Regional evolution

Since the mid 1990s, this has included several improvements to the current production standard 500 series, including improvements to the engine and cabin, such as the recent introduction of LCD lighting and DVD entertainment and different engine options.

In October 2007, advances in engine and avionics technologies, ATR launched its latest iteration of the two turboprops as the ‘600 series’ at an event in Washington DC. Featuring a new engine capable of producing increased performance, higher weights and a new generation cockpit, the Franco-Italian manufacturer saw that the two aircraft could continue serving the market for a number of years ahead.

As ATR’s head of sales John Moore told Australian Aviation, the 600 series is a natural evolution of the current 500 series, which has enjoyed great success. “We’ve been continually developing the aircraft since it was first introduced in the early 80s, so it was kind of a natural for us to say, ‘Well we’ve got a very strong product which is continuing to meet the market requirements. There are some improvements that we can make to bring it up to date with what’s available in technology today and in the future.’”

While improvements in operating efficiency have been hard to beat given the 500 series’ low operating costs and emissions, the technical improvements possible through the adoption of newer technologies in the cockpit of the 600 series will provide something of a revolution for regional operators.

“The major development is really the overhaul and renewal of the avionics and the cockpit and that is a really major development, incorporating technology which today is not available on any regional aircraft,” said Moore. “A number of these functionalities and capabilities are being developed for the large aircraft, in particular the Airbus A380.”

The new cockpit, which has been developed by Thales, will feature five Liquid Crystal Displays, comprised of two Primary Flight Displays, Two multifunction displays and a Central Engine and Warning display. Combines, these displays will output data from a new Multifunction Computer, which also acts as a collection point for maintenance data and a number of other systems functions.

A number of new functions more akin to larger jet aircraft are also integrated into the new cockpit system. These include Automatic Dependent Surveillance – Broadcast (ADS-B), and the aircraft will be capable of completing Category IIIA approaches with a 50ft decision height without a heads-up display. “It will also have a further precision in terms of RNP 0.3 (Required Navigation Performance) guidance, which will result in some fuel savings in the flying of the aircraft, in particular when landing with GPS based systems,” said Laurent Negre, ATR’s sales director for Australia and the South Pacific.

The result will be an office which will have major benefits for pilots and operators of the 600 series, and as Moore explains should make it largely future-proof. “With the latest avionics and technologies available, operators will achieve significant reduction in pilot workload, significant improvement in access and availability to data and information and much greater potential for future developments to incorporate future technology in the cockpit.”

Another key improvement has been in the Pratt & Whitney Canada PW127M engine. Through a unique hardware and software integration, the engine will effectively be able to offer three power settings under its ‘flex operation’ concept. This will effectively allow pilots to choose the more powerful PW127M setting which provides a five per cent boost during hot and high operations, or the lower F and E settings for normal operations. This effectively improves flexibility of the environments the aircraft can operate in.

As the changes to engine will be minimal, the 600 series will retain its unique 120 minute ETOPS (Extended twin engine operations) certification, which was originally granted on the 500 series. “It will have from day one the ETOPS 120 qualification for both models, which is actually going to be paramount because we have Air Tahiti in French Polynesia who are a launch customer for the 600, and they do operate ETOPS flights every day on the existing 500 series,” said Negre.

With the higher rated engine and improvements to the landing gear, the 600 series will also offer up to a 500kg increase in both maximum takeoff and maximum zero fuel weight, while also increasing its single-engine new ceiling by 1000ft over the PW127F powered versions of the 500 series.

Other improvements in the cabin, such as LED lighting, increased overhead baggage compartments and in flight entertainment will make the 600 series feel more like a larger airliner for its passengers. Some of these improvements have been carried across from the most recent versions of the 500 series, while other improvements will also flow back to the older model.

“A number of the benefits which are coming out on the 600 we’re making available on the 500 if they’re available sooner,” said Moore, who noted that the PW127M Flex Operation control and multifunction computer will be available as a retrofit on the 500 series, as well as on the latest production 500s.

For the improvements, ATR has retained a number of key elements which have made the ATR 42 and 72 a success over the years, including the common type rating between the two aircraft and its low fuel burn and seat-kilometre costs.

Development of the 600 series aircraft has been progressing steadily, with the first ‘pre-series’ aircraft (a modified ATR 72-500) undergoing power on of the new cockpit systems during December last year. ATR plans for the pre-series aircraft to make its first flight during the third quarter of this year, with certification planned in late 2010. The first production aircraft will be delivered in early 2011.

Although it launched the 600 series in 2007, 2008 saw strong sales of the current production 500 series have continued to be strong, meaning that the production line will have a gradual crossover between the two models as Negre explains. “We will have a period which will be pretty short – maybe 2-3 months –in early 2011 where we will have the production of the 500 winding down and the production of the 600 ramping up. By the second quarter of 2011 we will deliver the last 500 and it will be the 600 going forward.”

At the start of 2009, ATR announced that it had orders for 35 ATR 72-600s and four ATR 42-600s, including orders from India’s Kingfisher Airlines, Air Tahiti, Air Caraibes and Alenia, which will convert them to maritime patrol aircraft for the Turkish Navy.

As the figures show, the 70 seat ATR 72 is expected to be the main variant sold. “The market is more limited for the 50 seater ATR 42,” said Moore. “We’re seeing probably 80 per cent of our sales in the 70 seat category, but there is still a certain segment of the market where the 50 seater has a fit in the market.”

As well as the orders already received, Moore says that there has been a great amount of interest shown in the 600, including from a number of current ATR operators in the growing Asia-Pacific region. “I would say overall the interest for the 600 is consistent with the overall interest and market for the ATR over the recent years,” said Moore. “We’ve seen a bit more than 50 per cent of our demand and our market has been in the Asia-Pacific region which includes the Indian subcontinent right through to the South Pacific.”

Nevertheless, one opportunity to sell the 600 series was lost last year, when after a tough competition, Air New Zealand announced that it would retain the ATR 72-500s operated by its Mount Cook Airlines subsidiary instead of purchasing the newer model. But Negre remains upbeat about the aircraft’s prospects in New Zealand. “The fact that they decided to maintain the existing fleet, which is actually pretty young still, for us is certainly a strong testimony of their appreciation of the ATR aircraft. In due time, there might be some growth requirements in New Zealand and I hope we can take part in that through the 600 series.”

In Australia, Negre sees the increased capabilities of the 600 series as having appeal for a number of regional airlines, despite the fact that the ATR has only a limited operator base. “We do see a market going forward for the 600 series in Australia because of the advantages of the product in terms of the increased performance capabilities and the family aspect of having a 50 seater and also the ability to easily integrate a 70 seater when the market dictates such evolution for the airline,” said Negre.

And while the 600 will ensure that the ATR 42 and 72 remain at the forefront of the regional market for some time, the manufacturer has its sights set on moving into launching a larger 90 seat regional turboprop, which could have a market for over 1300 aircraft.

But rather than stretching the existing ATR 72, a 90 seater will require a new design, albeit one which will gain from current and future technologies. “We’re in the early stages of that process,” said Moore. “Certainly the experience we gain from the 600 with the avionics and the new technologies in the cockpit is something we could apply to a next generation aircraft as well. The main issue is going to be the propulsion system, and we’re still a few years away.”

Until such time comes, the improvements in the 600 series will continue to ensure that ATR continues to meet the needs of an increasingly sophisticated regional aircraft market.