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ATR ATR-72-500
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AT75
| Aircraft | ||||
|---|---|---|---|---|
| Name | ATR-72-500 | |||
| Manufacturer | ATR | |||
| Body | Narrow | |||
| Position | High wing | |||
| Tail | T-tail | |||
| WTC | Medium | |||
| APC | B | |||
| Type code | L2T | |||
| Engine | Turboprop | |||
| Engine count | Multi | |||
| Position | (Front) Wing leading mounted | |||
| Landing gear | Tricycle retractable | |||
| Mass group | 3 | |||
|
| ||||
ATR ATR-72-500
Description
A redesigned version of the AT-72-210. In service since 1997. View manufacturer's factsheet.
Technical Data
| Wing span | 27.05 m88.747 ft |
|---|---|
| Length | 27.17 m89.14 ft |
| Height | 7.65 m25.098 ft |
| Powerplant | 2 x 2.500 SHP PWC PW127F turboprops with 6 blade 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) |
Descent (to FL100) |
Descent (FL100 & below) |
Approach | ||||||||||
| V2 (IAS) | kts | IAS | kts | IAS | kts | IAS | kts | MACH | TAS | 276 kts | MACH | IAS | kts | IAS | kts | Vapp (IAS) | kts | ||
| Distance | 1223 m | ROC | ft/min | ROC | ft/min | ROC | ft/min | ROC | ft/min | MACH | ROD | ft/min | ROD | ft/min | MCS | kts | Distance | 1048 m | |
| MTOW | 2250022,500 kg 22.5 tonnes kg |
Ceiling | FL250 | ROD | ft/min | APC | B | ||||||||||||
| WTC | M | Range | 890890 nm 1,648,280 m 1,648.28 km 5,407,742.786 ft NM |
||||||||||||||||
Accidents & Serious Incidents involving AT75
- AT75 / B739, Medan Indonesia, 2017 (On 3 August 2017, a Boeing 737-900ER landing at Medan was in wing-to-wing collision as it touched down with an ATR 72-500 which had entered the same runway to depart at an intermediate point. Substantial damage was caused but both aircraft could be taxied clear. The Investigation concluded that the ATR 72 had entered the runway at an opposite direction without clearance after its incomplete readback had gone unchallenged by ATC. Controllers appeared not to have realized that a collision had occurred despite warnings of runway debris and the runway was not closed until other aircraft also reported debris.)
- AT75, en-route, north of Visby Sweden, 2014 (On 30 November 2014, an ATR 72-500 suddenly experienced severe propeller vibrations whilst descending through approximately 7,000 feet with the power levers at flight idle. The vibrations "subsided" after the crew feathered the right engine propeller and then shut the right engine down. The flight was completed without further event. Severe damage to the right propeller mechanism was found with significant consequential damage to the engine. Several other similar events were found to have occurred to other ATR72 aircraft and, since the Investigation could not determine the cause, the EASA was recommended to impose temporary operating limitations pending OEM resolution.)
- AT75, vicinity Magong Taiwan, 2014 (On 23 July 2014, a TransAsia Airways ATR 72-500 crashed into terrain shortly after commencing a go around from a VOR approach at its destination in day IMC in which the aircraft had been flown significantly below the MDA without visual reference. The aircraft was destroyed and48 of the 58 occupants were killed. The Investigation found that the accident was entirely attributable to the actions of the crew and that it had occurred in a context of a systemic absence of effective risk management at the Operator which had not been adequately addressed by the Safety Regulator.)