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ATR ATR-42-300/320

From SKYbrary Wiki

Name ATR-42-300/320
Manufacturer ATR
Body Narrow
Wing Fixed Wing
Position High wing
Tail T-tail
WTC Medium
Type code L2T
Engine Turboprop
Engine count Multi
Position (Front) Wing leading mounted
Landing gear Tricycle retractable
Mass group 3

Manufacturered as:

AI(R) ATR-42-300
AI(R) ATR-42-320
ATR ATR-42-320
ATR ATR-42-300
ATR ATR-42-200

ATR ATR-42-300/320

ATR ATR-42-300/320 ATR ATR-42-300/320 3D


Turboprop regional airliner. In service since 1985. The ATR-42-300 is the current and standard type of the ATR family. ATR-42-320 with more powerful engines. View manufacturer's factsheet.

Technical Data

Wing span 24.6 m80.709 ft <br />
Length 22.7 m74.475 ft <br />
Height 7.6 m24.934 ft <br />
Powerplant 300: 2 x PWC PW120 turboprops (1.800 SHP) with 4 blade propellers.

320: 2 x PWC PW121 turboprops with 4 blade (2.100 SHP) propellers.

Engine model Pratt & Whitney Canada PW100

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
(to FL100)
Descent (FL100
& below)
V2 (IAS) 110 kts IAS 140 kts IAS 210 kts IAS 210 kts MACH TAS 255 kts MACH IAS 240 kts IAS 200 kts Vapp (IAS) 120 kts
Distance 1100 m ROC 1000 ft/min ROC 1000 ft/min ROC 1000 ft/min ROC ft/min MACH ROD ft/min ROD 1500 ft/min MCS 170 kts Distance 1000 m
MTOW 1670016,700 kg <br />16.7 tonnes <br /> kg Ceiling FL250 ROD 1500 ft/min APC B
WTC M Range 17001,700 nm <br />3,148,400 m <br />3,148.4 km <br />10,329,396.333 ft <br /> NM

Accidents & Serious Incidents involving AT43

  • AT43, Bergen Norway, 2005 (On 31 January 2005, an ATR 42-300 being operated by Danish Air Transport on a scheduled passenger flight from Bergen to Florø in day VMC encountered pitch control difficulties during rotation and subsequent climb and after declaring an emergency made a successful return to land on the departure runway seven minutes later. None of the 25 occupants were injured and the only damage found was to the elevator and its leading edge fairings.)
  • AT43, Jersey Channel Islands, 2012 (On 16 July 2012, the left main landing gear of a Blue Islands ATR 42-300 collapsed during landing at Jersey. The aircraft stopped quickly on the runway as the left wing and propeller made ground contact. Although the crew saw no imminent danger once the aircraft had stopped, the passengers thought otherwise and perceived the need for an emergency evacuation which the sole cabin crew facilitated. The Investigation found that the fatigue failure of a side brace had initiated the gear collapse and that the origin of this was a casting discontinuity in a billet of aluminium produced to specification.)
  • AT43, Lubbock TX USA, 2009 (On 27 January 2009, an ATR 42-300 being operated by Empire Airlines on a scheduled cargo flight from Fort Worth Alliance to Lubbock was making a night ILS approach in IMC to runway 17R at destination when it stalled and crashed short of the runway. The aircraft caught fire and was in any case effectively already destroyed by the impact. Both crew members were injured, one seriously.)
  • AT43, Madang Papua New Guinea, 2013 (On 19 October 2013, an ATR42 freighter departing Madang had to reject its takeoff when it was impossible to rotate and it ended up semi-submerged in a shallow creek beyond the airfield perimeter. The Investigation found that loading had been contrary to instructions and the aircraft had a centre of gravity outside the permitted range and was overweight. This was attributed to the aircraft operator’s lack of adequate procedures for acceptance and loading of cargo. A lack of appreciation by all parties of the need to effectively mitigate runway overrun risk in the absence of a RESA was also highlighted.)
  • AT43, en-route, Folgefonna Norway, 2005 (On 14 September 2005, an ATR 42-320 operated by Coast Air AS experienced a continuous build up of ice in the climb, despite the activation of de-icing systems aircraft entered an uncontrolled roll and lost 1500ft in altitude. The crew initiated recovery actions, the aircraft was stabilised, and the flight continued without further event.)
  • AT43, vicinity Fond-du-Lac SK Canada, 2017 (On 13 December 2017, an ATR 42-300 crashed shortly after a night takeoff from Fond-du-Lac and was destroyed. There was no fire and although all occupants were injured, nine seriously, there was only one fatality. Both engines were operating at impact and a significant wreckage path through trees led up to the impact site. It is also known that although the aircraft took off within the maximum allowable takeoff weight and within the permitted centre of gravity range, it was not de-iced prior to departure and some airframe ice contamination is reported to have been present. The Investigation is still ongoing as at July 2021.)
  • AT43, vicinity Geneva Switzerland, 2006 (On 29 March 2006 at about 1 mile from touchdown when in VMC on a night approach to destination Geneva, an ATR 42-300 being operated by Farnair on a cargo flight experienced a sudden electrical fire in the flight deck and an emergency was declared to ATC. Despite this situation the aircraft was able to land normally and vacate the runway via an RET after which it was forced to stop.)
  • AT43, vicinity Glasgow, UK 2012 (On 22 February 2012, the crew of an ATR 42 making a radar-vectored ILS approach to runway 23 at Glasgow at night allowed the airspeed of the aircraft to reduce and a stall warning followed. Corrective action then led to an overspeed and further corrective action almost led to a second stall warning. The Investigation concluded that SOPs were not followed, monitoring was ineffective and crew cooperation during recovery was poor. It was considered that crew performance may have been affected by inadequate rest prior to a night flying duty period.)
  • AT43, vicinity Oksibil Papua Indonesia, 2015 (On 26 August 2015, contact was lost with an ATR 42-300 making a descent to Oksibil supposedly using detailed Company-provided visual approach guidance over mountainous terrain. Its burnt out wreckage was subsequently located 10 nm from the airport at 4,300 feet aal. The Investigation found that the prescribed guidance had not been followed and that the Captain had been in the habit of disabling the EGPWS to prelude nuisance activations. It was concluded that a number of safety issues identified collectively indicated that the organisational oversight of the aircraft operator by the regulator was ineffective.)
  • AT43, vicinity Pristina Kosovo, 1999 (On 12 November 1999, a French-registered ATR 42-300 being operated by Italian airline Si Fly on a passenger charter flight from Rome to Pristina was positioning for approach at destination in day IMC when it hit terrain and was destroyed, killing all 24 occupants. A post crash fire broke out near the fuel tanks after the impact.)
  • AT43, vicinity Stansted UK, 2007 (On 18 January 2007 an ATR 42-300 freighter developed a control difficulty just after a night take off from Stansted UK, which led the flight crew to declare an emergency and undertake an immediate return to land. The landing was uneventful but the approach flown was unstable, with EGPWS warnings, and the origin of the handling difficulty was considered to be, in part, due to inappropriate control inputs by one of the pilots.)
  • AT43/A346, Zurich Switzerland, 2010 (On 18 June 2010, an ATR 42 began a daylight take off on runway 28 at Zurich without ATC clearance at the same time as an A340 began take off from intersecting runway 16 with an ATC clearance. ATC were unaware of this until alerted to the situation by the crew of another aircraft which was waiting to take off from runway 28, after which the ATR 42 was immediately instructed to stop and did so prior to the runway intersection whilst the A340 continued departure on runway 16 .)