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the earlier 3 months and this will allow ATR operators to offer meet flight test requirements. In the 2nd phase,
up to 700 additional seats per year. This 50 per cent increase in the aircraft received upgrades to the latest
intervals will allow ATR customers a significant reduction in air- standards with updates to the mechanical and
craft maintenance costs and an increased aircraft availability of avionics systems, in addition to the 3rd phase
one additional day every 1,500 flight hours, generating additional which saw the fitment of flight test sensors
revenue opportunities. “This certification reflects the robust main- and instrumentation to convert the aircraft to
tenance policies and procedures that we have worked to put in a prototype. The aircraft is slated to enter ser-
place. ATR consistently strives to innovate and develop its prod- vice in the 1st half of this year. The prototype
ucts and offer enhanced support to our operators. Every airline aircraft will also be fitted with ATR’s New Air
wants their aircraft flying as much as possible and by extending Conditioning Management System (NAMS).
the intervals between maintenance checks, ATR is ensuring that This new air conditioning system will reduce
our aircraft will spend more time in the air and less on the ground, maintenance costs by nearly 40 per cent and
generating increased revenue potential. The next step is now to is set for certification this year. Also to be flight
target an escalation of the C Checks to provide even more value,” tested is ATR’s next generation Multi-Function
says Tom Anderson, ATR’s SVP Programs and Customer Services. Computer (MFCNG) which will provide cen-
ATR’s regional turboprop aircraft are more efficient than any other tralised computing and data communication
type of propulsion, as the bypass ratio (BPR) for turboprop engines capability using new software and ethernet.
is more than 50 as compared to a BPR of 15 or 16 achieved by jet
engines currently on the market. The higher the BPR ratio, the less A Tough Sell
fuel consumed by the aircraft’s engine. For regional transport aircraft manufactur-
ers, the future yet remains uncertain as the
ATR is now converting one of its ATR 72-600 aircraft (MSN 1157) market itself is in the midst of a transition due
into its next industrial prototype, following the start of conversion to increased demand for point-to-point routes
work in July 2018, that will see the aircraft turned into one suited but faces headwinds in the form of rising fuel
for flight testing. In the 1st phase of conversion, the entire aircraft costs, ageing fleets and the cost of mainte-
was stripped down to the hull to ensure that the structure would nance on older types. Transitioning to a new
regional aircraft type could deliver dividends
in efficiency and operating costs but will the
need translate into high order volumes? On the
other hand ATR has had the turboprop regional
aircraft field to itself as Bombardier was buf-
feted by the disastrous consequences of the C
Series programme, will De Havilland Aircraft of
Canada with a more focussed approach with
the Dash 8 and Q 400 now pose more of a
challenge? We will need another year or two
to find out the answer!

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