JUNE 2010

N°8

THE ATR CUSTOMER SERVICES NEWSLETTER

https://www.atractive.com

DESTINATION AMERICA
WITH GUILLAUME GASPARRI

GREEN-MINDED TEAMS
MAKE PROFITS
THE 11TH WORLDWIDE
OPERATORS CONFERENCE
COMING SOON!
 EDITO
Dear Reader,

Welcome to the 8th issue of FIT. Once again, it will

be an opportunity to travel, to witness how lively
the ATR community is, and to prepare the next
major ATR event.
As we continue our “world tour”, you will discover how our North American team,
led by Guillaume Gasparri, is supporting operators there. We are adapting our
activities and means to the area’s specificities of having sizeable and somewhat older regional fleets than the average; we
do this through more and intense OEM partnerships, wider repair capabilities and through close relationships with customers.
I have used the term “ATR community” several times already in previous communications. I like it..., because, as well as
alluding to the ways in which we are linked, it alludes to the human part of our respective organisations. That human dimen-
sion is variously required by today’s enterprises. I like to know it is omnipresent in our way of doing business, every day
and wherever. That human dimension, I feel, is absolutely indispensable when it comes to achieving great results. And what
a great achievement it is when a member of our community, having initiated new results, comes forward to share experience
with the rest of us! In this edition, the Cimber Air testimony on fuel saving measures proves how real and useful the concept
of ATR community life is. In future issues of FIT, we will continue to include similar articles, either from airlines or OEMs. This
should help along the “experience-sharing” process which is so valuable to all.
Obviously, with the next Worldwide ATR Operators Conference being only four months ahead, I cannot resist writing a few
lines on this important event for all of us. The conference will be the first worldwide one since Athens in 2006. The full agenda
is nearly ready but we are leaving room for your input so that what you want to see included in it is addressed. If you have
not already done so yet, please do contact us to make this conference the one truly for you.
Among the topics most likely to be covered, will be the impact of operations in a volcanic ash environment; the major conse-
quences the Iceland ash cloud has had on all European airlines in April requires us to consider the matter. The impact was strong
and multi-fold, from economic to social to public relations standpoints. As an active member of its industry, ATR is working
on improving prevention, maintenance and operations under such unpredictable – and likely to recur – flying conditions.
We did not bank on such a sad World Cup for both the French and Italian football teams either, but I guess we had better
leave that subject alone during the Conference, don’t you think?
Finally, you have surely noted that this FIT is wearing a new look, in line with the recent corporate branding upgrade of ATR.
It has a clearer layout to give you a more dynamic and versatile read.
Happy reading!

Jean-Pierre Cousserans
Senior Vice-President Customer Services

FEEDBACK:
Comments on any of the articles in this issue FIT Newsletter can also be found in the ATR Customer Services Portal:
should be sent to: fit.newsletter@atr.fr https://www.atractive.com/ATR Community/Newsletter & Guidelines / FIT
 CONTENTS

CUSTOMER SERVICES HIGHLIGHTS

DESTINATION AMERICA
WITH GUILLAUME GASPARRI P. 4

ENGINEERING & MAINTENANCE

STANDARD IN-SERVICE
UTILISATION MATTERS P. 6

TRAINING & FLIGHT OPS

GREEN-MINDED TEAMS
MAKE PROFITS P.8

COVER PAGE: AMERICAN EAGLE AIRCRAFT LANDING. TRAINING:

AHEAD OF THE GAME P.10
“FIT” IS A PUBLICATION OF ATR CUSTOMER SERVICES
PUBLISHER: LUIGI MOLLO
A CLOSER LOOK AT
PROJECT LEADER: JULIEN POLLENTIER
EDITORIAL BOARD: GUILLAUME ALEM, GIUSEPPE AMBROSANIO, THE WBM P.11
ELIO BAINO, LAURENT DULON, VERONIQUE ELAPHOS,
THIERRY GOURMANEL, PATRICK MASSICOT, LUIGI MOLLO,
CIRO OTTAVIANO, JULIEN POLLENTIER, VITTORIO VACCA, MATERIAL MANAGEMENT
DIDIER VALAX.
EDITORIAL ADVISOR: FRENCH CONNECTION SMART
LAYOUT: GROUPE COMPOSER
ACTIVATING WARRANTY
PRINTER: PASCAL IMPRIMERIE
INTERACTIONS P. 12

FIT Newsletter is published by ENHANCED SERVICES

ATR Customer Services
Tel: +33 56221 6985 TO KNOW HOW TO,
Fax: +33 56221 6222 JUST “ASK ATR”ACTIVE P. 14
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THE 11TH WORLDWIDE
© ATR Customer Services - 2010. By taking delivery of this FIT newsletter and on behalf
of your company, you agree to comply with the following: no other property rights are
OPERATORS CONFERENCE
granted by the delivery of this Newsletter than the right to read it, for the sole purpose COMING SOON! P. 15
of information. This Newsletter, its content, illustrations and photos are the property of
ATR and the information it contains is strictly confi dential. Any copy, even partial, transfer
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it contains shall not, in whole or in part, be sold, rented, or licensed to any third party
subject to payment or not. This Newsletter may contain market-sensitive or other
information that is correct at the time of going to press. This information involves a
number of factors which could change over time, affecting the true public representation.
ATR assumes no obligation to update any information contained in this Newsletter or
with respect to the information described herein. The statements made herein do not
constitute an offer or form part of any contract. They are based on ATR information and
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When additional information is required, ATR can be contacted to provide further details.
ATR shall assume no liability for any damage in connection with the use of this Newsletter
and the materials it contains, even if ATR has been advised of the likelihood of such
damages.

3
CUSTOMER
SERVICES HIGHLIGHTS
DESTINATION
AMERICA WITH
GUILLAUME GASPARRI
Guillaume Gasparri, President of ATR North America
How would you describe today’s North American
market for ATR, from both the commercial and
customer services standpoints?
“Jetmania” is now over in the US. Regional jets simply
cannot compete with turboprops when it comes to fuel
consumption, maintenance costs or environmental
issues; this explains the fast growing interest for ATR
aircraft in North America.
One of the challenges we are faced with is that due to
the difficulties of the American economy, US Opera-
tors, who traditionally led the buoyancy of the airline
sector worldwide, have fallen behind in terms of fleet
renewals. This means that the potential for aircraft
replacement is growing in strength and size, but is
either put on-hold or in a slow replacement mode.
Another point to take into account on the North Ameri-
can market is the age of some ATR aircraft still in serv-
ice. For example, the FAA is changing the regulations
relating to aircraft having been in operation for over
14 years, which impacts the level of support provided
4
by ATR-NA. This lasting situation is well managed by
all, thanks to the outstanding reliability of the ATR
aircraft and to the steps we have taken to provide
particularly well adapted support services.
So, the North American fleets are mature, in a
changing but somewhat slower market. Which
are the most critical issues facing your business?
Supporting aging fleets is much more challenging
than with new fleets like the ones supported by our
colleagues in other centres (e.g. in Singapore). I can
list issues such as heavy maintenance, modifications
and parts obsolescence.
Our planes are flying within a hub and spoke environ-
ment, used in conjunction with major airlines through
a code share agreement to support their high level
of quality and seamless operations. It follows that
our customers’ expectations are higher when image
and comfort are concerned, and we strive to meet
these goals.
Guillaume Gasparri is the
President of ATR North
America. Out of his 23 years
in the aeronautical industry,
over 15 were spent living and
working in different countries.
He brought with him his vast
experience as Vice-President
of Sales for Eurocopter in the
Southern region of Asia and
as Managing Director within
Thales International Offices.
He also worked as General
Manager of the EADS India
Liaison Office. Just before
taking his current position, he
participated to ATR’s success
in India.
As an example of our diversity, the largest ATR cargo
operators are under ATR-NA’s responsibility. Again,
those operators have different expectations from the
ones passenger airlines have. Dispatch Reliability is
acutely critical for those customers with contractu-
ally guaranteed lead-times on their deliveries. Other
ATR-NA customers are also operating in harsh envi-
ronments: unpaved runways, extremely cold weather
in Canada, hot temperatures in the South of the US
and in Central America. That too requires specific and
customised attention from us.
Would you say that these specificities lead to a
support mode somewhat different from what is
practised in other ATR centres? How do custom-
ers make use of ATR-NA’s support availability and
what is the feedback on it?
Well, it is a fact that since ATR-NA supports some
of the oldest aircraft in operation (serial number 4 is
still flying in our zone!) we have a very wide, if not the
widest, experience on the subject. Another example:
the Canadian Market for ATRs is continuing to grow
and we have just recently added the ATR 72-212 to
the “Transport Canada” Type Certification. The first
aircraft went into service this year, with several more
of the same type going into service with one other
operator later this year.
We have customers who prefer to be independent,
whereas others request a much higher level of sup-
port. And due to the large geographical zone we serve,
it is not uncommon for us to go through instantane-
ous shifts on support issues, from the Equator to the
Arctic Circle!
As for feedback, well...
Our spares support is rated rather well by our cus-
tomers, but at times, there is some grudge centered
around the inevitable time it takes to move goods from
Paris to Miami and on to them, when the parts are
not in Miami stock!
Then, for the sake of maximum performance, we
are continuously improving our off-the shelf stock
range. Incidentally, such initiative is very much part
of the ASTRE spares engineering programme for
ATR as a whole; it implies reviewing procedures,
software tools, warehouses and stock levels at all
locations.
In general, our customers are reaping great value
from our new Repair Service. They benefit from the
ATR bargaining power and experience with OEMs and
repair needs, which is of interest not only to small size
airlines but also to larger ones. A few months back,
three of our largest customers chose to work directly
with us to improve their performance in terms of
costs and quality.
To achieve that requires rather strong connec-
tions with quite a number of OEMs and MRO
Partners. What can you tell us about ATR-NA’s
relationships with their network?
In 2009, we chose to focus again on the role of
vendor monitoring. The effects promptly became
obvious; indeed, as early 2010, we noted a sizeable
improvement in the support ATR was receiving from
OEMs, and as a consequence, in the support provided
to the airlines. The Major OEMs are actively involved
on a number of issues of all types and in a constant
interaction mode with our office. Multiple contacts
at the highest levels have been made. Quality audits
for top ranking OEMs are being set up now and are
due continue through to Q3 of 2010. The results are
strong; they are even showing that many of the OEMs
are eager to participate to new ATR initiatives. One
current concept is to congregate the smaller airlines’
requirements which would be ATR managed by a
working group of ATR partners.
Maintenance and repairs are a rather significant part
of ATR-NA’s activity. This is largely explained by the
fact that we support ageing fleets as well as new ones.
I must say that we are fortunate to have a consistently
very high level of competency and backup from our
OEMs and MROs.
“... due to the large
geographical zone
we serve, it is not
uncommon for us to go
through instantaneous
shifts on supports issues,
from the Equator to the
Artic Circle!”
How much does ATR-NA interact with Customer
Services in ATR Headquarters? How much auton-
omy does it have to deal with the “US Operator
differences” you have just told us about?
The relationship with our counterparts in Toulouse
is outstanding. The previous approach, which was
that headquarters regarded their support centers as
customers, is long gone. Today, and on a day-to-day
basis, our respective teams function literally as if they
were in a same building! On Spares, communication is
smoothly organised; it is even more so and intense on
the vendor monitoring side. ATR-NA’s Vendor Monitor-
ing is now directly responsible for its portfolio of OEM
vendors, much like its counterpart is in Toulouse. The
Technical support and customer liaison roles here are
also totally incorporated into the ATR organisation.
We are keen on full vertical and horizontal integra-
tion since it maximises efficiencies plus operational
knowledge across all teams.
Nonetheless, the main development criteria for
ATR-NA is firstly to meet the needs of operators in
the zone it is responsible for. We have reorganised
our technical support, we are now able to propose
a rotables repair programme; we have recently
increased our “on site representative” presence with
several operators; our stock is in constant evolution
based on customer demands. To assist with the
situation of mature fleets, we give new guidelines
to our operators for their compliance with regula-
tory requirements as well as collecting data and
experience from them to support the development
of a new batch of solutions. ATR-NA is also deeply
involved in the setting up of the North American
Training Centre in Toronto.
This “finger on the pulse” approach can but be
appreciated by customers ...
Yes. And, in addition to being efficient, it allows to
maintain relationships on a more individual level
between Operators’ and ATR-NA’s staff. Such rap-
port encourages direct and frank communication
when issues arise. The relationship ‘Customer
Liaison-airline’ being on an individual basis helps
to turn new contacts between the organisations into
already familiar links, for example when an operator
is not sure of where to go in the ATR organisation
or where to send a specific problem needing to
be addressed.
How do you envisage the future for ATR in the US?
It is a very bright future: with the cost of fuel increas-
ing and the mounting awareness of environmental
issues, the ATR aircraft becomes a much more
attractive alternative to the smaller regional jets,
which were previously so popular. US operators
with mature fleets are beginning to consider their
replacements and to see how right a choice the
ATR aircraft is for the majority of the regional Ameri-
can market. Let’s not forget that ATR is the only
remaining manufacturer of a family of 50 to 70 PAX
Turboprop planes.
Is there anything else you would like to add before
closing our discussion?
Yes, what I think is a fairly remarkable fact. Across
our 20 employees, the average number of years
of employment with ATR is 11 years, with an aver-
age experience of 21 years in aviation. We are very
fortunate to have an extremely experienced group of
people working at ATR- NA.
5
ENGINEERING
AND MAINTENANCE

STANDARD IN-SERVICE
UTILISATION MATTERS

Over the last few years and triggered by operational requirements and market expansion,
we have noticed that the utilisation of ATR aircraft has, at times, been deviated from the
standard mission profile, as defined in the ATR technical documentation. Through the present
article, ATR would like to point out that significant deviations have a direct effect on aircraft
maintenance and in-service life.
As a reminder, this is stated in section 11 of the FLIGHT PROFILES AND STRUCTURAL
Maintenance Planning Document (MPD), extracted
ENDURANCE
as follows: “The thresholds and repeat intervals are
A flight profile is defined by the following parameters:
based on typical aircraft operation corresponding
altitude, speed, weight, mass distribution, centre of
to an average utilisation rate of 2,000 FH/3,000 FL
gravity position and flap setting. For transport aircraft
per year (0.66 flight hours per flight). If an operator
the flight profile can be stepped in the following seg-
utilises the aircraft with significantly different flight
ments: departure, take-off, climb, cruise, descent,
times, the thresholds and repeat intervals shall be
approach and landing (see illustration hereafter).
adjusted accordingly”. The reference utilisation rate
is based on an average cruise altitude of 15,000
For fatigue and damage tolerance analyses on ATR
feet.
aircraft, two mission profiles were used:
– 1/ short missions, with average flight time of 0.66
Below are the combined results of the 2007 ATR
hours (40 min) at 15,000 feet cruising altitude;
Fleet Survey and of the vast AWARE database*
– 2/ long range missions, with average flight time
which includes operator reported statistics.
of 2.25 hours (135 min) at 25,000 feet cruising
The data evidences an average utilisation of
altitude.
58 minutes per flight at an average cruise altitude
of 18,000 feet:

50 45
40 min

58 min

15,000

18,000

40

40
35

30
30
% of a/c

25
% of a/c

20
20
15

10 10

0
0
[0;30[ [30;40[ [40;50[ [50;60[ [60;70[ [70;130[ [130:+[ 0[ 0[ ,000
[
,000
[
,000
[
00;+
[
2,00 0;15,00 0;18 ,000;21 0;24 24,0
[0;1 , 0 0 , 0 0 , 0 0 [
Flight time (min) [12 [15 [18 [21 Altitude (feet)
*AWARE data stored on the ATRactive customer services portal
(https://www.atractive.com)

6
 “Non-standard in-service
Cruise utilisations have direct
consequences on the
ATR aircraft service
De
sce

life and maintenance

mb

programmes”
Cli

nt

ff
-o
ke
Departure Ta
Flight profile
A 100% utilisation on short flight missions would
result in a structural endurance of 78,000 flights,
equating to 52,250 flight hours; a 100% utilisation
on long range missions would result in a structural
endurance of 30,000 flights, equating to 67,500 flight
hours. The current ATR design life goal of 70,000
flights is based on a minimum mixed utilisation of
93% on short flights and a maximum of 7 % of long
range flights.
THE DAMAGE TOLERANCE CONCEPT
The philosophy on which the structural part of the ATR
design is based takes into account the three important
aspects airlines are interested in: safety, service life and
costs. This translates into the adoption of the “damage
App
roa
c
h
Landing
WHAT IS TO BE DONE
When flying mission profiles significantly different from
the standard profile (40 minutes at an average cruise
of 15,000 feet), Operators are kindly invited to contact
aircraft service life and maintenance programmes ATR. A specific analysis, plus reporting on some main-
(inspection thresholds and intervals). tenance programme adjustments eventually becoming
As a guide, for Structural Significant Items (SSI) sized necessary, will be submitted. ATR operators can thus
by the prevailing pressurisation loads, inspection be fully aware of the effects that their mission profile
threshold and intervals must be reduced by a ‘knock- deviations have on the in service-life and maintenance
down factor’ of 2 to account for long range missions; of their aircraft.
at the same time, the recorded cabin differential
pressure will show a 20 % increase through an only For any further information, please contact the ATR
slight variation from 5 PSIs (Pound/Square Inch) at structural data service at: structuredata@atr.fr
15,000 feet to 6 PSIs at 24,000 feet.
7
6
5
Pressure (PSI)

tolerant structure” concept, in accordance with the 4

JAR/FAR 25.571 requirements. Damage tolerance is
the attribute of the structure that permits it to retain 3
its required residual strength, without any detrimental
2
structural deformation, for a period of use after the
structure has sustained a given level of fatigue, corro- 1
sion, and accidental or discrete source damage.
In this way, the airframe resilience is calculated with 0
0 5000 10000 15000 20000 25000 30000
statistical combinations of stress relating to different
Altitude (feet)
sets of short mission parameters, as stated above.
Leaving aside the ground load conditions for which
the aircraft mass is the main factor, the in-flight load
conditions are mainly dictated by the pressurisation
loads on the fuselage, by vertical/lateral gusts of wind
Contact
and wing manoeuvers. Any increase in the flight length
Jérémy David at
and/or cruise altitude has direct consequences on jeremy.david@atr.fr
operating fatigue loads and therefore, on both the

7
TRAINING
AND FLIGHT OPS

GREEN-MINDED TEAMS
MAKE PROFITS

Following the publication of the Fuel Saving booklet in 2008 setting guidelines for fuel optimisation,
ATR collected much feedback from operators wanting to be part of fuel economy.
“Theory is one thing but practice is another” some might say. Indeed, at times, operational
constraints may make it appear difficult to accept the concept of fuel saving. What follows is a
revealing testimony from a regional Danish operator, Cimber Sterling, determined to move towards
Fuel Saving and to implement a comprehensive programme to achieve it. Cimber Sterling succeeded
in convincing variously concerned actors (pilots, Air Traffic Control…), and created a dynamics
which turned out to be rewarding from many aspects. We hope this experience will convince more
operators, and create positive synergies within the ATR community.

THE CIMBER Emissions reduction, environmental consciousness,

fuel cost savings and improved revenue are the rea-
historical fuel data for our 20.000 flights per year. We
created a statistics programme to carry out a ”per

STERLING STORY
By Klaus Romme, ATR Chief Pilot and
Morten Pedersen ATR pilot and Fuel sav-
ing manager, Cimber Sterling, Denmark
THE CHALLENGES: FLUCTUATING OIL
PRICES AND GLOBAL WARMING
In 2007 the price of oil soared causing devastating
revenue losses for the aviation industry, already
subjected to extremely competitive conditions,
– a situation likely to recur. All over the world, atten-
tion is drawn to “Global warming”. Whether we feel
concerned or not, we should realise that reducing
carbon dioxide emissions is a worldwide ‘hot’ and
political subject.
sons why Cimber Sterling chose to follow the Fuel same ATR version per same route” analysis. That
Saving path. Reduced fuel costs improve our com- reduced the study data to 14.000 flights, a sufficient
petitive abilities. A green profile improves our image number to establish a sound baseline.
amongst customers, more and more desirous to
reward those organisations which show a responsible
environmental behaviour. 12 IMPROVEMENT ITEMS
FOR FUEL SAVING
THE DETERMINATION TO
The headings we believed would
MOVE TOWARDS FUEL SAVING contribute the most to fuel saving
PRACTICES were introduced first and statistically
Cimber Sterling executes 20.000 regional flights per examined.
year on ATR aircraft. In 2007, the company decided
1. Fuel Saving Manager
to get involved with Fuel Saving actions.
We began with the analysis of our ATR operations 2. Centre of gravity management
in order to establish where and how potential fuel 3. Empty weight
and CO2 emission reductions could be made. The
4. Over fuelling
frequency of short repeats of the three flight phases,
-climb, cruise and descent- led us to believe there was 5. Zero Fuel Mass errors
indeed fuel saving potential there. The outcome was 6. Flight and route planning
a list of 12 factors influencing fuel burn. Calculations
7. Alternate selection
based on estimated savings and statistical flight data
showed a theoretical possibility of saving 7% fuel. 8. Fuel Tankering
That became our goal. We decided to implement the 9. Pilot technique and flight
12 items over 12 months. management
A Fuel Saving Manager was appointed to initiate
and develop our Fuel Saving Programme, with full 10. Drag
corporate support. An early report prepared by IATA 11. Reduced cruise power
on the subject pointed the direction to go in. 12. Reduced flap landing
Our first step was to do with statistics. The fuel burn
already recorded by pilots for every flight gave us the

8
GETTING THE PILOTS INVOLVED
Our next step was to make a description of the 12
items to be implemented in such a way that pilots
could adapt to new procedures and techniques. To
ensure successful implementation we also involved
all our flight instructors in the process. Instructors
assisted during daily operations -flight line checks and
simulator briefings.
Furthermore we appointed 10% of the ATR captains
to perform test flights. Various flight profiles and the
effect of reducing cruise power were tested. We knew
that our flight profiles had to be steeper; the main
challenge was to obtain the approval to make steep
approaches at CPH airport.
CONVINCING AIR TRAFFIC CONTROL
So, we had to convince the ATC that it could be done
in observance of high traffic density and without
flight safety hazards. The major challenge for ATC
was a new operational pattern which would separate
departures from arrivals. Test flight periods were agreed,
with approval to disregard the normal STAR altitude
restrictions. The concept of “green arrival” was born.
During the process of developing flight profiles,
we were lucky to benefit very much from an open
minded and positive Air Traffic Control team in
Denmark, Naviair. Right from the start they par-
The concept of “green
arrival” was born.
ticipated to the project and supported us, making it
possible to test different climb and descent profiles,
despite the very dense traffic in Copenhagen. Naviair
appreciated how Air Traffic Control could influence
fuel saving and carbon dioxide reductions; their
positive stance transformed some of the programme
into a joint venture which we both, and another
airlines benefited from, which we are delighted
with. Today the departure and arrival traffic flows
are much more dynamic and the arrival structure
has been modified with new RNAV arrival points
closer to the airport with higher passing altitudes
allowing steeper approaches. We are now allowed
to perform Continuous Descent Approaches on a
steep profile, whenever traffic permits. It is expected
by pilots and ATC.
A COMBINED AND COLLECTIVE
EFFORT FOR A NEW MINDSET
Implementing the Fuel Saving programme was a
great challenge because it involved several groups of
people, internal and external to the project. Success
was depending on everyone’s willingness to contribute
and adapt. It involved several departments and the key
ability to work across departmental boundaries.
Changing flight profiles, loading procedures, tanker-
ing procedure involves quite a number of employees;
more pilots had to change their flight management
mindset in respect of energy preservation to “Do not
trade off your altitude/energy for nothing”.
One might ask how flight profiles involve cabin
crews. Steep climb out does not allow use of cabin
trolleys and seat belt signs remain switched on for
longer during climb. So whilst a cabin crew has to
delay the initiation of cabin service, the flight profile
must allow enough time to complete cabin service on
a short flight. Cabin crews also have to incorporate
the seating and load distribution data given by cockpit
crews in respect of centre of gravity.
Ground handling personnel had to get used to a
new load distribution into the aft direction, resulting
in increased work load. Fuel suppliers had to face
smaller but more frequent uplifts…
The real challenge was not the comprehension of
the technical and practical implications of the new
procedures; it was the change needed in pilots’
mindsets, from the longstanding habit of not
considering fuel costs as important, to new reflexes
of energy preservation, weight reduction, minimum
block fuel and a preference for low fuel flow usage
rather than high speed. Our focus turned to “setting
the minds” rather than setting new skills. To that end,
having involved instructors and test pilots from the
start was a considerable help.
RECOGNITION AND TRAVELLER
IMPACT
At the same time, we happened to attract atten-
tion from the Danish political world, since we could
prove that the ATR is competitive on domestic routes
in comparison with other transport means such as
trains, cars, buses and boats. The comparison was
not only on comfort, travel time, and price but also
on carbon dioxide emissions. This was a good story,
good enough to go on the daily TV News, precisely
at a time when we were encouraging pilots to feel
responsible for the success of the programme. We
have since received a lot of feedback from passengers
travelling on ATR aircraft.
BUT DID WE ACTUALLY SAVE FUEL?
In 2009, on average over the 12 months period we
saved 5,1% of fuel. The record month was April with
a saving of 8,6%. The worst one was November with
2,7%. In November and December of that year we
encountered adverse weather periods worse than
normal. So the average figure is negatively impacted
by uncommon weather variations. Nonetheless, we
did save fuel every month.
As we introduced the ATR Fuel Saving Programme
we already knew that the ATR aircraft was probably
the most fuel economic turboprop on the market; the
fact that further fuel burn reductions became pos-
sible is great news. An ATR cruises at 550 km/hr in
a straight line over land or sea and connects places
in short times at a very low fuel burn. That is why it is
an unbeatable success.
The ATR aircraft is
probably the most fuel
economic turboprop on
the market.
SHARING OUR EXPERIENCE
Whilst developing our fuel saving concept, we were
pleased to be supported by ATR. Very well organ-
ised and looking for optimum solutions with us, they
combined their practical experience, test flight and
theoretical expertise with ours. We received nothing
but positive, competent and fast returns of information
from ATR when consulting them on fuel saving mat-
ters. We are very grateful for that and look forward to
continuing work on this.
We are keen to share our efficient fuel saving concept
with other ATR Operators, thus increasing the potential
of CO2 emission reductions and contributing to greater
aviation business revenues.
Contact
Anne-Cécile Dieudonné at
anne-cecile.dieudonne@atr.fr
9
 TRAINING
AND FLIGHT OPS

TRAINING:
AHEAD OF THE GAME
Airline managers are The ATR “Flight Crew Training Instructor Guide” An important part of the Instructor Guide is to integrate
(F.C.T.I.G) is a major new publication, produced out the leading-edge concept of “Threat and Error Man-
aware that the training of the resolve to continually enhance the quality of agement” into our training methods. This will become
which their pilots receive Flight Crew Training. it is the fruit of the knowledge of a European regulatory requirement in 3 years’ time,
our experienced Flight Crew Instructors. The aim of however at ATR we prefer to be one step ahead of
today will remain an the guide is to standardise the training methods and the game.
integral part of their objectives throughout the worldwide network of ATR In line with the ATR Training Policy, the Instructor
Instructor and Training Centres. Guide uses consistent vocabulary and phraseology
airline for decades to to facilitate trainee learning and retention.
come. Depending on the The concept of standardisation does not mean that we
favour a “one-size-fits-all” approach to training. On the The Instructor Guide provides for each of the 23 train-
quality of this training,
contrary, the Instructor Guide has been written to allow ing sessions in the Flight Simulator:
it will either exist in the our Instructors the maximum flexibility to do what they 1. Need-to-know technical manual references to
system as a tangible do best – adapt to the needs of clients in their operat- optimise session preparation
ing environment and use the pre-existing knowledge
safety asset or as 2. Explicit training objectives to ensure trainee skill
of their trainees to build and develop new skills.
development builds on previous learning
a concealed threat. 3. Key information on frequently occurring trainee
errors and suggested solutions to enhance Instruc-
tor efficiency
WHAT IS THREAT 4. NEW! Progressive and systematic introduction of
AND ERROR external threats to the flight – such as gusty winds,
thunderstorms or technical problems
MANAGEMENT?
Techniques, procedures and disciplines which
enable flight crew to effectively detect and respond
Our goal with the Flight Crew
to potential or actual flight safety hazards caused by: Training Instructor Guide
is firstly to maintain safe
1. THREATS - Events outside the aircraft (such as
bad weather)
and consistent future pilot
performance, and secondly
2. ERRORS - Events inside the aircraft (such as selecting to ensure the most rapid and
an incorrect radio frequency)
efficient integration possible
of new pilots into our clients’
cockpits.

Contact
Jamie Starr at
jamie.starr@atr.fr

10
 TRAINING
AND FLIGHT OPS

A CLOSER LOOK AT
THE WBM
In any manual, easy DETAILED EVOLUTION:
The format: XML format – The revamped version is Useful reminder! At every scheduled (normal)
referencing and search of based on the XML language to ease data replication or interim (temporary) revision, operators must
relevant information is key and layout coherence between different ATR models. update their manuals to the information given in
the preliminary: - Update and deletions from the
to effective consultation. This is an anticipation of implementing fully digitalised
Shipping note (SNNP/SNTP). Validity per aircraft
documentation.
Divided into well identified from the list of effective pages (LENP/LETP).
The Page numbering – it has been reorganised to
chapters, the Weight and improve readability and ergonomics.
Operators must pay particular attention to the
pages’ validity when updating WBMs which are
Balance Manual (WBM) The Validity – Page 1-00-01 (“IDENTIFICATION”) customised to a given MSN.
provides clear and precise lists the aircraft for which the manual is applicable.
It clearly indicates whether the documentation deals
customised information with the whole fleet or with only one particular aircraft The Weight report and Equipment List
about weight loading/ (e.g. the WBM supplied during aircraft delivery) On delivery, the Weight Report and Equipment List
for the relevant aircraft are inserted in Chapter 2. It
trimming data for passenger The Fleet/aircraft Configuration pages then becomes the operator’s responsibility to regu-
and cargo configurations, The following pages are called “configurations pages” larly weigh the aircraft, as required by governing
since they are fleet or even aircraft specific: regulations.
with full weight reports
1-10-04 – Cargo compartment loading,
and equipment listings. limitations and restrictions We believe you will appreciate the latest WBM version
The manual helps operators 1-40-04 – Passenger seats configuration
for the clearer, easier and faster technical referencing
it affords.
with both their analysis and cabin layout
and the preparation of 1-50-03 & 1-50-04 & 1-50-06 = cabin hat racks,
the aircraft for safer galleys and stowage locations
and max loads MORE
operations. It has been 1-70-03 – Load and trim sheet (passenger) INFORMATION…
established in accordance LOAD AND TRIM SHEETS
4-10-01 – Load and trim sheet (cargo)
with the structural and Other useful precisions for maintenance:
The load and CG control chapter contains the most
important technical information in the WBM (part 1-70-
center of gravity limitations 1-80-07: ground operations; equipment 03). It allows the aircraft centre of gravity to be deter-
demonstrated during the and component removal list. mined for any given flight and for this to be checked
against operational limits. Keeping the aircraft center of
aircraft certification process. 1-20-xx: all fuel datas
gravity inside operational limits guarantees the safety of
1-60-03: door opening sizes, package size
the flight from an aerodynamic point of view.
dimensions for cargo loadings.
To-date, the ATR load and trim sheet has to be filled in
To-date, the yearly scheduled revisions covering all When, in a given fleet, there is more than one aircraft by hand. Soon, ATR will launch an electronic version of
aircraft variants are set on the months shown below. configuration, pages are “lettered” with “A”, “B”… for it, as an additional module to the FOS
April ATR 42-400/500 immediate referencing to the type of aircraft configu- and SPS software for EFB applications.
June ATR 72-200/210
ration and applicability. Their validity is indicated in
FSN (Fleet Serial Number) in the bottom right corner
September ATR 72-212A
of every page. Under a single configuration of fleet
December ATR 42-200/300/320 “ALL” is written in the bottom right corners.
Example: 1-50-04 p 001 A effective for aircraft 1
1-50-04 p 001 B effective for aircraft 2
* WBM: Weight and Balance (Pages A, B and C have differing contents matching
SNNP: Shipping Note for Normal Pages the customisation of cabin layouts) Contact
SNTP: Shipping Note for Temporary pages Pierre Eches at
LENP: List of Effective Normal pages pierre.eches@atr.fr
LETP: List of Effective Temporary pages

11
MATERIAL
ENGINEERING
ENGINEERING
A ND MAINTENANCE
AND MAINTENANCE
MANAGEMENT

ACTIVATING
WARRANTY
INTERACTIONS
Due to the sizeable increase WARRANTY ADMINISTRATION: Warranty claims distribution
Forward fit
in aircraft deliveries that has THE BASICS
Aircraft warranties make up the majority of the claims
occurred since 2005, ATR handled every year (see pie chart on the right). There
Customer Services has set are three types of them: standard, vendor, and service
life policy. The Standard warranty type applies to all
up a dedicated structure for proprietary parts during the early years of operation
warranty claims handling of the new aircraft. Claims should of course be sent to
the Warranty Desk. Vendor warranties are applicable
and for the modernisation
of its process. Spares sales
“The Warranty Spares services & others
Desk works in close
A DEDICATED ORGANISATION relationship with the ATR
Indeed, numbers have increased from 30 aircraft Quality and Engineering WARRANTY REFERENCED IN
TYPES
under warranty in 2005 to no less than 150 in 2010 Departments: this is
(see graph below). to ensure that similar Forward fit Aircraft purchase agreement
Over and above aircraft claims, other warranty claims subjects of claims are
Spares General Terms & Conditions
for spares and services and addressed to ATR are analysed, with the view sales for the Sale of Goods & Services
centralised through the Warranty Desk. The team to taking all corrective
checks the validity for each claim and, depending and preventive actions Spares Specific Terms for the
on the outcome of the required administrative and services Sale of Spares
possible”
technical investigations, notifies the Customer of its
acceptance or refusal. “The Warranty Desk works in Others General Terms & Conditions
close relationship with the ATR Quality and Engineer- for the Sale of Goods & Services
to vendor parts and corresponding claims should be
ing Departments: this is to ensure that similar subjects addressed to the vendors directly, as specified in the
of claims are analysed, with the view to taking all cor- vendor warranty manual. Upon request however, ATR apply. Service Life Policy relates to primary structure, i.e.
rective and preventive actions possible, says Déborah Customer Services may handle them on the Customer’s to all major structural parts (wing, fuselage, empennage
Vintner - Administration Director”. behalf, in which case specific and pre-agreed fees and landing gear main items) and is applied in a digres-
sive mode, proportionate with aircraft age, flight hours
and cycles. Full details are available in the Customer’s
160 aircraft purchase agreement.
Number of aircraft under warranty

140 Spares warranty is granted depending on the type of

the sold part (structural, equipment, component or
120 other) and on its condition at the time of sale by ATR
(new or serviceable). Applicable conditions are avail-
100 able in the ATR General Terms and Conditions for the
80 Sale of Goods and Services.
As far as spares services are concerned (meaning
60 repairs or standard exchanges), the applicable war-
ranty also depends on the type of the part involved.
40 Applicable conditions are available in the ATR Specific
Terms and Conditions for the Sale of Spares Services.
20

0
2005 2006-2007 2008 2009 2010
Growth pattern over the last five years
12
 WARRANTY HOME PAGE
Warranty Claim templates are available in the War-
ranty Booklet, which is a brochure to guide Customers
through the warranty claim process. These forms are
also available on ATRactive. For convenience, they
can be completed and sent online (https://www.
atractive.com / Material Management / Warranty
Administration).
The Warranty Administration menu, avail-
Ask ATR func able in the Material Management tab pro-
tions
vides useful information on warranty scope
and process:
– On-line Warranty Request Management via
Ask ATR:
Available for any needed assistance, with pre-filled
fields for added customer convenience.
– Access and expedite:
Via links for the completion of the appropriate warranty
claims forms. Transfer of the completed form to the
Warranty Desk is immediate.
– Monitor your claims:
Access to w All claims are stored in the warranty claim
claim forms arranty library. Consult, upload and export forms
in Excel format.
– Documentation:
Operators will find dedicated documents related
to warranty information:
ATR Customer Warranty Booklet
Vendor Warranty Manual

YOUR FEEDBACK CAN HELP US

MAKE IT BETTER STILL
As part of the on-going improvement proc-
ess, ATRactive will be the preferred vector
for warranty status and general reporting.
The interactive warranty claim forms will be
enhanced. In this respect, all Customers
are welcome to send in their comments
and suggestions on this project and more
generally on the warranty process.

Contact
Déborah Vintner at
deborah.vintner@atr.fr

13
ENHANCED
SERVICES

TO KNOW HOW TO,

JUST “ASK ATR”ACTIVE

Today, your ATRactive portal

is organised along five
airline business communities
to accurately reflect your
needs and enable you to
stay focused on the actual
information or action you
require.

“Ask ATR” is one of the key functions of ATRactive,

your ATR-smart personal assistant since April 2010.
It allows users to make comprehensive requests fast,
for prompt and accurate responses and without first
having to query precisely to whom and where to send Main topic headings:
questions. Material Management,
This query management application is remarkable for Engineering & Maintenance,
its speed of use and its user-friendliness. Training and Flight Ops, etc.
– Access Insert documents
“Ask ATR” is available from anywhere in the portal, to complete the
located on the right handside of all portal pages. request
– Intelligence
So far, over 10 major fields of information covering well is being sent to! It is routed to the best destination To-date, ATRactive offers a sophisticated single access
over thirty themes have been activated (e.g. Material in an efficient and fully automated way. This high point for all types of requests through its “Ask ATR”
Management > Warranty Administration). “Ask ATR” interactivity is invisible to you, until you see how fast function. Do test it, it could well become your favour-
is, of course, a dynamic feature. Therefore, although and proficient the responses are. ite tool.
most issues are already being covered to-date, the
resources of the application are deemed to expand.

– Assistance ATR E-SPARES EVOLUTION

Asking a question is made very easy: click once on
There has been a real upsurge of orders placed through e-spares. So far, e-Spares has had ten diverse
“Ask ATR”, select the relevant topic, use plain airline
software evolutions, such as time optimisation and simplified navigation;
language and don’t bother about where the question
Cart duplication, to create a new cart from previous ones. This works like templates do in saving time.

Upload an order, to prepare a shopping cart by extraction from a datafile, using the airlines’s MISs (Main-
tenance Information Systems) and ATR preset “client-e-spares” parameters. This can save considerable
time during data input.

Label cart automatically, to ease referencing when recording cart transactions. The automatically
generated reference number may be by-passed by users wishing to use their own.
Contact
Marc Bourret at Screen visuals to optimise viewing ergonomics and limit the need to scroll horizontally.
marc.bourret@atr.fr

14
 UP AND COMING
ATR EVENTS

THE 11TH WORLDWIDE

OPERATORS CONFERENCE
COMING SOON!
This year, our 11th
“worldwide” ATR Operators
Conference will take place
in DisneyLand Paris for
three days, from the 19th to
22 October inclusive.
This major “rendez-vous” is an ideal forum for all
member of the ATR Community (Operators, Ven-
dors and ATR teams), to share views, experience
and comprehensive discussions on the subject of
ATR operations. There will be news and updated
services information, all in a very participative
manner for the most productive results.
Customer feedback is invaluable to all. From that
feedback and for the first time, ATR will hold an award
presentation for the “Best Vendor”.
A detailed conference diary, registration form and all
other useful information for attendees will shortly be
published on our customer services portal: https://.
www.atractive.com
We very much look forward to welcoming you all in
Paris this October.

pport
1) Technical su
issu es
2) Spares
performance
3) Flight OPS
initiatives
4) Warranties
es
5) New servic

Contact
Corrado Nardella at
corrado.nardella@atr.fr

15