Dash 8 Vs ATR 42/72: 5 Differences Between The Popular Turboprop Families

These aircraft can be lifelike to smaller communities and connect the regions to larger airline hubs.

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Regarding air travel, we commonly envisage a jumbo jet flying us from A to B. However, in smaller towns and cities worldwide, the capacity of their local airport , or overall demand, means that airlines will deploy their regional turboprop aircraft to ferry passengers to larger hubs . Turboprops are a popular option for less dense routes, where they can ferry fewer people more frequently with an optimized schedule.

Countries like Canada, Australia, and New Zealand are just an example of countries that use turboprop aircraft to operate in the regions. This begs the question: What are the main differences between the two of the world's most popular turboprop aircraft? The ATR 72 and Dash 8 . Let's understand the two aircraft first.



Did you know we also have an aviation YouTube channel here? 1 ATR 72 Developed by Avions de Transport Régional Avions de Transport Régional / Aerei da Trasporto Regionale (ATR) developed this twin-engine turboprop aircraft. The aircraft comes with the denominator 72, which identifies the standard seating capacity of 72 passengers. The type was first manufactured in 1988, with the first introduction to service with Finnair in October 1989.

It was developed from the earlier ATR 42 model, and over 1,200 variants have been produced. Popular users of this aircraft include: IndiGo Azul Linhas Aereas Air New Zealand Wings Air Air Algerie FedEx Feeder Looking at the ATR 72-600, the largest of the variants requires a total crew of four: a captain, a co-captain, and two flight attendants to cater to the passengers onboard. The total length of the aircraft is 89ft, 2 inches, and it has a maximum takeoff weight of over 48,000 lbs and a maximum range with passengers of 950 miles.

The aircraft's popularity as a regional aircraft has led to passenger, military, and cargo versions. Get all the latest airline route news right here 2 De Havilland Canada Dash 8 Commonly referred to as the Dash 8 De Havilland Canada develops this turboprop regional aircraft. The 8 variant was developed from the previous 7, improving the overall cruise performance and cheaper operational costs.

The Dash 8, across its lifetime, has had four sizes: Series 100: 37-40 seats (developed between 1984 - 2005) Series 200: 34-40 seats (1995 - 2009) Series 300: 50-56 seats (1989 - 2009) Series 400: 68-90 seats (1999 - 2022) The Q400 variant, the largest of its types, has a total length of 107ft, 9 inches, and a maximum take-off weight of 67,200 lbs when fully loaded. It requires two crew members in the cockpit and, most commonly, one cabin crew member who looks after passengers onboard. Its total range is 1,300 miles.

Some of the world's largest operators of the Dash 8 include: QantasLink WestJet Encore Wilderoe Voyageur Airways Ethiopian Airlines SpiceJet Over 300 examples are still operating around the world since the type's launch in 2000. 3 Range 950 vs 1,300 miles Comparing the ATR 72-600 and Dash 8, Q400 is their range. While the ATR has a shorter range, it's far more fuel efficient.

The ATR is fitted with two Pratt & Whitney P100 engines that consume around 5.3 lbs of fuel each mile using 2,475 horsepower, while the Dash 8 when equipped with the P&W P150 model, uses 5,071 horsepower, which is almost double that of the ATR. Regional airlines sometimes see the Q400 as an expensive option for operating on regional routes with low passage.

In Europe, Luxair is known well for its use of the Dash 8. It deploys its workhorse on routes such as Luxembourg to Bucharest, a distance of over 998 miles, or Barcelona, where it competes head-to-head with Ryanair. This carrier's fleet is currently undergoing a modernization process.

Want answers to more key questions in aviation? Check out the rest of our guides here . 4 Seating Between 72 to 90 seats Depending on the variant of choice, the ATR and Dash 8 Q400 can carry a similar number of passengers in a standard layout. The ATR can accommodate between 72 and 78 passengers, whereas the Dash 8 predominantly seats between 68 and 90 passengers.

The total capacity will vary from airline to airline, depending on their standard seat width and distance between the seats in front. The Q300, a smaller version of the Dash 8, is a popular choice on regional routes for Air New Zealand, which operates these aircraft in a 13-row layout, totaling 50 seats, with a 30 to 33-inch seat pitch. These aircraft are deployed on routes to small regional centers, including: Hokitika (HKK) Gisborne (GIS) Timaru (TIU) Some airlines' pain can turn into other airlines' gain.

5 Comfort Life onboard The amount of noise heard in the cabin is significant for potential airline investors. Both the ATR and Dash 8 have powerful turboprop engines, which can, in return, be quite loud for passengers onboard. The modern technology developed by Pratt & Whitney has seen the quietness of the ATR supersede that of the Q400.

Another key factor is space. With fluctuating capacity depending on cabin layout, it is hard not to feel cramped compared to larger jets when on a smaller regional aircraft. Both the Dash 8 and ATR are configured with four abreast seating in an all-economy layout.

This will see one window seat and one aisle seat on each side of the aircraft. Both types are fitted with overhead luggage storage; however, this will be seen as much smaller than that of jets. It is recommended that you take your own entertainment onboard, whether that be a book or electronic device, as these aircraft are not fitted with seat-back entertainment.

However, they do usually have a seat-back tray where you can place your cup of tea or laptop during the flight. Overall, these aircraft both have integral parts to play in the connection of communities around the world, and these aircraft are not just crucial for passengers; the turbo-prop aircraft is a perfect gateway for aspiring pilots as they build their hours, and commonly you will see young pilots earning the majority of their hours working the feeder flights of the world's biggest airlines before they graduate up to jet aircraft before getting to the pinnacle of their careers flying widebody aircraft on flagship routes. Unlike in the rest of the world, the turboprop's popularity never really took off in the US.

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