42-600
and ATR 72-600 aircraft are undergoing flight trials. The new ATR 600 series will enter into the
service of Royal Air Maroc in 2012.

ATR-72-600 was certified by European Aviation Safety Agency (EASA) in May 2011. Two of the first
ATR 72-600 aircraft were delivered to Royal Air Maroc in August 2011. Caribbean Airlines received
the first delivery of ATR 72-600 aircraft in November 2011.

A variant for maritime patrol, the ATR 42MP Surveyor, is in service with the Italian Guardia di
Finanza (three aircraft) and coastguard (two aircraft).

The Surveyor can be fitted with search radar, a Galileo Avionica mission system, Elettronica
electronic support measures (ESM), forward-looking infrared (FLIR) and a TV camera. The aircraft
can spend up to eight hours on station, at 200nm from base.
In June 2007, Nigeria ordered two 42MP variants. The first ATR-42MP was delivered to the Nigerian
Air Force in December 2009. The second was delivered in March 2010. Libya ordered one in
January 2008 and the Italian coastguard ordered one additional aircraft in February 2008.

The ATR 42-500 is certified to operate on unpaved runways through installation of a kit to ensure
landing gear and lower fuselage protection. Special cold weather procedures allow operation down
to temperatures of -54°C.

The ATR aircraft family is certified for low external noise performance according to FAR Part 36 and
CH.3 ICAO Annex 16, ensuring compliance well within the current and CH.4 noise regulations.

ATR 42 aircraft design features, flight deck and avionics systems

The aircraft is a high-wing monoplane with a semi-monocoque fail-safe fuselage built of light alloy.
Composite materials, such as carbon monolithic structure, carbon / Nomex sandwich and Kevlar /
Nomex sandwich, are extensively used and represent 19% of the total weight of the structure.

Alenia Aeronautica is responsible for the manufacture of fuselage, tail units and installation of
landing gear.

The wings are manufactured and tested at EADS Sogerma, in Bordeaux. ATR has full responsibility
for final assembly and delivery to customers.

Standard navigation systems satisfy the latest rules and safety requirement, including CAT I AFCS.
The ATR aircraft are certified for CAT II ILS operations (80ft decision height), available as option.

The ATR navigation system is based on the Honeywell Trimble HT1000 global navigation satellite
sensor (GNSS). The HT1000 GNSS system is coupled with the auto-pilot, the electronic flight
instrumentation system (EFIS) and with VHF omnidirectional radio ranging steering guidance with
distance measuring equipment data (VOR/DME).

The aircraft is equipped with a Rockwell Collins TTR 921 radar for ACAS II. A Honeywell Primus 660
colour weather radar displays in four colours on the electronic horizontal situation indicator (EHSI).
Weather radar can also be used in MAP mode to display ground obstacles. The Honeywell MARK
VIII enhanced ground proximity warning system (E-GPWS) integrates a terrain awareness alerting
and display, plus a terrain floor clearance on the electronic flight information system (EFIS).

In October 2007, Thales Avionics was selected to provide the digital avionics suite for the ATR 42-
600 and ATR 72-600 aircraft. The suite includes five LCD displays, a new flight management
system, new communications, new navigation systems with global navigation satellite system / wide-
area augmentation system (GNSS / WAAS) and new automatic pilot for CAT III approaches.

ATR series aircraft cabin

The ATR 42-500 can carry up to 50 passengers in a four abreast, centre-aisle configuration. The
standard configuration includes two cargo compartments.

The front 4.8m³ cargo compartment is between the flight deck and passenger cabin and the 4.8m³
rear compartment is to the rear of the passenger cabin.

Quick change kit

ATR has developed a quick change kit which provides the capability to reconfigure the cabin in 30
minutes to carry ATR-specific containers using the standard front cargo door.

The kit allows the aircraft to be operated as a passenger plane during the day and as a cargo plane
during the night. Each optimised container has a 2.8m³ volume and can carry freight up to a total
weight of 500kg. ATR 42 can carry up to nine ATR containers.

Cargo conversion kit and engines

Alenia is responsible for the design of the cargo conversion kit which converts the aircraft to a
freighter. Aeronavali, a subsidiary of Alenia, is the selected outfitter for the aircraft.

The 1.52m×1.27m front standard cargo door can be replaced with a 2.95m×1.8m large cargo door to
carry standard unit load device (ULD) containers, such as LD3 and 88in×108in containers.

ATR 42 can carry five LD3 containers plus 10.0m³ of bulk freight. An alternative load arrangement
comprises three 88in×108in containers, one 63in×88in container and an additional 11.9m³ of bulk
freight.

At present, 30 ATR cargo are in service with 12 operators, while 27 ATR 42-320 for FedEx are under
conversion. Only two of these aircraft have been equipped with the large cargo door: one ATR 72
operated by Farnair and one ATR 42 flown by Northern Air Cargo Alaska. The FedEx aircraft are
equipped with the standard cargo door.

All ATR series aircraft are powered by two Pratt & Whitney Canada PWC 100 Series engines. The
ATR 42-500 is powered by two PWC 127Es.

The thermodynamic power, under maximum continuous conditions, is 2,315kW (3,148eshp) and the
mechanical power is 1,765kW (2,400shp) for each engine, available up to 45°C.

The propellers are two six-bladed Hamilton Sundstrand 568F propellers with Propeller Electronic
Control. Blades are all-composite counterweighted. The pinner is aluminium, while engine cowlings
are made in carbon / Nomex sandwich or in Kevlar / Nomex sandwich. The engine intakes are in
Kevlar / Nomex sandwich with stiffening carbon plies.

The two integral fuel tanks can carry 5,700l of fuel.

A pneumatic de-icing system is provided for the engine air intakes, wing leading edge and horizontal
tailplane leading edge. An electrical anti-icing system is installed for the propeller blades,
windshields and horns.

Landing gear onboard the ATR aircraft

The aircraft has a hydraulically retractable tricycle landing gear. The landing gear legs are provided
by Messier, wheels and brakes by Dunlop, antiskid control by Crane Hydro-Aire and tyres by
Michelin (or optionally Goodyear tyres for operations on unpaved runways).

A Magnaghi hydraulic system provides landing gear retraction and also serves other systems in the
aircraft.
Xian Y-7

China imported the Antonov An-24 from early in its production run and also negotiated licences for
production of the aircraft and its engines. In 1966, Xi'an aircraft factory started the project of local
production of An-24. The first Chinese-assembled An-24T had its maiden flight on 25 December
1970.[2]
Production was launched in 1977 at the Xi'an aircraft factory but progress was slow due to the
deleterious effects of the Cultural Revolution, with a pre-production aircraft displayed to the public
at Nanyuan air base, near Beijing, on 17 April 1982. The WJ-5A1 turboprop engine was chosen as
the Y-7's power source. The first production aircraft was not flown until February 1984, illustrating
the slow progress (eighteen years from licence to production).[2]
The Chinese aircraft equated to the An-24RV, having a full complement of windows and the booster
jet engine. The majority of early deliveries were to the People's Liberation Army Air Force (PLAAF),
mostly as transports, with a few in 52-seat airliner configuration for the Civil Aviation Administration
of China (CAAC). After the initial licensed production run, the Y-7 was developed separately from the
An-24 with a succession of upgrades culminating in the Xian MA60 (Modern Ark) series.[2]
A tactical transport derivative was copied, unlicensed, from the Antonov An-26 and emerged as the
Y-7H, incorporating the cargo ramp door and military equipment of the An-26. [2]
General characteristics

 Crew: 3
 Capacity: 52 pax
 Length: 24.218 m (79 ft 5 in)
 Wingspan: 29.666 m (97 ft 4 in)
 Height: 8,553 m (28,061 ft 0 in)
 Wing area: 75.26 m2 (810.1 sq ft)
 Aspect ratio: 11.69
 Airfoil: root: TsAGI S-5-18; tip: TsAGI S-3-13[4]
 Empty weight: 14,988 kg (33,043 lb) operating weight empty
 Max zero-fuel weight: 19,655 kg (43,332 lb)
 Max takeoff weight: 21,800 kg (48,061 lb)
 Max landing weight: 21,800 kg (48,061 lb)
 Powerplant: 2 × Dongan WJ-5A turboprop engines, 1,800 kW (2,400 shp) each equivalent
 Propellers: 4-bladed constant-speed feathering propellers, 3.9 m (12 ft 10 in) diameter[citation needed]
Performance

 Maximum speed: 503 km/h (313 mph, 272 kn)

 Cruise speed: 423 km/h (263 mph, 228 kn) at 6,000 m (19,685 ft)
 Range: 910 km (570 mi, 490 nmi) maximum payload
1,982 km (1,232 mi; 1,070 nmi) with max fuel

 Service ceiling: 8,750 m (28,710 ft)

 Take-off run: 640 m (2,100 ft) at MTOW
 Landing run: 645 m (2,116 ft) at MLW
Fokker 50