Four years after the ATR 42 had entered service, the first ATR 72-200 prototype, F-WWEY, took to the air on October 27, 1988. It was soon followed by the second aircraft on December 20th. ATRs first firm order for the larger ship was placed by Finlands Finnair for five aircraft to be used by its subsidiary KarAir. Certification followed and ATR 72-200 serial OH-KRA became the first production aircraft delivered. KarAir took possession on October 30, 1989.
Both the 42 and 72 designs incorporate numerous internal systems to facilitate quick change operations. A standard front cargo door allows the aircraft to be rapidly converted from a passenger layout into being a freighter. The maximum payload a 72 series aircraft can accommodate in this configuration is 15,875 lbs. (7200kg) in thirteen containers.
COMMON ATR 72 Series AIRCRAFT DATA:
Flight Crew: two pilots & two flight attendants
Maximum Seating: 74 at 4 abreast, more typically 68 for greater PAX comfort
Length: 89 ft. 1.5 in.
Wingspan: 88 ft. 9 in. This extension occurs outboard of the engine nacelles, with 30% of it being made from composite materials for the spars, skin panels & a carbon fiber wing box.
Maximum Range @ Average 240 kts
1183 nm
1200 nm
1150 nm
Maximum Range @ Average 250 kts
1232 nm
1250 nm
1198 nm
*Again, please note that "Range" is a highly variable issue with many components involved to determine a given fuel load for the same trip in differing conditions. This fuel burn number has been arrived at through using the same profile I used in the ATR 42. By flying a 4 hour 1 minute trip from Toronto-Pearson Intl CYYZ to Miami KMIA in FS2K using an ATR 72-210, I again found my numbers a little higher than planning estimates. Given the current simulation limitations of FS2K and FS98, I think the 1368 lbs/hr average burn is close to reality. When you do the math for the various versions, the range numbers come very close to the "advertised" numbers found in numerous web sites.
**Reserves are defined as 0.3 hrs for taxing and 0.75 hrs for alternate field / holding, etc.
INDIVIDUAL 72 VARIANT DESCRIPTIONS
ATR 72-200 / 201
Powerplants: Two Pratt & Whitney of Canada PW-124 engines at 2160 shaft horsepower with auto power increase of an engine to 2300 shp [reserve take-off rating].
Propellers: Two constant speed, four bladed, full feathering, reversible Hamilton-Standard 14SF11 propellers. They are 13 ft in diameter and turn clockwise as the observer faces the same direction as the aircraft. These props turn at 1200 rpm at 100% Np. Propeller pitch angle varies from 10 degrees in full reverse to to 86.5 degrees in full feather. The right hand engine is fitted with a propeller brake on the propeller reduction gearbox, allowing the engine to run without the propeller turning.
Description: This was the first production version. It has a fuel capacity of 1562.5 gal / 10,300 lbs in two tanks of 780 gal each. The 201 model was simply an expression of slightly different internal configuration.
ATR 72-202
Powerplants: Two Pratt & Whitney of Canada PW-124B engines of 2400 shaft horsepower with auto power increase of an engine to 2600 shp [reserve take-off rating].
Propellers: Two constant speed, four bladed, full feathering, reversible Hamilton-Standard 14SF5 propellers. They are 13 ft in diameter and turn clockwise as the observer faces the same direction as the aircraft. These props turn at 1200 rpm at 100% Np. Propeller pitch angle varies from 10 degrees in full reverse to to 86.5 degrees in full feather. The right hand engine is fitted with a propeller brake on the propeller reduction gearbox, allowing the engine to run without the propeller turning.
Description: When the industry cried for more power, later production 200s were fitted with the more powerful PW-124B engines. To differentiate between the earlier models and these upgraded versions, the 202 designation was used. Fuel capacity and range remained fairly constant to the 200s.
ATR 72-210 / -211 / -212
Powerplants: Two Pratt & Whitney of Canada PW-127 engines of 2480 shaft horsepower with auto power increase of an engine to 2700 shp [reserve take-off rating].
Propellers: Two constant speed, four bladed, full feathering, reversible Hamilton-Standard 247F propellers. They are 13 ft in diameter and turn clockwise as the observer faces the same direction as the aircraft. These props turn at 1200 rpm at 100% Np. Propeller pitch angle varies from 10 degrees in full reverse to to 86.5 degrees in full feather. The right hand engine is fitted with a propeller brake on the propeller reduction gearbox, allowing the engine to run without the propeller turning.
Description: Development and production of this model was spurred on mainly by an American Eagle request for increased hot weather, high altitude, short field performance for this larger aircraft. AE took first delivery of this variant in December 1993. In addition to slightly more powerful engines and different propellers, it also featured improved PAX cabin layout, enhanced noise reduction and upgraded air conditioning. Its fuel capacity and range remained similar to earlier models. From a pilots point of view, the extra performance simply made it an all around better ship than its earlier stable mates. It is basically the stretched version of attributes found in the ATR 42-320 series ships. The variant numbers again express minor internal variations.
ATR 72-500 (Originally designated ATR 72-210A)
Powerplants: Two Pratt & Whitney of Canada PW-127F engines of 2750 shaft horsepower with auto power increase of an engine to 2990 shp [reserve take-off rating].
Propellers: Two constant speed, six bladed, full feathering, reversible Hamilton-Standard / Ratier-Figeac 568F propellers.. They are 12 ft 4in diameter and turn clockwise as the observer faces the same direction as the aircraft. These props turn at 1200 rpm at 100% Np. The right hand engine is fitted with a propeller brake on the propeller reduction gearbox, allowing the engine to run without the propeller turning.driving six bladed Hamilton-Standard With a reduced diameter, slower rotational speed and advanced blade tip design, these propellers significantly reduce the noise and vibration transmitted to the passenger cabin.
Description: This variant looks externally to be an exact duplication of the ATR 72-210/212 series. Its one exception being the six bladed propellers. Internally, it is a much different story. The 500 series was certified in early 1997 and represents the apex of the ATR 72 design at this time. It carries a slightly increased fuel capacity, that being 1670 gal / 11,023 lbs in two tanks of 835 gal
Other Improvements: A completely new cabin interior design is employed which incorporates all of the identical advantages placed in the 42-500 series aircraft. The higher engine power of the PW-127Fs and improvements in lateral flight control has enhanced the ships take-off and landing performance.
Data Primarily for ATR 72-500 series aircraft
Balance Field Length[Minimum Field T/O and Landing Length: 4620 feet @ MTOW
Using a straight-in ILS approach, this is an "Approach Category B aircraft in the 91 to 120 kts range.
Service ceiling: FL250
Max cruise speed @ FL150: 284 kts TAS
Normal cruise speed: 248 kts TAS.
Stall [Clean] Vs1 @ MGW = 102 kts.
Stall [Dirty / Flaps & Gear] Vso @ MGW = 84 kts.
Average fuel burn per hour: 1368 lbs.
FLYING THE ATR 72-500 Series AIRCRAFT
Flap settings: Takeoff @ MTOW is 15 degrees.
V Speeds @ MTOW:
V1: 109 kts.
Vr: 112 kts.
V2: 123 kts.
Flap retract schedule after takeoff @ MTOW is
From 15 degrees to zero degrees @ 143 kts
Acceleration Altitude for prop driven aircraft is : 400 ft AGL
Climb Profile: 1500 ft/min @ 160 kts IAS & props @ 86% Np [props must be @ 86% if icing conditions]
Cruise Profile: Props @ 86% with 263 kts TAS @ FL150
Props @ 84% with 276 kts TAS @ FL170, Economy 80% @ 267 kts TAS
Props @ 84% with 275 kts TAS @ FL210, Economy 80% @ 265 kts TAS
Descent Profile: 1500 ft/min @ 240 kts TAS
Normal Approach & Landing Sequence:
Flaps @ 15 degrees & gear down: 160 kts.
Flaps @ 30 degrees: 145 kts.
Continue 3 to 5 degree glide slope & cut throttles / flare @ 20 ft alititude above runway.
Landing Reference Speed is 105 kts.
Vref @MLW: There are four flap settings on the ATR 42. Speeds for their use are as follows:
When one compares the statistics for the 42 series versus the 72 series, it become quite evident how similar these two aircraft handle. With the various sources of information that I was able to access, there does not appear to be much difference in the numerous V speeds for the two aircraft. Given the increased use of lighter weight composite material in the 500 series, and the tremendous commonality which exists between the two models, this would make some sense. In the flight simulation world, there doesnt seem to be much difference in flying either model. However, I must admit that these numbers are handicapped by the fact that I have much more detailed performance data on the 42 series than the 72 aircraft.
