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ATR Designations

Apophenia

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ATR Aircraft Designations

ATR designations are fairly straightforward - usually with a model type (based roughly on seating capacity) followed by a 3-digit sub-type model number. The latter can be assigned a suffix letter for minor variations. On several ocassions, sub-type model numbers have been eclipsed by new numbers assigned by ATR's marketing department (with, for example, the 1997 ATR-72-210A model being rebranded as the ATR 72-500 in 1998).

Sub-type model numbers disappear for specialty roles. For example, the ATR 42 MP Surveyor is a maritime patrol variant based on the ATR 42-400 airframe ... but you don't see 'ATR 42-400 MP'. This may simply be because ATR wishes to make the Surveyor mission suite available on any ATR 42 sub-type. [1]

I've included early-stage project 'designations' like ATR 42 QC (circa mid-1982). However, although listed in early ATR literature, such 'designations' really indicate configurations and/or optional capabilities (as opposed to distinct sub-type models).

ATR studies can involve 'non-standard' designation styles. Examples are the ATR ST, a projected stretch where ATR was keeping seating numbers open (in contrast with the earlier, 60-70-seat ATR 62 project). That may also explain the 'NextGen ATR' used in lieu of ATR 92 (first project). Or, maybe that was just the marketing department interjecting once again ;)

ATR Origins

I've included designations for ATR predecessor concepts from Aérospatiale and Aeritalia - the AS 35T and AIT-230, respectively. I assume that the 'T' suffix on the AS 35T is for Turbopropulseur (Turboprop).

'AIT' is simply a contraction of Aeritalia, so it can also be correctly rendered as 'Ait'. From the '-204 and '208 suffixes, I presume these to be the fourth and eighth iterations of a second major design effort. The AIT-230-208 appears to be a scaled-up AIT-230-204, albeit with the addition of a 'T'-tail.

As always, corrections, additions, and further details are most welcome.

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[1] Indeed, the Surveyor mission suite is available on the longer ATR 72–500 (as the ATR 72 MP).
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ATR Origins

Aérospatiale AS 35T - (Project) high-winged turboprop commuter airliner
- AS 35T: April 1978 35 pax, flattened-circle fuselage cross-section*
-- 2 x 1,500 shp Turbomeca Makila or GE CT7 turboprop engines
-- *The earliest iterations 'recycled' the nose from the VFW 614
- AS 35(?): Planned rear ramp variant (which dictated 'T'-tail)
- AS 35 : Late 1979/early 1980, redefined as 40-seater
-- 2 x 2,000 shp (flat-rated to 1,700 shp) turboprop engines
-- https://www.secretprojects.co.uk/forum/index.php/topic,3058.0.html

Aeritalia AIT-230 - (Project) high-winged turboprop commuter airliner
- AIT-230-204: Early 1980 30 pax design, cruciform-tail, span 21.26 m
-- AIT-230-204 had 3-abreast seating, 2 x PT6A-65 turboprop engines
- AIT-230-208: March 1980, revised to 38/40 passenger, 'T'-tail
-- AIT-230-208 had 4-abreast seating, 2 x 1,875 P&WC PT7A-2R*
-- * Later rebranded PW117-R2; GE CT7-7 and CT7-9 also considered
-- https://www.secretprojects.co.uk/forum/index.php/topic,6290.msg51932.html

ATR 42 - Regional Airliner

ATR 42: (Project) Early 1981 Aerospatiale/Aeritalia joint project
-- Avion de Transport Régional/Aereo da Transporto Regionale
- ATR 42: June 1981, 2 x 2,000 P&WC PW120* turboprops engines
-- * Selected in June 1981 over PT7A-2R/PW117-R2 and GE CT7-9
-- ATR 42 as 40/46-seat airliner (at a 30-inch/76 cm seat pitch)
- ATR 42 QC: Mid 1981 quick-change cargo/pax combi version
- ATR 42 F : Mid 1981 rear-loading all-cargo freighter variant
- ATR 42-XX: Mid 1981 stretched-fuselage, 54-seat variant
-- https://www.flightglobal.com/FlightPDFArchive/1981/1981%20-%202002.PDF
- ATR 42 : Late 1981, 49 pax (at a 30-inch/76 cm seat pitch)**
-- ** Later incr'd to 50 pax (76 cm pitch) by redes. fuselage

ATR 42: As finalized - prototype ATR 42 completed in mid-1984
- ATR 42-100: (Project) 42-seater, 4,810 kg payload, cancelled
- ATR 42-200: 49-seater, 4,527 kg payload, flew 16 Aug 1984
-- ATR 42-200 was ATR 42 prototype/pre-prod'n, few were built
-- ATR 42-200: 2 x 1,800 shp Pratt & Whitney Canada PW120s
- ATR 42-300: 49-seater, 4,827 kg payload (same OWE as -200)
-- ATR 42-300: Standard prod'n vers. 1st flight, 16 Aug 1984
-- ATR 42-300: 2 x 2,000 shp PW120 turboprops, span 24.57 m
- ATR 42-320: As -300 except P&WC PW121s to impr. hot & high
-- ATR 42-320: 2 x 2,100 shp PW121 turboprops, span 24.57 m
- ATR 42F : (Project) Freighter, port door, reinforced floor
- ATR 42F : Military vers., air-openable door* for paratroops
-- * ATR 42F (and 'L) to have portside sideways-sliding doors
- ATR 42C : (Project) Cargo, see ATR 42 ULD conversion, below
- ATR 42QC: Quick Change configuration for pax/cargo combi*
-- Quick Change config requires enlarged rear pax/cargo door
- ATR 42R : (Project) Rear Ramp, 2.57 m x 11.00 m cargo hold
- ATM 42L : (Project) Avion de Transport Militaire cargo type
-- ATM 42L for Armée de l'Air, forward sliding loading door**
-- ** 'L' for Latéral/Laterale in ref. to door
-- ATM 42L lost out to CN-235 for Armée de l'Air requirement
- ATR 42S : (Project) Spécial/Speciale equipment (incl. MP)
- SAR 42 : (Project) Surveillance/search-and-rescue variant
-- SAR 42 was to be similar to ATR 42 MP Surveyor/Petrel 42
- ATR 42 Petrel: (Project) Fall 1988 'Petrel 42' MPA/ASW type
-- 'Petrel 42': Atlantique 2 avionics, 360 Iguane radar, E/O
-- Belly radar, under-nose E/O, ESM, fuselage side pylons
-- 'Petrel 42' armament: 2 x AM.39 Exocets or 2-4 torpedoes
- ATR 42-400: As per ATR 42-300 except 6-bladed props, x 5
- ATR 42-400: ATR 42 MP Surveyor x 3, 48-pax civ. vers. x 2
- ATR 42 MP: Maritime Patrol (surveillance) a/c, Surveyor
-- ATR 42 MP: 2 x 2,160 shp P&WC PW121Es, -400 variant
-- ATR 42 MP: Italy (6),*** Nigeria (2), and Libya (1)
-- *** Guardia Costiera (2) and Guardia di Finanza (4)
- ATR 42-500: Improved hot/high, higher cruise, updated cabin
-- ATR 42-500: 2 x 2,400 shp PW127Es or 2,750 shp PW127Fs
-- ATR 42-500 was launched 1993, cert. 1995, 6-bladed props
-- ATR 42-500 VIP and In-Flight Inspection variants exist
- ATR 42-600: Standardizes -500 upgrades,* Oct 2007 launch
-- * ATR 42-600 intro. 'glass cockpit' & new avionic suite
-- ATR 42-600: 2 x P&WC PW127M, first flight 4 March 2010
- ATR 42ULD: 'Ultra Large Door' cargo/freight configuration
-- ATR 42ULD: 2002, first delivery to Northern Air Cargo
-- ** STC allows any ATR 42 variant to be converted to ULD
- ATR 42 Bulk: Bulk freighter conv'n for any ATR 42 variant

__________________

ATR 52 - Projected Growth Development

- ATR 52 : (Project) 1992 stretched vers. of ATR 42
-- ATR 52: 2 x 2,480 shp PW124Bs, accom. up to 58 pax
-- ATR 52 concept eclipsed by ATR 62/'XX and ATR 72
- ATR 52C: (Project) 1992 rear loading-ramp version*
-- Redes. rear fuselage/tail, for military & civil.
-- 3v: https://www.flightglobal.com/pdfarchive/view/1992/1992%20-%201090.html
- ATR 52C: 2 x 2,760 shp PW127s (as per ATR 72-210)
-- * Prompted by AdA funding problems with CN-235s
- ATR 52(?): (Project) 199? Marina Militare EW vers.
-- No risk-sharing partner found, ATR 52C abandoned

___________________

ATR 62 - Projected Growth Development

- ATR 62 : (Project) Stretched, 62-seat variant, abandoned*
-- ATR ST name adopted to be less 'tied down' on pax load
- ATR ST : (Project) Stretched, 60-70-seater, led to ATR 72

___________________

ATR 72 - Growth Development

ATR 72 - Jan 1986 stretch, 64-74-pax, outer wing changes*
- ATR 72: aka 'Super ATR', launched 14 June 1985
-- * Span increased (by 1.74 m or 2.48 m) at wing tips
-- * Also changed from double- to single-slotted flaps
- ATR 72-01: Prototype, differed in endplate 'winglets'**
-- ** 'Winglets' replaced by outer wing vortex generators

ATR 72–100 - 1989 2,480 shp P&WC PW124B-powered ATR 72 variants
- ATR 72–100 sub-type models: ATR 72–101 & ATR 72–102
- ATR 72–101: PW124Bs, front/rear pax doors, cert. Sept 1989
- ATR 72–102: PW124Bs, front cargo/rear pax doors, cert. Dec 1989

ATR 72–200 - 1989 2,400 shp P&WC PW124B-powered ATR 72 variants
- ATR 72–200 sub-type models: ATR 72–201 & ATR 72–202
- ATR 72–201: PW124Bs, higher MTOW than -101, cert. Sept 1989
- ATR 72–202: PW124Bs, higher MTOW than -102, cert. Dec 1989

ATR 72–210 - 1992 2,750 shp P&WC PW127-powered ATR 72 variants
-- ATR 72-210 series evolved specifically for American Eagle*
-- * US branding as 'Super 72', power given is emergency T/O
- ATR 72–210 sub-type models: ATR 72–211, ATR 72–212 & -212A
- ATR 72–211 : PW127s, impr. hot & high perf., cert. Dec 1992
- ATR 72–212 : PW127s, impr. hot & high perf., cert. Dec 1992
- ATR 72–212A: PW127Fs/'Ms with 6-blade props, cert. Jan 1997

ATR 72–500 - 1998 ATR marketing name for ATR 72-212A model*
-- * ATR rebranded ATR 72-210A as ATR 72-500 on 18 May 1998
- ATR 72-500 : PW127s, identical to ATR 72–212A model (above)
- ATR 72-500 VIP: (Project) Corporate/executive transport vers.
- ATR 72 ASW: ATR 72-500-based equiv. to ATR 42 MP patrol a/c
-- ATR 72 ASW: aka Petrel 72, aka ATR 72 MP, aka P-72 (AMI)

ATR 72–600 - Marketing name improved ATR 72-212A, July 2009*
-- * ATR 72-600 Oct 2007 launch, glass cockpit/improved avionics
- ATR 72–600: 2 x 2,620 shp PW 127Ms** (for impr'd T/O perf.)
-- ** 'PR127M' (sic) is a common online typo for this engine
- ATR 72–600: Dec 2015, capacity raised from 74 to 78 seats

ATR 72 cargo variants - Purpose-built and conversions
- ATR 72 Freighter: July 2002 vers. for Swiss firm, Farnair
- ATR 72ULD: 'Ultra Large Door' cargo freighter variant*
-- * ATR 72ULD door mod'n 1st unveiled at Farnborough 2002
- ATR 72 Bulk: Bulk freighter conversion, any ATR 72 variant
- ATR 72 QC : (Project) Quick Change combi cargo/pax vers.

ATR 72 'NextGen' - (Project) ATR 72 deriv. with new engines*
-- * No engine options announced, poss. same as ATR 92 (II)
-- Re-engined ATR 72 ultimately aimed at new 100-seat vers.
-- http://aviationweek.com/shownews/atr-ceo-proposes-re-engining-atr-72

__________________

ATR 82 - Projected Growth Development (mid '80s-to-1996)

ATR 82: (Project) Stretched, 78-80-seat* ATR 42 derivative
-- * Air International (43/5), Nov 1992, lists 80-85 pax
- ATR 82TP: Turboprop variant, 2 x Allison GMA 2100s
-- 6,000 shp Allison GMA 2100 to be derated to ~3,650 shp
-- Early alt. engine, 2 x 4,000 shp PW300-series turboprops**
-- ** P&WC study turboprop based on PW305 turbofan core
-- https://www.flightglobal.com/FlightPDFArchive/1993/1993%20-%201022.PDF
-- https://www.flightglobal.com/FlightPDFArchive/1994/1994%20-%200198.PDF
- ATR 82TF: Turbofan vers., 2 x underwing GE CF34-6 or Lycoming ALF512**
-- ATR 82TF photo displayed at ATR stand at the ILA 92 show in Berlin
-- ** ALF512 was presumably a derivative of Lycoming's ALF502 turbofan
-- Early alt. was (?? unbuilt ??) 11,240 lbf Allison GMA 3012 turbofan
-- ATR 82 cancelled early 1996 when AI(R) consortium formed (below)

_____________________________________________

ATR 92 - Projected Growth Development (I in 1988, II in 2011-)

ATR 92 (Project I) 1988 80-100-seat twin regional airliner
- 'ATR 92' regional liner study by France, Italy & Spain
-- Aerospatiale AS 100/Aeritalia VMA (Vehicolo Medio Avanzato)
- ATR 92: aka NextGen ATR, service entry planned for 1995
- ATR 92: 2 x 6,000 shp Allison high-speed turboprop (T406 core)*
-- Or T406-based Allison propfan, GE Unducted Fan, or turbofans
-- http://www.acam.asso.fr/photos/chrono_trains/21-2011/21-05-ATR-NG-2011-01-27.jpg
-- https://www.flightglobal.com/FlightPDFArchive/1988/1988%20-%203600.PDF

ATR 92 - (Project II) 2011-2014 90-seat twin regional airliner
- ATR 92 (II): Revived re-engined/larger-capacity growth variant
-- Intended as a higher-power and updated-systems development
- ATR 92 (II): 2 x 5,000+ shp turboprops (GE engine mentioned)
-- https://www.secretprojects.co.uk/forum/index.php/topic,21374.msg210997.html

_____________________________________________


ATR partners Aérospatiale (now part of Airbus) and Aeritalia (now part of Leonardo/Finmeccanica) have tried several approaches to expanding their collective business beyond the ATR 42 and ATR 72 aircraft. Some major examples are:

1: Proposed joint study of twin-engined regional airliner with Spain
- 1988: 80-to-100-seat ATR 92 (I) was to bring CASA SA into the fold

The first ATR 92 project failed to gel ... like many concepts considering propfan-type powerplants.

2: Proposed purchase of DeHavilland Canada from then-owners Boeing Canada.
- 08 April 1991: Sales agreement signed with Boeing Canada to take over DHC
- 02 Oct 1991: European Commission block sale based in anti-trust regulations

The EC concluded that a merged corporation selling ATR and DHC products would dominate 67% of the European market for 20- to 70-seat commuter aircraft (and 50% of the global market).

3: Joint venture with Deutsche Aerospace to produced regional jetliners
- 1992: Regioliner consortium formed (Aérospatiale/Aeritalia/Deutsche Aerospace)
-- https://www.secretprojects.co.uk/forum/index.php/topic,3835.msg82852.html
-- https://www.flightglobal.com/FlightPDFArchive/1992/1992%20-%200458.PDF

Regioliner consortium (Deutsche Aerospace, Aerospatiale, Alenia)

The Regioliner concept began with the mid-'80s MPC 75 study, a joint project between at MBB (predecessor to Deutsche Airbus GmbH) and XAC/CATIC of China. By 1988, MPC 75 was to be a 4-abreast propfan regional airliner with an 85 m2 laminar-flow wing and T-tail. By 1990, turbofans were mounted under 90 m2 wings with greater sweep and a low-set horizontal tail adopted. In 1992, span was increased to 29.70 m with an area of 92 m2.

Engine options considered with the 14,000-19,000 lbf Allison GMA 3014 (based on the T406 compressor), 14,000-20,000 lbf BMW Rolls-Royce BR715 (based on the V2500 compressor), 15,000-20,000 lbf CFM International CFM88 (based on the SNECMA M88 compressor), and 15,000-20,500 lbf MTU/Pratt & Whitney RTF-160 (based on the Eurojet EJ200 compressor). Most sources list the 12,000 lbf CFM88 as the preferred choice of powerplant.

R.92 - (Project) 1992 90-seat regional jetliner
R.92: Poss 2 x 12,000 lbf CFM88 turbofans
-- https://www.flightglobal.com/FlightPDFArchive/1992/1992%20-%200458.PDF

R.122 - (Project) 1992 120-seat regional jetliner
R.92: Poss 2 x 12,000 lbf CFM88 turbofans
-- https://www.flightglobal.com/FlightPDFArchive/1992/1992%20-%200458.PDF

The two Regioliner variants would have been low-winged regional airliners akin to the Embraer E90. There would have been no commonality between the Regioliner twin jets and the existing ATR 42/ATR 72 series. The goal was to have some systems commonality with the Airbus A320 and family.

4: Aero International (Regional) - AIR(R) Consortium

1995 - Aero International (Regional) or AI(R), a 3-way joint venture*
-- * ATR (partners Aérospatiale and Aeritalia) + British Aerospace**
-- ** Oddly, AvWeek sometimes listed UK partner as 'British Airways'

1996 - AI(R) 70 aka AirJet, a proposed 70-seat regional jet aircraft
- Airjet to be a range of regional jets* competing w/ Canadair CRJs
-- Airjet variants with 58, 70, and 84 seat capacities were planned

1997 - June, AI(R) fails to convince shareholders to invest in AirJet*
- AirJet strongly supported by Aerospatiale, but not British Aerospace
-- * Announced by AI(R) chairman, Patrick Gavin, at the Paris Air Show.

1997 - Sept, 3-way competition* to supply wing structures for AI(R)
-- * Embraer and Saab as risk-sharing partners, Aerostructures not
-- Leading contender Embraer (with modified EMB-145 wing design)**
-- ** Reducing programme value to AI(R) partner, British Aerospace

1997 - Sept, P&WC/Snecma SPW14 turbofan* probable AI(R) engine choice
-- * 16,000 lbf, based on Snecma's M88 core, to complete with BR710
-- https://www.flightglobal.com/news/articles/air-holds-talks-on-70-seater-plans-20638/

1998 - April, dissolution of AI(R) consortium announced by ATR & BAe

1998 - May, ATR attempts go-it-alone on a revived Airjet programme*
-- * According to Flight International, revived as an 80-seater
-- https://www.flightglobal.com/news/articles/atr-seeks-ways-to-revive-airjet-36965/

5: Airbus Industrie Asia - AIA Consortium

1996 - Airbus Industrie Asia (AIA) joint venture between Airbus and Alenia
- AIA was formed to succeed failing AI(R) by Franco-Italian AI(R) partners
-- AIA was to be joined by another venture partner, China's CATIC

Late 1997 - Airbus launches secret studies of 107-seat 'A319M5'
- Concerns about joint AE31x led to proposed Airbus A319 deriv*
-- A319M5 was to be 5 fuselage frames shorter than Airbus A319

Mid-1998 - Joint AE31X programme said to have completely stalled

6: Go-it Alone - ATR as a possibly completely Italian-controlled company

2016-2017 - Alenia owner, Leonardo/Finmeccanica wants to gain sole ownership
- Leonardo/Finmeccanica described as desiring 'divorce' from ATR partner, Airbus
_______________________________________
 

hesham

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Great work as usual my dear Apophenia,

it's AIT-230 and not AIT-239,and Airjet was a real Project.
 

Apophenia

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Thanks for pointing out my repeated typos, Hesham :-[ Those have now been corrected.

(Hmmm, maybe we need an 'AIT' designation thread?)

And, yes indeed, AI(R)/AirJet was a real project.
 

hesham

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From Krila 6/1996,

The Air-58 was for 85 passenger and the Air-70 for 70 passenger.
 

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Apophenia

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The AIR 58 was, of course, the short-fuselaged 58-passenger variant. It was announced by Aero International (Regional) in 1997 (around the same time as the AIR 70 Airjet ... which it was meant to follow into production).

For unknown reasons, the designation for a briefly-muted 84-passenger variant was 'rounded up' to AIR 85. But this AIR 85 concept seems to have faded quite quickly. Then, the entire AI(R) programme was cancelled in December 1997 after the partnership with BAe collapsed.

However, in early 1998, ATR made a brief attempt to resurrect AI(R). No designation was announced (AFAIK) but ATR was considering an 80-passenger model to replace all of the earlier proposed variants.

[/U]
 

hesham

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I think you are right my dear Apophenia.
 

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