ATR ATR 42-600S
0 parts applicable to this airframe — turboprop
No parts found.
Utilization & cargo trend(US carriers, 2015–2025)
ATR family rollup — BTS T-100, domestic + international
US carriers only (BTS T-100, domestic + international segments) — foreign-carrier flying is excluded, so global utilization runs higher. Fleet size is reconstructed from the FAA registry (built on or before each year, not yet deregistered) — an approximation. Freighter share counts departures with zero passengers and freight aboard — a proxy for freighter/combi operations, not a tail-by-tail conversion count. Missing years render as gaps.
USM supply — retirements & teardowns(2023–2026)
ATR family — FAA registry deregistrations
FAA registry data. Domestic deregistration is a teardown proxy — it also captures re-registrations and some unflagged exports, so it is not a confirmed part-out count; exported aircraft left the US fleet intact and are not USM supply. ATA shares reflect where this directory's parts for the family concentrate (parts in parentheses) — a coverage signal, not the aircraft's bill of materials or a teardown-yield forecast.
Engine-program supply pressure(since 2023)
FAA registry — US-registered fleet
Engines account for roughly half of all MRO spend, so engine programs shedding aircraft are where retirement supply carries the most value.
| Engine model | Active tails | Engine units | Retired since ’23 | Exported | Avg age at dereg |
|---|---|---|---|---|---|
| P&W CANADA PW120 | 17 | 34 | 4 | 3 | 31.8 yr |
| P&W CANADA PW121 | 14 | 28 | 4 | 6 | 33 yr |
| P&W CANADA PW127M | 19 | 38 | 1 | 6 | 12.9 yr |
| P&W CANADA PW127E | 1 | 2 | 1 | 1 | 19 yr |
| P & W 127 | 3 | 6 | 0 | 0 | — |
| P&W CANADA PW124 | 2 | 4 | 0 | 0 | — |
| P&W CANADA PW127F | 2 | 4 | 0 | 2 | 18.5 yr |
FAA registry data, US-registered aircraft only. Counts reflect the engine model as registered — generic “series” rows coexist with thrust-variant rows, so per-variant figures are partial. Retired = domestic deregistrations (a teardown proxy, not a confirmed part-out); exported aircraft left the US fleet intact. Active tails span every family the engine flies on, not just this one.
Maintenance economics(US carriers, through 2025)
ATR family — BTS Form 41 filings
BTS Form 41 data (Schedule P-5.2 maintenance expense over T-2 block hours), Group III US carriers only — filers above $1B annual revenue; smaller US operators, Part 135, and all non-US carriers are not in this data. Dollars are accrual-basis from regulatory filings (reserves and depreciation included), so they benchmark fleet economics and do not track to individual repair events. Averages are block-hour- weighted across every reporting carrier; the range spans per-carrier rates after excluding marginal reporting slices, and small carrier counts are noisy.
Airworthiness Directive activity
FAA / EASA public regulatory data
- EASA AD 2025-0103effective May 19, 2025Mixed actions
EASA Safety Publications Tool
- EASA AD 2025-0087effective Apr 30, 2025Mixed actions
EASA Safety Publications Tool
- EASA AD 2025-0080effective Apr 25, 2025Mixed actions
EASA Safety Publications Tool
- EASA AD 2025-0045effective Mar 5, 2025Mixed actions
EASA Safety Publications Tool
- EASA AD 2025-0044effective Mar 5, 2025Mixed actions
EASA Safety Publications Tool
Directives linked to this airframe family in the FAA / EASA regulatory corpus we have processed — not a complete historical AD list. An AD is a compliance requirement that drives scheduled work (inspections, replacements, modifications) across the fleet; inspection directives are not replacement directives, and none of this is a prediction that any part will fail.