ATR-42

ATR-42-200 (PROTOTYPE)
ATR-42-300 (FROM 1985)
ATR-42-300 QC (FROM 1986)
ATR-42-320 (FROM 1987)
ATR-42-400 (FROM 1995)
ATR-42-500 (FROM 1996)
ATR-42-600 (FROM 2007)
ATR-42-600 S

INTRODUCTION

Above, most ATR-42-300 units are still operating, transporting passengers and/or cargo on intercity and interstate trips, mainly by regional airlines and cargo transport companies. Below, the ATR-42 of the German airline Lufthansa Regional, which was once one of the largest ATR-42 operators in the world.

The ATR-42 is a pressurized, medium-sized, twin-engine commercial aircraft with turboprop propulsion, high wings, and the capacity to carry 46 passengers (medium-density configuration) or 50 passengers (high-density configuration) on intercity and interstate trips (domestic routes). It was created, developed, and manufactured on a large scale in France and Italy starting in the 1980s by ATR - Avions de Transport Régional, the world's largest manufacturer of turboprops for regional passenger transport.

The ATR-42 is a completely original project by ATR, a company formed in the 1980s by the French manufacturer Aerospatiale (currently known as Airbus) and the Italian manufacturer Aeritalia (later known as Alenia Aeronautica). The ATR-42 regional turboprop is the result of joint research and development by major manufacturers from several European countries, mainly France and Italy; however, the turboprop engines are manufactured in Canada by the American multinational Pratt & Whitney, through its subsidiary Pratt & Whitney Canada.

Currently, the French manufacturer ATR - Avions de Transport Régional is owned by Airbus Group (also known as Airbus SE, formerly EADS - European Aeronautic Defense and Space Company) and Leonardo SpA (also known as Leonardo Group, formerly Alenia Aeronautica).

Currently, the ATR-42 has no direct competitor in the new regional aircraft market. The models that come closest to its capacity are the Brazilian regional jets Embraer ERJ-145 and Embraer ERJ-140, both twin-engines, manufactured until 2020 in Brazil. In recent decades, its main competitor in the global aviation market was the Bombardier Q-300 / de Havilland Dash 8-300 twin-engine regional turboprop, manufactured by the Canadian company Bombardier Aerospace, which, in practice, can still be considered a competitor in the regional aviation market, although it is no longer in series production.

ATR

ATR – Avions de Transport Régional, in French, is a major French and Italian manufacturer of turboprop aircraft for regional passenger and cargo transport. It was founded in 1981 by the then French aircraft and helicopter manufacturer Aerospatiale (pronounced Aerrospachál in French) and the then Italian aircraft manufacturer Aeritalia (later known as Alenia and currently as Leonardo, one of Italy's largest high-tech conglomerates).

Also known as ATR – Aerei di Trasporto Regionale, its name in Italian, it is the largest manufacturer of commercial turboprop aircraft for regional passenger and cargo transport in the world, with more than 2,300 aircraft manufactured since the 1980s, basically ATR-42 and ATR-72 models. It had a gross revenue of over US$ 1.8 billion in 2017, with more than 1,300 employees in the same year, mainly in Italy and France, where the aircraft assembly lines are concentrated.

In the early 2000s, Aerospatiale / Matra of France, Daimler / DASA / Dornier of Germany, and CASA of Spain formed the EADS aerospace consortium, which later in 2014, after various mergers and acquisitions, became the Airbus Group. This corporation owns the traditional commercial passenger jet manufacturer Airbus, the ARIANE satellite launch vehicle, and helicopters such as the H-120 / EC-120 Colibri, H-130 / EC-130, and H-135 / EC-135, among others produced by Airbus Helicopters / Eurocopter (all with Fenestron tail rotors), as well as the Helibras AS-350 Esquilo / H-125 manufactured in Brazil by Helibras, among other models.

Airbus Group is a partner with the Italian company Leonardo SpA (formerly known as Finmeccanica) in the company ATR - Avions de Transport Régional, which carries out the final assembly of the ATR-42 and ATR-72 in Toulouse, France.

MAIN FEATURES

Above, a simplified illustration of one of the seat configurations available for the ATR-42-600, with 50 passengers in high density, from the charter company Air Charter, which also serves Brazilian clients. Below, the beautiful design of the ATR-42 passenger cabin, with rows of four seats separated by a central aisle.

The versatile ATR-42 is a pressurized, medium-sized, twin-engine commercial aircraft with turboprop propulsion, high straight wings, and retractable tricycle landing gear. It features conventional construction in aluminum and metal alloys combined with smaller parts in composite material. It has the capacity to transport 46 passengers in a medium-density configuration or 50 passengers in a high-density configuration on domestic routes.

It is the result of joint research and development between major European manufacturers, but its turboprop engines are manufactured in Canada by Pratt & Whitney. It is essentially an aircraft model dedicated to regional passenger and cargo transport on short and medium routes, the vast majority of which are intercity and interstate, although international transport is also possible in some cases.

Although some military versions were also created and sold, since its origin, the ATR-42 project has been primarily focused on the civil regional air transport market. Among its main necessary characteristics are structural robustness and comfort to meet the needs of airlines for a type of equipment that is economically viable and safe for operations in small and medium-sized cities, which generally have less sophisticated infrastructure than large international airports.

It is a modern aircraft with a variety of parts built in composite material, although the main parts, such as wings and fuselage, are made of aluminum and alloys. The fuselage and tail are manufactured in Italy by Alenia / Leonardo, and the wings are manufactured in France by Stelia Aerospace (formerly Sogerma / Aerolia), a subsidiary of Airbus Group. Final assembly is performed by ATR in Toulouse, France, which also houses a large pilot training center for ATR-42 and ATR-72 turboprops maintained by Airbus Group.

The ATR-42 is widely used in Brazil and many other countries, especially by regional airlines. Generally, regional aircraft must have simplified operations because regional airports do not have the same level of sophistication as large metropolitan airports. Therefore, the ATR-42 was designed with its fuselage as close to the ground as possible to facilitate passenger boarding via the rear door and cargo/baggage loading via the front cargo door.

The ATR-72 (larger) and the ATR-42 (smaller) are part of the ATR family, which are among the best-selling commercial turboprop families in the world. Technically, in terms of propulsion and other systems, the ATR-42 is on par with the Brazilian regional turboprop Embraer EMB-120 Brasilia, although the Brazilian model has a lower passenger capacity.

CREATION AND DEVELOPMENT

Above, an image of an ATR-42-500 from Cabo Verde Airlines on a typical regional airport apron, highlighting its vocation for passenger transport with the fuselage close to the ground. This version is one of the most modern, featuring a six-blade propeller set with lower noise and vibration levels. Below, the ATR-42 model from the Brazilian airline MAP, flying over the Amazon region. It was chosen for its operational flexibility on runways of limited length, common in that region.

The ATR family aircraft were created in the early 1980s based on the perception of designers and investors from Aerospatiale and Aeritalia regarding the growing regional air transport market. They believed there was room for another competitor, the ATR-42, with a 46-seat capacity. Thus, the companies joined to form ATR – Avions de Transport Régional, headquartered in France, with a 50/50 partnership.

The then-new ATR-42 was meant to be the result of merging two similar projects: the Aerospatiale AS35 and the Aeritalia AIT230. It aimed to offer technical and economic advantages over regional turboprops of the time. For example, it was intended to be at least 50% more economical than the Dutch Fokker F-27.

During the 1980s, several medium-sized twin-engine turboprops were under development or in production, including the Fokker F-50, the Embraer EMB-120 Brasilia, the Saab 340, the British Aerospace ATP, and the de Havilland DHC-8-300. ATR was born with the combined experience of its parent companies. The first development flight of the ATR-42 occurred in 1984, entering service in 1985 with the French regional airline Air Littoral (now defunct).

The ATR Project cost approximately US$ 250 million (equivalent to roughly US$ 750 million today). Financial break-even was reached after the 200 units were manufactured. Initially, the first series units were named ATR-42-300, followed by the ATR-42-320 with more powerful engines for "hot and high" operations. The aircraft feature a large front door for baggage/cargo and a rear door for passengers.

The first production model, the ATR-42-300, was powered by the Pratt & Whitney PW120 (1,800 shp each). This engine family (PW100) powers various aircraft, including the Bombardier Q-400 and the CASA C-295. Their high-wing placement protects them from Foreign Object Damage (FOD) on unrefined runways. The PW100 series is a massive success, with over 8,000 units manufactured and 130 million flight hours accumulated.

By the 1980s, ATR already included a surprising amount of composite materials in the wings and tail, though the main fuselage remains aluminum. The aircraft uses pneumatic "de-icing boots" on the leading edges. The hydraulic system is dual: one for landing gear and main brakes, and another for flaps, spoilers, emergency brakes, and nose-wheel steering.

Notably, the ATR-42 generally does not have an APU (Auxiliary Power Unit). Instead, it uses a "propeller brake" on one engine (usually engine #2). This allows the engine to run and provide electricity and air conditioning on the ground while the propeller remains stationary, ensuring safety for ground crews and passengers.

ATR-42 VERSIONS

Just above, the ATR-42-500 from the French airline Air France / HOP!, one of the most modern versions of the ATR family, with a six-blade propeller set, featuring lower noise and vibration levels than in previous versions. Just below, the previous version ATR-42-300. The main difference between these two versions of the ATR-42 is the more powerful engine combined with the six-blade propellers of the more modern version.

Generally speaking, ATR-42 aircraft are pressurized twin-engine turboprops with high, straight wings, featuring turboprop engines from the Canadian brand Pratt & Whitney, with conventional construction in aluminum and metal alloys and intercity and interstate range, although they are also used by several airlines for international flights and, in some cases, even for flights over seas, deserts, and forests, as the more modern models possess ETOPS 120-minute certification.

The ATR-42-300 model, for example, is the original factory model, from which all more modern versions of the ATR-42 were created and developed, all with final assembly carried out in France, using parts, pieces, and components manufactured in France and Italy. The most recent and modern version of the ATR-42 is the ATR-42-600, powered by Pratt & Whitney PW127M turboprop engines, which are more powerful and robust than the engines of previous versions, with more power reserve available for takeoff on hot days.

All versions of the ATR-42 have a circular fuselage section, with 2.8 meters of total fuselage width, excluding the landing gear from this measurement, providing 2.6 meters of usable width for four seats per row, separated by a central aisle, at the same level as the completely flat floor. The passenger cabin seats have 43 centimeters of usable width in single class, for a total of 46 passenger seats in medium density, or 50 passenger seats in high density, with about 75 centimeters between rows of seats. It is not much, but it is enough for one or two hours of flight.

The vast majority of versions of the ATR-42 regional turboprops were manufactured with a rear left door for passenger boarding and a wide forward left door for easier introduction of baggage and cargo. The models that do not have an APU – Auxiliary Power Unit, which are also the vast majority, are slightly lighter and have a rear baggage compartment combined with the forward baggage compartment which, together, facilitate the control of the aircraft's center of gravity, which, in turn, improves the maneuverability of the plane during landings and takeoffs, as baggage and air cargo are thus better distributed in the fuselage. For passenger comfort, one of the engines remains on indefinitely while on the ground to power the air conditioning unit.

All ATR-42s are modern, efficient, and versatile aircraft. They operate well on runways of limited length, with few weight restrictions, even on hot days, especially the more powerful and more recent versions. In medium and low-density seat configurations, they can be considered reasonably comfortable, considering current regional aviation standards, with enough legroom for passengers up to 1.75 meters tall.

ATR-42-300

The ATR-42-300 is a medium-sized pressurized twin-engine aircraft with turboprop propulsion, high and straight wings, featuring conventional construction in aluminum and metal alloys and with the capacity to transport 46 passengers, in medium density, or 50 passengers, in high density, on intercity and interstate trips (domestic routes), created, developed, and manufactured on a large scale in France and Italy starting in the 1980s by ATR - Avions de Transport Régional, the largest manufacturer of turboprops for regional passenger transport in the world.

It is the original model from which all other versions were created. Compared to the larger ATR-72 model, it has 4.5 meters less fuselage length and smaller wings. The first operator of the ATR-42-300 turboprop plane was the French regional airline Air Littoral, starting in 1985, consuming half the fuel of a similar aircraft of the time, the Fokker F-27.

It is powered by the Pratt & Whitney PW120 turboprop, with 1,800 shp of power in each engine, totaling 3,600 shp, with four-blade Hamilton Standard propellers, with a cruising speed of about 450 km/h, a service ceiling of about 7,000 meters, and a range of about 800 kilometers, with the cabin full of passengers.

A sub-version of the ATR-42-300 was manufactured, the ATR-42-300 QC, also known as the ATR-42-300 Quick Change, with the possibility of being quickly converted into a cargo transport aircraft, with the removal of its passenger seats in just one hour.

ATR-42-320

The ATR-42-320 is a medium-sized pressurized twin-engine aircraft with turboprop propulsion, high and straight wings, featuring conventional construction in aluminum and metal alloys and with the capacity to transport 46 passengers, in medium density, or 50 passengers, in high density, on intercity and interstate trips (domestic routes), created, developed, and manufactured on a large scale in France and Italy starting in the 1980s by ATR - Avions de Transport Régional, which used the original ATR-42-300 model as the basis for its creation and development.

It is powered by two Pratt & Whitney PW121 turboprop engines, with 1,900 shp of power available at takeoff in each engine, with four-blade Hamilton Standard propellers, with a cruising speed of about 480 km/h and a service ceiling of about 7,000 meters, with a range of about 850 kilometers, in this case taking off with the cabin full of passengers.

It was designed, developed, and manufactured by ATR – Avions de Transport Régional to meet requests from regional airlines for equipment with better performance at hot, humid, and high airports, as it is more powerful than its predecessor, the ATR-42-300.

ATR-42-400

The ATR-42-400 is a medium-sized pressurized twin-engine aircraft with turboprop propulsion, high and straight wings, featuring conventional construction in aluminum and metal alloys and with the capacity to transport 46 passengers, in medium density, or 50 passengers, in high density, on intercity and interstate trips (domestic routes), created, developed, and manufactured on a large scale in France and Italy starting in the 1990s by ATR - Avions de Transport Régional, which used the ATR-42-320 as the basis for its creation and development.

It is an improved ATR-42 model compared to previous versions. Only 5 units were manufactured, 3 of which were military units for the Italian Armed Forces and 2 civil units for the airline CSA Airlines, later resold to the airline Conviasa.

Among the differences compared to its predecessor, the ATR-42-320, are the six-blade propellers, with lower noise levels compared to the previous model, driven by the Pratt & Whitney PW121 turboprop engine, with power increased to 2,000 shp at takeoff, with a cruising speed of about 480 km/h, a service ceiling of about 7,500 meters, a range improved to 1,500 kilometers, and a maximum takeoff weight increased to 18,200 kg, but remembering that it is not always possible to combine maximum passenger and cargo capacity with range, as it depends on several factors.

ATR-42-500

The ATR-42-500 is a medium-sized pressurized twin-engine aircraft with turboprop propulsion, high and straight wings, featuring conventional construction in aluminum and metal alloys and with the capacity to transport 46 passengers, in medium density, or 50 passengers, in high density, on intercity and interstate trips (domestic routes), created, developed, and manufactured on a large scale in France and Italy starting in the 1990s by ATR - Avions de Transport Régional, which used the ATR-42-320 as the basis for its creation and development, but with several significant improvements.

It is an improved ATR-42 model compared to previous versions, manufactured on a large scale starting in 1995 to meet requests from regional airlines in general, powered by two Pratt & Whitney PW127E turboprop engines, with 2,160 shp (twin-engine takeoff) or 2,400 shp (single-engine takeoff) of power available at takeoff in each engine, with six-blade Hamilton Standard 568F propellers made of composite material, with a cruising speed of about 500 km/h and a service ceiling of about 7,500 meters, with a range of about 1,300 kilometers, in this case taking off with the cabin full of passengers, on hot days.

Noise levels on board the ATR-42-500 were reduced thanks to the use of the Hamilton Standard six-blade propeller in composite material. Other aspects were also improved, such as, for example, the increase in maximum takeoff weight to 18,600 kg, the range increased to about 1,300 kilometers, with a full cabin, and ETOPS 120-minute certification, which made it possible to fly over seas, deserts, and forests.

The first operator of the ATR-42-500 version was the Italian airline Air Dolomiti, in 1995.

ATR-42-600

The modern ATR-42-600 is a medium-sized pressurized twin-engine aircraft with turboprop propulsion, high and straight wings, featuring conventional construction in aluminum and metal alloys and with the capacity to transport 46 passengers, in medium density, or 50 passengers, in high density, on intercity and interstate trips (domestic routes), created and developed in France and Italy starting in the 2000s by ATR - Avions de Transport Régional, which used the ATR-42-500 as the basis for its creation and development, but with some significant improvements.

Also known as the ATR-42-500 Model 5948, it is an improved and modernized ATR-42 model compared to previous versions, manufactured on a large scale starting in 2010 to meet requests from regional airlines in general, powered by two Pratt & Whitney PW127M turboprop engines, with 2,160 shp (twin-engine takeoff) or 2,400 shp (single-engine takeoff) of power available at takeoff in each engine, with six-blade Hamilton Standard 568F propellers made of composite material, with a cruising speed of about 500 km/h and a service ceiling of about 7,500 meters, with a range of about 1,300 kilometers, in this case taking off with the cabin full of passengers, on hot days.

It is the ATR-42 model that has received the most improvements and modernizations, with low internal noise levels; with LED lighting in the passenger cabin; with the definitive and broad introduction of the EFIS – Electronic Flight Instrument System concept in its cockpit; and with lighter seats, made of composite material; among other modernizations and improvements. Its maximum takeoff weight was maintained at 18,600 kg, relative to the previous ATR-42-500 version, with maximum available power also maintained.

The modern ATR-42-600 is fully within the glass cockpit concept, with five LCD - Liquid Crystal Display screens, with avionics provided by the French manufacturer Thales, certified for ILS Cat III instrument approaches, and certified for RNP satellite precision navigation, among other modernizations.

ATR-42-500 S

The modern ATR-42-600 S is a medium-sized pressurized high-performance twin-engine aircraft with turboprop propulsion, high and straight wings, featuring conventional construction in aluminum and metal alloys and with the capacity to transport 46 passengers, in medium density, and 50 passengers, in high density, on intercity and interstate trips (domestic routes), created and developed in France and Italy starting in the 2010s by ATR – Avions de Transport Régional, which used the ATR-42-600 as the basis for its creation and development, but with some improvements.

Also known as the ATR-42-600 STOL, it was created to serve airlines that operate or intend to operate at airports in developed and developing cities, but with runways of limited length. According to the French and Italian manufacturer ATR, there are about 1,000 airports in small and medium-sized cities on the planet, both developed and developing, therefore with demand and flow of regular air transport passengers, including cities with a tourist profile, with paved runways of about 1,000 meters, which would justify the use of an aircraft with the profile of the ATR-42-600 STOL.

According to the manufacturer, it features a variety of small improvements that enable takeoff with 42 passengers on board, with light baggage, even on hot days, from a 1,000 meter runway, with enough fuel to travel up to 500 kilometers, including improved brakes, more capable of braking; improved flaps and improved rudders; spoilers over the wings to improve braking on the ground after touchdown during landing; lighter seats, therefore improving takeoff capacity; among other improvements.

It is powered by two Pratt & Whitney PW127L turboprop engines, with 2,400 shp of power (twin-engine takeoff) in each engine, or 2,750 shp of power (single-engine takeoff), with six-blade Hamilton Standard propellers made of composite material, with a cruising speed of about 530 km/h and a service ceiling of about 7,500 meters, with a range of about 1,260 kilometers, in this case taking off with the cabin full of passengers.

In 2024, the European manufacturer ATR decided to temporarily suspend the development of the ATR 42-600S version until the global aviation market shows sufficient demand for this model once again.

MARKET

Just above, an image of an ATR-42-600 in full flight, with a beautiful blue and white background. This version of the ATR-42 is the most modern in the ATR family, with a six-blade propeller set, with lower noise and vibration levels than in previous versions. Just below, an image of the ultra-modern cockpit of the ATR-42-600, the most modern version of the ATR-42, with most of the avionics manufactured by Thales, of France.

The ATR-42 was specially designed to meet requests from regional airlines for a type of equipment adapted for operations on runways with less than 1,500 meters in length, with more complicated takeoff and approach procedures. Practically all modern turboprop aircraft have more static power (static thrust) than jet aircraft of the same size and maximum takeoff weight.

However, from an economic point of view, on routes of more than 750 kilometers, aircraft with turbofan engines, such as the Embraer E-175, manufactured by Embraer, for example, are more advantageous than current regional turboprop aircraft, as they are faster and have higher productivity, precisely due to the higher cruising speed.

The ATR-42 has a cargo door on the front left side of the fuselage that serves for the easy and quick introduction of parcels via small containers or pallets, whose important complement to the revenue of regional airlines in this type of express transport service improves their income to cover their operational costs and administrative expenses.

Since the beginning of serial production of the ATR-42 models, cargo versions have also been made available to regional operators to meet their transport needs, including the possibility of subjecting used units to retrofits to transform them into exclusively cargo planes. Several large air cargo service providers became ATR customers, buying or modifying models to meet their needs, among them Federal Express, with 17 ATR-42 units.

Since the beginning of manufacturing in the 1980s, most passenger transport versions of the ATR-72 and ATR-42 made available by the manufacturer to operators on various continents could and still can be purchased or rented through operational leasing contracts, which is a rental contract for the planes, or through leasing with a purchase option, which is the rental contract whose amounts paid from the beginning to the end of the contract can be used as a down payment in the purchase negotiation of the same plane. The planes could and can also be bought for cash, of course, which is rare, and also be bought through financing of about 10 years.

The ATR-42 began to be produced in the early 1980s, and since then more than 500 units have been manufactured and sold, and a large part is still flying worldwide, including in Brazil, including by the airline MAP Linhas Aéreas, which operates mainly in the Amazon Region.

Until a few years ago, the ATR-42 was widely used in Brazil. Currently, only two ATR-42 units are operated in Brazil, by the regional airline MAP Linhas Aéreas, but in other countries, it is widely used, mainly by regional air transport companies. The natural long-term trend is the replacement of the ATR-42 by the ATR-72, from the same manufacturer, or by other models of regional turboprop aircraft from other manufacturers, such as, for example, the de Havilland Dash Q-400, manufactured by de Havilland Canada, in turn owned by Longview Aviation, or the Embraer E-175 E2, from Embraer.

OPERATORS IN THE WORLD

ATR family planes have been and are in the fleets of some of the largest passenger and cargo transport airlines in the world, including in the United States, Western Europe, and Brazil. The ATR-42 regional turboprop was in the fleet of American Eagle / American Airlines, from the United States, which was the largest operator of this model; Lufthansa Regional, from Germany; and Air France / HOP!, from France; for example, among others.

LARGEST OPERATORS OF THE ATR-42
QTD	EMPRESA	PAÍS
14	EasyFly / Clic	Colômbia
15	FirstAir / Canadian North	Canadá
17	Federal Express	Estados Unidos
11	Empire Airlines	Estados Unidos
7	Danish Air Transport	Dinamarca
9	Japan Air Commuter	Japão
8	Satena	Colômbia

It is possible that this table with the numbers related to the aircraft fleets of various airlines is not absolutely precise and/or up to date, as every year each airline makes adjustments to its respective fleets, aiming to optimize them and/or adjust them to the respective demands. If you would like to help make these numbers even more precise, please leave a comment at the bottom of this page.

OPERATORS IN BRAZIL

Just above, the ATR-42 of the then-Brazilian regional airline TRIP Linhas Aéreas, one of the largest Brazilian airlines until 2012, when it merged with Azul Linhas Aéreas. Just below, a modern ATR-42-600, also operated in very cold regions, certified for flights in icing conditions.

ATR family planes are operating in more than 80 countries on all continents, with more than 10,000,000 (million) accumulated flight hours since the 1980s, with more than 4,000,000,000 (billion) accumulated kilometers flown, with more than 450,000,000 (million) passengers transported.

There are more than 150 operators, most of them airlines and air taxi or charter companies, operating the ATR-72 and the ATR-42, but there are also military operators, such as the Italian Air Force, the Pakistan Navy, the Colombian Navy, the Nigerian Air Force, the Turkish Navy, and the Senegal Air Force.

Here in Brazil, for example, Azul Linhas Aéreas operates about 40 units of the ATR-72-600, the most modern version of the larger brother of the ATR-42, with its operations concentrated from one of Brazil's main hubs, in Campinas, in the state of São Paulo, at Viracopos International Airport, serving more than 100 national destinations, many of them served with the ATR-72-600.

Passaredo Linhas Aéreas, also known as VoePass, was another Brazilian operator of the ATR 72, with 12 units in its fleet. The airline concentrated its operations out of Guarulhos, Brazil's largest aviation hub, and Brasília, one of the country's major hubs. Passaredo operated scheduled flights to more than 20 cities across Brazil using the ATR 72. In 2025, the Brazilian airline Voepass had its air operator certificate (license to fly) revoked for flight safety reasons.

Another Brazilian operator of ATR family aircraft is the regional airline MAP Linhas Aéreas, which operates mainly in the Amazon Region, serving small and medium-sized locations, connecting them to large urban centers, such as Manaus, for example. It operates 2 units of the ATR-42, smaller, and 3 units of the ATR-72, larger.

In 2019, the regional airline MAP Linhas Aéreas, based in Manaus, the capital of the state of Amazonas, was bought by the regional airline Passaredo Linhas Aéreas, based in Ribeirão Preto, in the interior of the state of São Paulo.

The efforts of the European manufacturer ATR to sell ATR family planes in South America, mainly to Brazilian operators, were concentrated starting in the 1990s. Various ATR offers were intensified in South America, mainly to the Brazilian operators Rio Sul / Varig, TAM / Brasil Central, Total Transportes Aéreos, and Pantanal Linhas Aéreas, until Pantanal and Total made the decision to include the ATR-42 in their respective fleets.

Pantanal, for example, decided to include the ATR-42 in its fleet through operational leasing, and began to fly the French-Italian regional turboprop about 10 hours a day, with a dispatchability rate of about 98%, that is, out of every 100 scheduled trips, only 2 were preemptively canceled, as a precaution, because of technical problems, until corrective maintenance was carried out and the next day the aircraft returned to transporting passengers and cargo normally.

In Brazil, in the 1990s, the break-even for the ATR-42 was approximately 50%, that is, the airline operating the aircraft needed to occupy half of the 46 available seats to make a profit from that point on.

ATR-42 and ATR-72 planes are used in Brazil by regional airlines. Currently, only MAP - Linhas Aéreas uses the ATR-42 model. Pantanal Linhas Aéreas, which operated four ATR-42 units from Congonhas Airport in São Paulo, was bought in 2009 by TAM - Linhas Aéreas, which stopped using all of Pantanal's turboprop planes. The ATR-42 units from Azul Linhas Aéreas, previously operated by Trip Linhas Aéreas and Total Linhas Aéreas, were sold and/or returned to leasing companies.

In the 2000s, during the process of incorporation of Total Transportes Aéreos by Trip Linhas Aéreas, Total's ATR-42s were transferred to Trip. It is worth remembering that in 2012 Trip Linhas Aéreas closed a merger agreement with Azul Linhas Aéreas, which established itself as the third largest airline in Brazil. In fact, Azul is one of the largest operators of the ATR-72 in the world.

TECHNICAL SHEET
TECHNICAL SPECIFICATIONS

Capacity: 42 seats (low density);
Capacity: 46 seats (medium density);
Capacity: 50 seats (high density);
Crew: 1 pilot, 1 co-pilot, and 1 or 2 flight attendants;
Length: Approx. 23 meters;
Wingspan: Approx. 25 meters;
Height: Approx. 8 meters;
Runway: Approx. 1,500 meters (full / hot days);
Cruising speed (ATR-42-300): Approx. 450 km/h;
Cruising speed (ATR-42-320): Approx. 480 km/h;
Cruising speed (ATR-42-500): Approx. 500 km/h;
Cruising speed (ATR-42-600): Approx. 500 km/h;
Average consumption (QAV): Approx. 1,500 liters / hour (full / 75% power);
Average consumption (QAV): Approx. 2.7 liters per kilometer (MTOW / 75% power);
Average consumption (QAV): Approx. 0.06 liters / passenger / km flown;
Engines (ATR-42-300): 2 X Pratt & Whitney PW-120 (1,800 shp / each);
Engines (ATR-42-320): 2 X Pratt & Whitney PW-121 (1,900 shp / each);
Engines (ATR-42-400): 2 X Pratt & Whitney PW121 (2,000 shp / each);
Engines (ATR-42-500): 2 X Pratt & Whitney PW-127E (2,160 shp / each);
Engines (ATR-42-600): 2 X Pratt & Whitney PW-127M (2,160 shp / each);
Propellers (ATR-42-300): 2 X Hamilton Standard / 4 blades;
Propellers (ATR-42-500): 2 X Hamilton Standard / 6 blades;
Maximum takeoff weight (ATR-42-300): Approx. 16,900 kg;
Maximum takeoff weight (ATR-42-320): Approx. 16,900 kg;
Maximum takeoff weight (ATR-42-400): Approx. 18,200 kg;
Maximum takeoff weight (ATR-42-500): Approx. 18,600 kg;
Maximum takeoff weight (ATR-42-600): Approx. 18,600 kg;
Avionics (ATR-42-300): Collins (analog);
Avionics (ATR-42-600): Thales (glass cockpit);
Hydraulic system: Dual and independent;
Service ceiling (ATR-500): Approx. 7,500 meters;
Range (ATR-42-300): Approx. 850 kilometers (full / 75% power / reserves);
Range (ATR-42-320): Approx. 850 kilometers (full / 75% power / reserves);
Range (ATR-42-500): Approx. 1,300 kilometers (full / 75% power / reserves);
Range (ATR-42-600): Approx. 1,300 kilometers (full / 75% power / reserves);
Minimum price (ATR-42-320): Approx. US$ 3 million (used / good condition);
Maximum price (ATR-42-320): Approx. US$ 8 million (used / good condition);
Price (ATR-42-600): Approx. US$ 25 million (new / no discount);

FLIGHT SAFETY

Statistically, in approximate numbers, commercial aviation and executive aviation are the safest means of transport that exist, with about three serious accidents with fatalities for every one million takeoffs performed, considering the world average. However, if only the numbers from developed countries are taken into account, such as Canada, the United States, Western European countries, Japan, South Korea, New Zealand, and Australia, the numbers of accidents for every one million trips are even lower, averaging about one serious accident with fatalities for every one million takeoffs performed.

ATR family planes have always been and still are well-built; the quality of this brand is recognized in the global regional air transport market. There have been 13 recorded serious occurrences with fatalities in which the ATR-42 was involved and/or became involved, equivalent to about 3% of the total number of aircraft manufactured.

THREE VIEWS

IMAGE GALLERY

Just above, an image of the ATR-42 from American Eagle / American Airlines, which was one of the largest operators of the ATR-42 in the world, serving regional destinations within the United States, many of them with the French-Italian turboprop. Just below, another image of the ATR-42 from the Brazilian regional airline MAP Linhas Aéreas, which serves the states of the North Region of Brazil.

Just above, the ATR-42 from Pantanal Linhas Aéreas, a company that no longer exists, was bought by TAM Linhas Aéreas, which, in turn, became LATAM Airlines. This is the main vocation of the European-manufactured turboprop: transporting passengers to locations far from large metropolises. Just below, the two six-blade composite propellers of the ATR-42-600 provide high performance and a lower noise level than in previous versions with four-blade propellers.

Just above, the analog cockpit of the previous ATR-42-300 version, with Collins avionics. It is not the most modern, but it is complete for instrument flights. Just below, the digital cockpit of the more modern ATR-42-600 version, which comes from the factory with a panel featuring the EFIS - Electronic Flight Instrument System from the Thales brand, with the EICAS - Engine Indication and Crew Alerting System and with the FMS - Flight Management System.

Just above, the ATR-42 has good performance on short runways, 1,500 meters long, on hot days. However, when it is not at its maximum takeoff weight, it can operate on paved runways of only 1,200 meters in length. On smaller runways, there are takeoff weight limitations. Just below, the ATR-42 is also used in many other countries besides Brazil.

Just above, the landing gear is retractable and the airplane cabin is pressurized, with the capacity to travel at altitudes of up to 7,500 meters. Just below, the wide front left cargo door allows for the easy introduction of air cargo pallets and containers in the cargo versions of the ATR-42, such as, for example, the ATR-42-300 F version, exclusively dedicated to cargo transport.

Just above, aircraft manufactured in the 1980s, 1990s, and 2000s can be converted to exclusive cargo transport service, with the permanent removal of passenger seats and the reinforcement of the passenger cabin floor, among a few more modifications called retrofits within the aeronautical field. Just below, another image of an ATR-42 converted for cargo transport.

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Attention: The information, concepts, and values (prices) issued in this article or page are for informational purposes only and may not be absolutely precise and rigorous, as that is not the goal of the blog. For more precise and rigorous information, concepts, and values, contact the manufacturer and/or their sales representative.

REFERENCES AND SUGGESTED READING