ATR Commits to Hybrid Regional Airliner Decision In 2029

ATR has given itself until the end of the decade to determine whether to proceed with plans to bring a hybrid-electric regional aircraft to market. At the European airframer’s annual results press conference on February 18, CEO Nathalie Tarnaud Laude told reporters that the learnings from the research and technology work it is doing as part of European Union (EU)-backed Clean Aviation projects will support the decision-making process for its Evo feasibility study.

Since September 2025, ATR has taken the lead in a pair of EU Clean Aviation Joint Undertaking programs intended to support service entry for a next generation regional airliner in 2035 that will deliver at least a 30% reduction in carbon dioxide emissions. Along with two other programs that are part of the Ultra-Efficient Regional Aircraft initiative, the work is backed by €140 million ($165 million) in state-funding and a further €200 million from industry partners.

The Hybrid-Electric Regional Aircraft Concept for Low Emissions (HERACLES) project is focused on development of propulsion technology, high-performance batteries, an improved thermal engine that can run on 100% sustainable aviation fuel, advanced propellers and optimized aerodynamics and a more-electric architecture. Aerospace groups including Airbus, Leonardo, Safran, Pratt & Whitney, Collins Aerospace, Ratier-Figeac, and CIRA are contributing to his work.

The Demonstrator of an Electrified Modern Efficient Transport Regional Aircraft (DEMETRA) project will use an ATR aircraft as a flying testbed to validate the integration of hybrid-electric propulsion, electrical and thermal system performance, high-energy-density batteries, ground and flight testing procedures, and the certification process. The partners supporting work towards test flights in 2029 include Airbus, Collins Aerospace UK, DNW, Leonardo, Liebherr Aerospace, Pratt & Whitney, Ratier-Figeac, Safran Electrical & Power, Saft, and Thales Avionics.

“Clean Aviation offers us the perfect platform to work hand-in-hand with strategic partners on maturing the technologies that will be essential for our future Evo concept,” Tarnaud Laude said. “These projects are already informing the Evo feasibility study, and they play a critical role in ensuring that our next-generation aircraft continues to delivery the right combination of sustainability, economics and versatility that regional operators expect from ATR.”

Deliveries Drop

In 2025, ATR delivered 32 of its current twin turboprop aircraft, which was three fewer than in 2024 and below the company’s target. Tarnaud Laude described last year as a period of transition in production terms, saying ATR expects to be able to ramp-up output rates based on further progress in resolving ongoing supply chain issues. The company aims to boost deliveries by 20% this year and achieve a rate of 60 by 2030.

“Tangible measures include improvements in final assembly line flow, reopening of stations, a steady decline in part shortage now down to one-third of early-2025 levels, alongside a close collaboration with our suppliers to get the end-to-end industrial system ready for ramp-up, targeting a 20% increase in deliveries this year compared to 2025,” said Marion Smeyers, ATR’s senior vice president for operations and procurement.”

Last year, ATR took orders for 60 new aircraft from nine customers, including Air Algérie and Uni Air, which have committed to 16 and 19 ATR 72-600s, respectively. Net orders reached 50 aircraft, taking the company’s backlog to160 units. Total revenues for 2025 reached $1.2 billion, of which $538 million came from customer support and services.