Unique two-body aircraft
The Beech 35 Bonanza
Photos
Powerplants
D35 - One 153kW (205hp) Continental E18511 flat six piston engine driving a two blade constant speed propeller. P35 - One 195kW (260hp) fuel injected Continental IO470N. V35TC - One 210kW (285hp) turbocharged and fuel injected Continental TSIO520D.
Performance
D35 - Max speed 306km/h (165kt), cruising speed 281km/h (152kt). Initial rate of climb 1100ft/min. Range with no reserves 1247km (673nm). P35 - Max speed 330km/h (178kt), cruising speed 306km/h (165kt). Initial rate of climb 1150ft/min. Range with optional fuel and no reserves 1955km (1056nm). V35TC - Max speed 386km/h (208kt), max cruising speed 360km/h (194kt), long range cruising speed 262km/h (141kt). Initial rate of climb 1225ft/min. Range with standard fuel and reserves 917km (495nm), with opt fuel 1770km (955nm).
Weights
D35 - Empty 760kg (1675lb), max takeoff 1236kg (2725lb). P35 - Empty 841kg (1855lb), max takeoff 1418kg (3125lb). V35TC - Empty 907kg (2000lb), max takeoff 1542kg (3400lb).
Dimensions
D35 - Wing span 10.00m (32ft 10in), length 7.67m (25ft 2in). Wing area 16.5m2 (177.6sq ft). P35 - Wing span 10.20m (33ft 6in), length 7.65m (25ft 1in). Wing area 16.8m2 (181sq ft). V35TC - Wing span 10.20m (33ft 6in), length 8.04m (26ft 5in), height 2.31m (7ft 7in). Wing area 16.8m2 (181sq ft).
Capacity
Models 35 through to J35 seat four people, K35 optional fifth passenger, later models from S35 onwards six people.
Production
Approximately 10,400 Model 35 Bonanzas of all variants were built between 1945 and 1982.
Type
Four & six seat high performance light aircraft
History
The distinctive Model 35 Bonanza is one of general aviation's most famous and prolific types, and enjoyed a production life spanning four decades.
The Bonanza first flew on December 22 1945. Featuring metal construction, retractable undercarriage and high performance, it heralded a new class of high performance GA aircraft. The design also featured the distinctive Vtail, incorporated for aerodynamic efficiency and reduced weight. Deliveries of production aircraft began in 1947.
Subsequent development led to a significant family of subtypes. Briefly these are the A35 of 1949 with a greater max takeoff weight; the B35 with a 146kW (196hp) E1858 engine; the 153kW (205hp) E18511 powered C, D and E models through to 1954; the F and G35 with third cabin window and 170kW (225hp) E2258 of the mid fifties; the 180kW (240hp) Continental O470G powered H35 of 1957; the fuel injected 187kW (250hp) powered J35; 1960's M35 with larger rear windows; and the N35 and P35 with a 195kW (260hp) IO470N and greater max takeoff weight.
Then followed the redeveloped S35 of 1964 with six seats and redesigned rear cabin, optional three blade prop, 215kW (285hp) IO520B engine and yet greater weights; the heavier V35 of 1966; and turbocharged V35TC; V35A and V35ATC of 1968 with more raked windscreen; and the V35B and V35BTC (just seven built) from 1970. The V35B remained in production until 1982 and underwent a number of detail changes in that time.
More photos of Beech 35 Bonanza
More cockpit photos...
D35 - One 153kW (205hp) Continental E18511 flat six piston engine driving a two blade constant speed propeller. P35 - One 195kW (260hp) fuel injected Continental IO470N. V35TC - One 210kW (285hp) turbocharged and fuel injected Continental TSIO520D.
Performance
D35 - Max speed 306km/h (165kt), cruising speed 281km/h (152kt). Initial rate of climb 1100ft/min. Range with no reserves 1247km (673nm). P35 - Max speed 330km/h (178kt), cruising speed 306km/h (165kt). Initial rate of climb 1150ft/min. Range with optional fuel and no reserves 1955km (1056nm). V35TC - Max speed 386km/h (208kt), max cruising speed 360km/h (194kt), long range cruising speed 262km/h (141kt). Initial rate of climb 1225ft/min. Range with standard fuel and reserves 917km (495nm), with opt fuel 1770km (955nm).
Weights
D35 - Empty 760kg (1675lb), max takeoff 1236kg (2725lb). P35 - Empty 841kg (1855lb), max takeoff 1418kg (3125lb). V35TC - Empty 907kg (2000lb), max takeoff 1542kg (3400lb).
Dimensions
D35 - Wing span 10.00m (32ft 10in), length 7.67m (25ft 2in). Wing area 16.5m2 (177.6sq ft). P35 - Wing span 10.20m (33ft 6in), length 7.65m (25ft 1in). Wing area 16.8m2 (181sq ft). V35TC - Wing span 10.20m (33ft 6in), length 8.04m (26ft 5in), height 2.31m (7ft 7in). Wing area 16.8m2 (181sq ft).
Capacity
Models 35 through to J35 seat four people, K35 optional fifth passenger, later models from S35 onwards six people.
Production
Approximately 10,400 Model 35 Bonanzas of all variants were built between 1945 and 1982.
Type
Four & six seat high performance light aircraft
History
The distinctive Model 35 Bonanza is one of general aviation's most famous and prolific types, and enjoyed a production life spanning four decades.
The Bonanza first flew on December 22 1945. Featuring metal construction, retractable undercarriage and high performance, it heralded a new class of high performance GA aircraft. The design also featured the distinctive Vtail, incorporated for aerodynamic efficiency and reduced weight. Deliveries of production aircraft began in 1947.
Subsequent development led to a significant family of subtypes. Briefly these are the A35 of 1949 with a greater max takeoff weight; the B35 with a 146kW (196hp) E1858 engine; the 153kW (205hp) E18511 powered C, D and E models through to 1954; the F and G35 with third cabin window and 170kW (225hp) E2258 of the mid fifties; the 180kW (240hp) Continental O470G powered H35 of 1957; the fuel injected 187kW (250hp) powered J35; 1960's M35 with larger rear windows; and the N35 and P35 with a 195kW (260hp) IO470N and greater max takeoff weight.
Then followed the redeveloped S35 of 1964 with six seats and redesigned rear cabin, optional three blade prop, 215kW (285hp) IO520B engine and yet greater weights; the heavier V35 of 1966; and turbocharged V35TC; V35A and V35ATC of 1968 with more raked windscreen; and the V35B and V35BTC (just seven built) from 1970. The V35B remained in production until 1982 and underwent a number of detail changes in that time.
The Beech 2000 Starship 1
Photos
Powerplants
Two 895kW (1200shp) Pratt & Whitney Canada PT6A67As, driving five blade constant speed McCauley propellers.
Performance
2000 - Max cruising speed 622km/h (335kt), economical cruising speed 546km/h (295kt). Initial rate of climb 3225ft/min. Max range 2630km (1634nm). 2000A - Max cruising speed 621km/h (335kt), economical cruising speed 570kt (307kt). Initial rate of climb 2748ft/min. Range with reserves 2920km (1576nm).
Weights
2000 - Empty equipped 4484kg (9887lb), max takeoff 6531kg (14,400lb). 2000A - Empty equipped 4574kg (10,085lb), max takeoff 6758kg (14,900lb).
Dimensions
Wing span 16.60m (54ft 5in), length 14.05m (46ft 1in), height 3.94m (12ft 11in). Wing area 26.1m2 (280.9sq ft).
Capacity
Flightcrew of one or two pilots. Standard passenger layout for eight in 2000 or six in 2000A.
Production
Production ceased in early 1995 after three prototypes, 18 Starship 2000s and 32 Starship 2000As had been built
Type
Advanced technology corporate transport
History
Despite its extensive use of modern technologies and innovative design the Starship was a commercial failure.
Conceived as a new generation light corporate transport in the King Air class, the Starship traces back to the 85% scale proof of concept demonstrator built by Scaled Composites, which first flew in August 1983. The prototype Starship 2000 proper made its first flight on February 26 1986, provisionally powered by PT6A65 turboprops. A second prototype equipped with Collins avionics entered the flight test program in June 1986, while a third development aircraft took flight in January 1987. Initial US FAA certification was awarded on June 14 1988, while the first production example was flown on April 25 1989.
The unconventional Starship design incorporates many innovations. Foremost of these is its rear mounted laminar flow wing and variable geometry canards or foreplanes. The foreplanes sweep forward with flap extension for pitch trim compensation, designed to make it impossible for the Starship to stall on takeoff or landing.
The wing itself is constructed almost entirely of composites (something which attracted much criticism because of the associated difficulties of inspecting it thoroughly), and has tip mounted tails. The rear mounted engines are in a pusher arrangement, being behind the cabin noise is reduced, while their relatively close proximity to each other also improves single engine handling. The EFIS flightdeck has Collins avionics with early generation colour and monochrome CRTs.
The improved Starship 2000A was certificated in April 1992. It introduced changes including seating for six instead of eight, a slightly higher max takeoff weight and increased range.
A lack of customer interest forced Beech to terminate Starship production in early 1995 after just 53 had been built (including three prototypes), a somewhat inglorious end to a technologically innovative and promising design.
More photos of Beech 2000 Starship 1
Two 895kW (1200shp) Pratt & Whitney Canada PT6A67As, driving five blade constant speed McCauley propellers.
Performance
2000 - Max cruising speed 622km/h (335kt), economical cruising speed 546km/h (295kt). Initial rate of climb 3225ft/min. Max range 2630km (1634nm). 2000A - Max cruising speed 621km/h (335kt), economical cruising speed 570kt (307kt). Initial rate of climb 2748ft/min. Range with reserves 2920km (1576nm).
Weights
2000 - Empty equipped 4484kg (9887lb), max takeoff 6531kg (14,400lb). 2000A - Empty equipped 4574kg (10,085lb), max takeoff 6758kg (14,900lb).
Dimensions
Wing span 16.60m (54ft 5in), length 14.05m (46ft 1in), height 3.94m (12ft 11in). Wing area 26.1m2 (280.9sq ft).
Capacity
Flightcrew of one or two pilots. Standard passenger layout for eight in 2000 or six in 2000A.
Production
Production ceased in early 1995 after three prototypes, 18 Starship 2000s and 32 Starship 2000As had been built
Type
Advanced technology corporate transport
History
Despite its extensive use of modern technologies and innovative design the Starship was a commercial failure.
Conceived as a new generation light corporate transport in the King Air class, the Starship traces back to the 85% scale proof of concept demonstrator built by Scaled Composites, which first flew in August 1983. The prototype Starship 2000 proper made its first flight on February 26 1986, provisionally powered by PT6A65 turboprops. A second prototype equipped with Collins avionics entered the flight test program in June 1986, while a third development aircraft took flight in January 1987. Initial US FAA certification was awarded on June 14 1988, while the first production example was flown on April 25 1989.
The unconventional Starship design incorporates many innovations. Foremost of these is its rear mounted laminar flow wing and variable geometry canards or foreplanes. The foreplanes sweep forward with flap extension for pitch trim compensation, designed to make it impossible for the Starship to stall on takeoff or landing.
The wing itself is constructed almost entirely of composites (something which attracted much criticism because of the associated difficulties of inspecting it thoroughly), and has tip mounted tails. The rear mounted engines are in a pusher arrangement, being behind the cabin noise is reduced, while their relatively close proximity to each other also improves single engine handling. The EFIS flightdeck has Collins avionics with early generation colour and monochrome CRTs.
The improved Starship 2000A was certificated in April 1992. It introduced changes including seating for six instead of eight, a slightly higher max takeoff weight and increased range.
A lack of customer interest forced Beech to terminate Starship production in early 1995 after just 53 had been built (including three prototypes), a somewhat inglorious end to a technologically innovative and promising design.
The Beech 19/23/24 Musketeer/Sierra/Sport/Sundowner
Photos
Powerplants
A23A - One 125kW (165hp) Lycoming IO346A fuel injected flat four piston engine driving a two blade fixed pitch propeller. B19 - One 112kW (150hp) Lycoming O320E2D. C23 - One 135kW (180hp) Lycoming O360A4K. C23R - One 150kW (200hp) fuel injected Lycoming IO360A1B6 driving a variable pitch propeller.
Performance
A23A - Max speed 235km/h (127kt), long range cruising speed 188km/h (102kt). Initial rate of climb 728ft/min. Range with reserves 1252km (676nm). B19 - Max speed 225km/h (121kt), long range cruising speed 182km/h (98kt). Initial rate of climb 700ft/min. Range with reserves 1420km (1064nm). C23 - Max speed 228km/h (123kt), long range cruising speed 182km/h (98kt). Initial rate of climb 700ft/min. Range with reserves 1168km (631nm). C23R - Max speed 262km/h (141kt), long range cruising speed 213km/h (115kt). Initial rate of climb 927ft/min. Range with reserves 1271km (686nm).
Weights
A23A - Empty 624kg (1375lb), max takeoff 1089kg (2400lb). B19 - Empty 630kg (1390lb), max takeoff 1020kg (2250lb). C23 - Empty 681kg (1502lb), max takeoff 1111kg (2450lb). C24R - Empty 777kg (1713lb), max takeoff 1250kg (2750lb).
Dimensions
Wing span all versions 10.00m (32ft 9in), height all versions 2.51m (8ft 3in). Wing area all versions 13.6m2 (146sq ft). Length
Capacity
All versions seat four. Additional seating for two children in Musketeer Super III.
Production
4455 built, including 2390 Musketeers, I/II/III/Custom & Sundowners; 904 Sports; 793 Super R/Sierras; and 369 Supers.
Type
Four seat light aircraft
History
Beechcraft developed the Musketeer family as a lower cost, lower performance four seater below its Bonanza, which would compete with the Cessna 172 and Piper Cherokee.
The prototype O-320 powered Musketeer flew in October 1961 and Beech added the type to its sales range in 1962. A series of continual product updating followed, resulting in the aircraft in its final Sierra form being very different to the original Musketeer. The first improved model was the A23 Musketeer II with a 125kW (165hp) Continental IO346 engine (later replaced with a Lycoming O360 in the B23).
The A23 was further developed into a three aircraft family (dubbed the Three Musketeers by Beech marketing) - the A23A Musketeer Custom III with greater max takeoff weight, the reduced MTOW A2319 Musketeer Sport III trainer with a 110kW (150hp) Lycoming O320, and the 150kW (200hp) IO360 powered and increased MTOW Musketeer Super III. From 1970 these three introduced a more rounded fuselage and were renamed the Musketeer B19 Sport, C23 Custom and A24 Super respectively.
A retractable undercarriage variant of the Super is the A24R Super R. The Musketeer name was dropped in 1971, with the Custom renamed the Sundowner, and Super R the Sierra, and the Musketeer Sport becoming simply the Sport. The Sierra underwent significant changes for the 1974 model with a new cowling, quieter engine and more efficient prop. Further aerodynamic clean ups were introduced in 1977. Series production ended in 1983.
International Directory of Civil Aircraft
More photos of Beech 19/23/24 Musketeer/Sierra/Sport/Sundowner
More cockpit photos...
A23A - One 125kW (165hp) Lycoming IO346A fuel injected flat four piston engine driving a two blade fixed pitch propeller. B19 - One 112kW (150hp) Lycoming O320E2D. C23 - One 135kW (180hp) Lycoming O360A4K. C23R - One 150kW (200hp) fuel injected Lycoming IO360A1B6 driving a variable pitch propeller.
Performance
A23A - Max speed 235km/h (127kt), long range cruising speed 188km/h (102kt). Initial rate of climb 728ft/min. Range with reserves 1252km (676nm). B19 - Max speed 225km/h (121kt), long range cruising speed 182km/h (98kt). Initial rate of climb 700ft/min. Range with reserves 1420km (1064nm). C23 - Max speed 228km/h (123kt), long range cruising speed 182km/h (98kt). Initial rate of climb 700ft/min. Range with reserves 1168km (631nm). C23R - Max speed 262km/h (141kt), long range cruising speed 213km/h (115kt). Initial rate of climb 927ft/min. Range with reserves 1271km (686nm).
Weights
A23A - Empty 624kg (1375lb), max takeoff 1089kg (2400lb). B19 - Empty 630kg (1390lb), max takeoff 1020kg (2250lb). C23 - Empty 681kg (1502lb), max takeoff 1111kg (2450lb). C24R - Empty 777kg (1713lb), max takeoff 1250kg (2750lb).
Dimensions
Wing span all versions 10.00m (32ft 9in), height all versions 2.51m (8ft 3in). Wing area all versions 13.6m2 (146sq ft). Length
Capacity
All versions seat four. Additional seating for two children in Musketeer Super III.
Production
4455 built, including 2390 Musketeers, I/II/III/Custom & Sundowners; 904 Sports; 793 Super R/Sierras; and 369 Supers.
Type
Four seat light aircraft
History
Beechcraft developed the Musketeer family as a lower cost, lower performance four seater below its Bonanza, which would compete with the Cessna 172 and Piper Cherokee.
The prototype O-320 powered Musketeer flew in October 1961 and Beech added the type to its sales range in 1962. A series of continual product updating followed, resulting in the aircraft in its final Sierra form being very different to the original Musketeer. The first improved model was the A23 Musketeer II with a 125kW (165hp) Continental IO346 engine (later replaced with a Lycoming O360 in the B23).
The A23 was further developed into a three aircraft family (dubbed the Three Musketeers by Beech marketing) - the A23A Musketeer Custom III with greater max takeoff weight, the reduced MTOW A2319 Musketeer Sport III trainer with a 110kW (150hp) Lycoming O320, and the 150kW (200hp) IO360 powered and increased MTOW Musketeer Super III. From 1970 these three introduced a more rounded fuselage and were renamed the Musketeer B19 Sport, C23 Custom and A24 Super respectively.
A retractable undercarriage variant of the Super is the A24R Super R. The Musketeer name was dropped in 1971, with the Custom renamed the Sundowner, and Super R the Sierra, and the Musketeer Sport becoming simply the Sport. The Sierra underwent significant changes for the 1974 model with a new cowling, quieter engine and more efficient prop. Further aerodynamic clean ups were introduced in 1977. Series production ended in 1983.
International Directory of Civil Aircraft
The Beech 18
Photos
Powerplants
Super H18 - Two 335kW (450hp) Pratt & Whitney R985AN14B Wasp Junior nine cylinder radial piston engines driving two blade constant speed propeller. Turboliner - Two 525kW (705ehp) AiResearch (Garrett) TPE3311101B turboprops driving three blade constant speed Hartzell propellers.
Performance
Super H18 - Max cruising speed 354km/h (191kt), economical cruising speed 298km/h (160kt). Initial rate of climb 1400ft/min. Service ceiling 21,400ft. Range with max fuel 2460km (1330nm). Turboliner - Max speed 450km/h (243kt), economical cruising speed 412km/h (222kt). Initial rate of climb 1520ft/min. Service ceiling 24,000ft. Range with max fuel and reserves 3340km (1800nm), range with max payload and reserves 555km (300nm).
Weights
Super H18 - Empty equipped 2650kg (5845lb), max takeoff 4490kg (9900lb). Turboliner - Empty (airliner) 2993kg (6600lb), max takeoff 5215kg (11,500lb).
Dimensions
Super H18 - Wing span 15.14m (49ft 8in), length 10.70m (35ft 3in), height 2.84m (9ft 4in). Wing area 33.5m2 (360.7sq ft). Turboliner - Wing span 14.02m (46ft 0in), length 13.47m (44ft 3in), height 2.92m (9ft 7in). Wing area 34.8m2 (374sq ft).
Capacity
Most Beech 18s seat two crew and seven to nine passengers in main cabin. Volpar Turboliner conversion seats up to 15.
Production
Over 9000 Beech 18s of all models built between 1937 and 1969, of which 2000 were built postwar. Wartime military production accounts for majority of Beech 18s built (approx 5000).
Type
Light utility transport
History
Beech's most successful airliner, more than 9000 Beech 18s were built over an uninterrupted three decade long production run, and while many of those were built against wartime military contracts, vast numbers went on to see civil service.
The prototype Beech 18 first flew on January 15 1937. The design followed conventional design wisdom at the time, including twin radial engines, metal construction and taildragger undercarriage, while less common were the twin tail fins. Early production aircraft were either powered by two 225kW (300hp) Jacobs L6s or 260kW (350hp) Wright R760Es. The Pratt & Whitney Wasp Junior became the definitive engine from the prewar C18S onwards.
The demands of World War 2 significantly boosted the already successful Beech 18's fortunes, with 5000 built as C45s for the US Army Air Force for use as transports and multi engine pilot trainers.
Postwar, large numbers of C45s entered civil service, while Beech resumed production of the C18S. Progressive development resulted in the D18S of 1946, the Continental powered D18C of 1947, the E18S of 1954, the G18S from 1959 and the H18 with optional tricycle undercarriage from 1962. Beech production ceased in 1969.
The Beech 18 has also been the subject of numerous conversions. Volpar has offered tricycle undercarriage conversions, conversions with TPE331 turboprops and stretched and TPE331 powered conversions (described in the specifications above). Hamilton meanwhile converted Beech 18s as Westwinds with Pratt & Whitney Canada PT6 turboprops and also offered stretches.
More photos of Beech 18
More passenger cabin photos...
More cockpit photos...
Super H18 - Two 335kW (450hp) Pratt & Whitney R985AN14B Wasp Junior nine cylinder radial piston engines driving two blade constant speed propeller. Turboliner - Two 525kW (705ehp) AiResearch (Garrett) TPE3311101B turboprops driving three blade constant speed Hartzell propellers.
Performance
Super H18 - Max cruising speed 354km/h (191kt), economical cruising speed 298km/h (160kt). Initial rate of climb 1400ft/min. Service ceiling 21,400ft. Range with max fuel 2460km (1330nm). Turboliner - Max speed 450km/h (243kt), economical cruising speed 412km/h (222kt). Initial rate of climb 1520ft/min. Service ceiling 24,000ft. Range with max fuel and reserves 3340km (1800nm), range with max payload and reserves 555km (300nm).
Weights
Super H18 - Empty equipped 2650kg (5845lb), max takeoff 4490kg (9900lb). Turboliner - Empty (airliner) 2993kg (6600lb), max takeoff 5215kg (11,500lb).
Dimensions
Super H18 - Wing span 15.14m (49ft 8in), length 10.70m (35ft 3in), height 2.84m (9ft 4in). Wing area 33.5m2 (360.7sq ft). Turboliner - Wing span 14.02m (46ft 0in), length 13.47m (44ft 3in), height 2.92m (9ft 7in). Wing area 34.8m2 (374sq ft).
Capacity
Most Beech 18s seat two crew and seven to nine passengers in main cabin. Volpar Turboliner conversion seats up to 15.
Production
Over 9000 Beech 18s of all models built between 1937 and 1969, of which 2000 were built postwar. Wartime military production accounts for majority of Beech 18s built (approx 5000).
Type
Light utility transport
History
Beech's most successful airliner, more than 9000 Beech 18s were built over an uninterrupted three decade long production run, and while many of those were built against wartime military contracts, vast numbers went on to see civil service.
The prototype Beech 18 first flew on January 15 1937. The design followed conventional design wisdom at the time, including twin radial engines, metal construction and taildragger undercarriage, while less common were the twin tail fins. Early production aircraft were either powered by two 225kW (300hp) Jacobs L6s or 260kW (350hp) Wright R760Es. The Pratt & Whitney Wasp Junior became the definitive engine from the prewar C18S onwards.
The demands of World War 2 significantly boosted the already successful Beech 18's fortunes, with 5000 built as C45s for the US Army Air Force for use as transports and multi engine pilot trainers.
Postwar, large numbers of C45s entered civil service, while Beech resumed production of the C18S. Progressive development resulted in the D18S of 1946, the Continental powered D18C of 1947, the E18S of 1954, the G18S from 1959 and the H18 with optional tricycle undercarriage from 1962. Beech production ceased in 1969.
The Beech 18 has also been the subject of numerous conversions. Volpar has offered tricycle undercarriage conversions, conversions with TPE331 turboprops and stretched and TPE331 powered conversions (described in the specifications above). Hamilton meanwhile converted Beech 18s as Westwinds with Pratt & Whitney Canada PT6 turboprops and also offered stretches.
The ATR ATR-72
Photos
Powerplants
ATR-72-200 - Two 1610kW (2160shp) Pratt & Whitney Canada PW-124B turboprops driving four blade Hamilton Sundstrand propellers.
ATR-72-210 - Two 1850kW (2480shp) P&WC PW-127 turboprops driving four blade Hamilton Sundstrand propellers.
ATR-72-500 - Two 2051kW (2750shp) P&WC PW-127F turboprops driving six blade Hamilton Sundstrand propellers.
Performance
ATR-72-200 - Max cruising speed at 15,000ft 526km/h (284kt), economical cruising speed 460km/h (248kt). Range with reserves at max optional weight 1195km (645nm), range with 66 pax 2665km (1200nm).
Weights
ATR-72-200 - Operating empty 12,400kg (27,337lb), max takeoff 21,500kg (47,400lb), optional 22,000kg (48,501lb).
ATR-72-210 - Operating empty 12,450kg (27,447lb), max takeoff same as ATR-72-200.
ATR-72-500 - Operating empty 12,950kg (28,550lb), max takeoff 22,000kg (48,501lb), optional 22,500kg (49,604lb).
Dimensions
Wing span 27.05m (88ft 9in), length 27.17m (89ft 2in), height 7.65m (25ft 1in). Wing area 61.0m2 (656.6sq ft).
Capacity
Flightcrew of two. Max seating for 74 passengers at four abreast and 76cm (30in) pitch. More typical seating for between 64 and 70 passengers, with seat pitch starting from 81cm (32in). With larger forward freight door fitted it can accommodate a payload of 7200kg (15,875lb) in 13 containers. ATR-52C - 7500kg (16,535lb) payload comprising pallets or five LD3 containers.
Production
As at late 2001 292 ATR-72s had been ordered, with 270 delivered.
Type
70 seat turboprop regional airliner
History
The ATR-72 is a stretched development of the popular ATR-42 and was launched in January 1986.
The first of three ATR-72 development aircraft flew for the first time on October 27 1988, followed by the awarding of French and then US certification in late 1989. Entry into service was on October 27 1989 with Kar Air of Finland. Some other early operators are Foshing Airlines, NFD (later Eurowings), CSA, American Eagle, TAT, Air Littoral, LOT, and Olympic Aviation.
Significant differences between the ATR-72 and the smaller and older ATR-42 include a 4.50m (14ft 9in) fuselage stretch and reworked wings. The ATR-72's wings are new outboard of the engine nacelles and with 30% of it made up of composite materials, comprising composite spars and skin panels and a carbon fibre wing box.
Aside from the baseline ATR-72-200, two developments have been offered, the ATR-72-210, and the ATR-72-500 (previously ATR-72-210A). The ATR-72-210 is optimised for operations in hot and high conditions. It has more powerful PW-127 engines for better takeoff performance.
The ATR-72-500 (renamed from ATR-72-210A on May 18, 1998) further improved hot and high model was certificated in early 1997. It features PW-127Fs driving six blade composite Hamilton Sundstrand propellers.
The ATR-52C is an as yet unlaunched derivative with a redesigned tail to incorporate a rear loading ramp, intended for military and commercial operators. As with the ATR-42, a military maritime patrol version, known as the Petrel 72, has also been offered.
The ATR-72 would have formed the basis for the ATR-82, a 78 seat stretched development. The ATR-82 would have been powered by two Allison AE-2100 turboprops (ATR studied turbofans for a time) and would have a cruising speed as high as 610km/h (330kt). The ATR-82 was suspended when AI(R) was formed in early 1996.
More photos of ATR ATR-72
More passenger cabin photos...
More cockpit photos...
ATR-72-200 - Two 1610kW (2160shp) Pratt & Whitney Canada PW-124B turboprops driving four blade Hamilton Sundstrand propellers.
ATR-72-210 - Two 1850kW (2480shp) P&WC PW-127 turboprops driving four blade Hamilton Sundstrand propellers.
ATR-72-500 - Two 2051kW (2750shp) P&WC PW-127F turboprops driving six blade Hamilton Sundstrand propellers.
Performance
ATR-72-200 - Max cruising speed at 15,000ft 526km/h (284kt), economical cruising speed 460km/h (248kt). Range with reserves at max optional weight 1195km (645nm), range with 66 pax 2665km (1200nm).
Weights
ATR-72-200 - Operating empty 12,400kg (27,337lb), max takeoff 21,500kg (47,400lb), optional 22,000kg (48,501lb).
ATR-72-210 - Operating empty 12,450kg (27,447lb), max takeoff same as ATR-72-200.
ATR-72-500 - Operating empty 12,950kg (28,550lb), max takeoff 22,000kg (48,501lb), optional 22,500kg (49,604lb).
Dimensions
Wing span 27.05m (88ft 9in), length 27.17m (89ft 2in), height 7.65m (25ft 1in). Wing area 61.0m2 (656.6sq ft).
Capacity
Flightcrew of two. Max seating for 74 passengers at four abreast and 76cm (30in) pitch. More typical seating for between 64 and 70 passengers, with seat pitch starting from 81cm (32in). With larger forward freight door fitted it can accommodate a payload of 7200kg (15,875lb) in 13 containers. ATR-52C - 7500kg (16,535lb) payload comprising pallets or five LD3 containers.
Production
As at late 2001 292 ATR-72s had been ordered, with 270 delivered.
Type
70 seat turboprop regional airliner
History
The ATR-72 is a stretched development of the popular ATR-42 and was launched in January 1986.
The first of three ATR-72 development aircraft flew for the first time on October 27 1988, followed by the awarding of French and then US certification in late 1989. Entry into service was on October 27 1989 with Kar Air of Finland. Some other early operators are Foshing Airlines, NFD (later Eurowings), CSA, American Eagle, TAT, Air Littoral, LOT, and Olympic Aviation.
Significant differences between the ATR-72 and the smaller and older ATR-42 include a 4.50m (14ft 9in) fuselage stretch and reworked wings. The ATR-72's wings are new outboard of the engine nacelles and with 30% of it made up of composite materials, comprising composite spars and skin panels and a carbon fibre wing box.
Aside from the baseline ATR-72-200, two developments have been offered, the ATR-72-210, and the ATR-72-500 (previously ATR-72-210A). The ATR-72-210 is optimised for operations in hot and high conditions. It has more powerful PW-127 engines for better takeoff performance.
The ATR-72-500 (renamed from ATR-72-210A on May 18, 1998) further improved hot and high model was certificated in early 1997. It features PW-127Fs driving six blade composite Hamilton Sundstrand propellers.
The ATR-52C is an as yet unlaunched derivative with a redesigned tail to incorporate a rear loading ramp, intended for military and commercial operators. As with the ATR-42, a military maritime patrol version, known as the Petrel 72, has also been offered.
The ATR-72 would have formed the basis for the ATR-82, a 78 seat stretched development. The ATR-82 would have been powered by two Allison AE-2100 turboprops (ATR studied turbofans for a time) and would have a cruising speed as high as 610km/h (330kt). The ATR-82 was suspended when AI(R) was formed in early 1996.
The ATR ATR-42
More photos of ATR ATR-42
More passenger cabin photos...
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ATR-42-300 - Two flat rated 1340kW (1800shp) Pratt & Whitney Canada PW-120 turboprops driving four blade c/s Hamilton Standard propellers.
ATR-42-320 - Two flat rated 1417kW (1900shp) PW-121s.
ATR-42-500 - Two PW-127Es derated to 1610kW (2160shp) driving six blade RatierFagiec/Hamilton Standard props.
Performance
ATR-42-300 - Max cruising speed 490km/h (265kt) economical cruising speed 450km/h (243kt). Range with max fuel and reserves at max cruising speed 4480km (2420nm), or 5040km (2720nm) at economical cruising speed.
ATR-42-320 - Same as ATR-42-300 except max cruising speed 498km/h (269kt).
ATR-42-500 - Cruising speed 563km/h (304kt). Max range 1850km (1000nm).
Weights
ATR-42-300 - Operating empty 10,285kg (22,674lb), max takeoff 16,700kg (36,817lb).
ATR-42-320 - Operating empty 10,290kg (22,685lb), max takeoff as per 42-300.
ATR-42-500 - Operating empty 11,250kg (24,802lb), max takeoff 18,600kg (41,005lb).
Dimensions
Wing span 24.57m (80ft 8in), length 22.67m (74ft 5in), height 7.59m (24ft 11in). Wing area 54.5m2 (586.6sq ft).
Capacity
Flightcrew of two. Maximum passenger accommodation for 50, 48 or 46 at 76cm (30in) pitch and four abreast. Typical seating arrangement for 42 at 81cm (32in) pitch.
ATR-42 Cargo - Nine containers with a 4000kg payload.
Production
As at late 1998 total orders for all versions of the ATR-42 stood at 343 with 336 delivered.
Type
42 seat turboprop regional airliner
History
Aerospatiale and Aeritalia (now Alenia) established Avions de Transport Regional as a Groupement d'Intéret Economique under French law to develop a family of regional airliners. The ATR-42 was the consortium's first aircraft and was launched in October 1981.
The first of two ATR-42 prototypes flew for the first time on August 16 1984. Italian and French authorities granted certification in September 1985 and the first ATR-42 entered airline service on December 9 1985.
The initial ATR-42-300 was the standard production version of the ATR-42 family until 1996 and features greater payload range and a higher takeoff weight than the prototypes. The similar ATR-42-320 (also withdrawn in 1996) differed in having the more powerful PW-121 engines for better hot and high performance, while the ATR-42 Cargo is a quick change freight/passenger version of the 42-300.
The ATR-42-500 is the first significantly improved version of the aircraft and features a revised interior, more powerful PW-127Es for a substantially increased cruising speed (565km/h/305kt) driving six blade propellers, a 1850km (1000nm) maximum range, the EFIS cockpit, elevators and rudders of the stretched ATR-72 (described separately), plus new brakes and landing gear and strengthened wing and fuselage for higher weights. The first ATR-42-500 delivery was in October 1995.
ATR was part of Aero International (Regional), the regional airliner consortium established in January 1996 to incorporate ATR, Avro and Jetstream. AI(R) handled sales, marketing and support for both the ATRs, plus the Avro RJs and the Jetstream 41, until its disbandment in mid 1998 when ATR regained its independence.
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