The Franco-Italian company can be proud of his career with an order book that has been enriched with 80 orders in 2010 and 33 optional with more than half of these orders with new customers. The company delivered 51 aircraft in 2010, which is not sufficient given its backlog, and has set a goal of increasing its rate to 70 devices 2012.
The backlog of ATR is 159 units, more than 3 years of business. ATR but does not stop there, since the ATR 42-600 and ATR 72-600 must obtain their certification this year. The first deliveries of the ATR72-600 are planned for mid-year 2011 and that of the ATR42-600 by the end of 2011.
The main improvements concern-600 series engines, avionics and commercial development. This new series will allow operators to operate from shorter runways, increasing the load, to enable blind landings with a new avionics designed by Thales and comfort even more important for passengers with a new design entrusted to Italian Giugiaro.
Better yet, the ATR family will expand to accommodate a new aircraft with 90 seats and thus enable ATR to cover a range from 40 to 90 seats.
The future aircraft, in line with the commercial success of ATR will be economic and robust with a cruising speed of 320 kts slightly higher than the current models at 270 kts.
To do this, ATR is already in talks with two engine manufacturers General Electric and Pratt & Whitney. Pratt & Whitney is likely move towards a technology similar to its PurePower 1000G while General Electric works on a totally new concept. ATR said moving towards a family of engines covering a power range from 3000 to 5000 horsepower (by comparison, the motor current ATR power of 2600 hp) with a stated goal of reducing consumption by at least 15% compared to current engines.
Regarding the structure of the airplane, do not expect significant changes. The main difference will come from a bi-lobe fuselage, namely two cylinders nested one above the other and that will put the luggage in the hold and not to the rear of the aircraft.
This is an excellent strategy, based on the experience of ATR in terms of operational costs on this unit that has more to prove himself and a growing market on the 90 squares, s it is not occupied by ATR, already attracts the lusts (of South Korea and China is interested strongly). In short, beautiful outlook for ATR in the years to come.
I was very intéressée By The latest press conference Held by Filippo Bagnato, CEO, Future Growth Strategy is ATR and if it plans to build a new airplane.
The Franco-Italian Company Can Be Proud of its growth so far. It booked in 2010 a firm commitment of 80 new aircrafts with an option of 33 additional aicrafts from 12 customers, 5 of them being new customers. The company has delivered 51 new aircrafts which is not sufficient with regards to its backlog and has setup a new target for 2012 to increase the delivery to 70 aircrafts a year.
ATR will deliver some 159 aircrafts over the next 3 years. ATR has decided to go further ahead with ATR72-600 and ATR42-600 due to be certified this year. First deliveries of ATR 72-600 are planned for mid-year and ATR42-600 are planned for end of year.
The goal of ATR-600 Series is to further enhance ATR products ability to match requirements in term of engines, technology upgrade (avionics) and passenger comfort and cabin appeal. This new 600 Series will enable airlines to operate from short runways, an increased payload, a complete automated landing in case of reduced visibility with the new Thales avionics system and a brand new cabin designed by the famous italian designer Giugiaro.
ATR has decided to go even further and will welcome a brand new 90 passengers turboprop aircraft and that will enable ATR to cover a range of 40 to 90 passengers aircraft.
This future aircraft will be build upon the succesful ATR platform and should be economic and robust with a cruising speed around 320 knots, slightly higher than the current cruising speed of 270 knots.
ATR has decided to integrate engine manufacturer at a very early stage and is already in talk with 2 of them: Pratt&Whitney and General Electric. Pratt&Whitney will probably be moving toward a technology similar to its PurePower 1000G while GE will build upon a completely new concept. For new aircrafts, ATR will be considering engines covering a range from 3000 to 5000 horsepower (by comparison, current ATR engines features 2600 hp) with a target of reducing fuel consumption by at least 15% compared to current engines.
Regarding the aircraft structure, they won't be a revolution but only evolution. The main difference will come a dual fuselage, namely 2 cylinders nested one above the other. This will enable to put bagage in hold in a special compartment instead of the rear of the airplane, as of today.
From My Point of View, ATR has Chosen The Right Strategy to keep icts leadership in regional market. A new aircraft of 90 Passengers definitely IS Needed and competition are Already at the Door With Such aircraft annually (China and South Korea). In short, an excellent outlook for ATR in the Years Ahead. However, It Will Need the green light from hand icts Shareholders, EADS and Alenia Aeronautica.
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