Review: Volume 42 - Family History

Review: Volume 42 - Family History

Family history is only one part of your personal heritage - there's more to your background than who your ancestors were. This differs from most books on the market as it places this process on an equal footing with the social history that surrounds each generation, as much as the technical know-how on which records to examine, and where. This book takes you on a unique journey back in time, examining the houses, streets, communities and ways of life that shaped the world around us, and in particular the precise circumstances that made us who we are today. Furthermore, this book will not just explain how and where to undertake this personal detective process - it shows you how to organise and shape your findings, and create your own personal archive using the latest technology and online resources, and how to add your store of knowledge to the emerging social networks that allow us to create a People's Archive and tell the forgotten story of the past that never makes it into the textbooks.

This Wiki has a page with instructions and tips for earning the Genealogy honor.

A primary source (also called original source) is a document, recording or other source of information (paper, picture. etc.) that was created at the time being studied, by an authoritative source, usually one with direct personal knowledge of the events being described. It serves as an original source of information about the topic. Primary sources are distinguished from secondary sources, which often cite, comment on, or build upon primary sources.

  • Birth, Marriage, and Death certificates
  • Family Bibles (if recorded by someone witnessing the event shortly after it occurred.
  • Letters describing the events as they are taking place by a person involved.

A secondary source is a document or recording that relates or discusses information originally presented elsewhere. A secondary source contrasts with a primary source, which is an original source of the information being discussed. Secondary sources involve generalization, analysis, synthesis, interpretation, or evaluation of the original information. Primary and secondary are relative terms, and some sources may be classified as primary or secondary, depending on how it is used.

  • History books
  • Encyclopedias
  • Letters written well after the event
  • Oral histories as told by someone without first-hand knowledge of the event.

Joseph Edward Brockinton - Accession 715 #1

Family History - Brockinton Family and William Willis Boddie

Accession 715 #1

Joseph Edward Brockinton (1853-1900) His American Paternal Line and His Descendants to 1927 by William Willis Boddie relates some of the family history and genealogy of the Brockinton Family of Williamsburg County, S.C. from 1725 to 1927. In addition to the Brockinton family, some other surnames mentioned are Drew, Fowler, Scott, Davis, Bradford, Kennedy, Epps, and Harvey. Please see the attached "Joseph Edward Brockinton Line in Williamsburg County, South Carolina"

Family Lives: Aspects of Life and Death in Ancient Families. Acta hyperborea, 15

The book Family Lives: Aspects of Life and Death in Ancient Families is the joint effort of a group of scholars from Nordic countries and originated with the seminar Families in the Ancient World, organised by the Danish Research Network Collegium Hyperboreum in 2015. The contributions to this volume are mostly related to the family: there are various discussions about the status of individuals within their family groups, personal relationships among family members, and family participation in religious and funerary rituals. Although the use of terms such as ‘ancient world’ or ‘ancient families’ suggests a broad cultural focus, it is clear from the contributions that the scope of the book is very much the Greco-Roman world, with a majority of papers on classical Greece and early imperial Rome. The fourteen contributions are divided into sections “according to their geographical and cultural adherence:” there are two long sections on ‘Greece’ and ‘Etruria and Rome’ respectively, and two shorter sections entitled ‘Beyond Rome’ and ‘Forum.’ The subdivision of the first three sections allows the editors to group together papers on very different themes, such as family economy, domestic religion, social status, age and gender, within the same geographical and cultural areas. A subdivision that is both geographical and cultural may not look entirely convincing for areas such as Etruria, which could be geographically and culturally paired with Rome but has strong links with Greek culture as well. Also, the section ‘Beyond Rome’ for papers on Palmyra and Greco-Roman Egypt works only if the title is intended in a geographical sense, but putting them together as a cultural grouping might suggest a Rome-centric bias. Finally, the section entitled ‘Forum’ presents two contributions on the collections of the Ny Carlsberg Glyptotek, Copenhagen that are not related to the family in the ancient world.

The introduction clearly explains the scope and limits of the book and summarises each contribution in detail, which is extremely helpful for the reader. However, more could have been done in this first chapter to introduce and discuss the themes of the book, particularly considering the absence of conclusive remarks at the end of the book. Readers might wonder which common themes brought this particular group of authors together in the first place, and which conclusions were reached at the seminar in 2015. In particular, the reader looks in vain for a definition of ‘family:’ what do the different authors mean by ‘family?’ How can one compare Greek, Etruscan, Roman, Syrian and Egyptian families? Indeed, several common ‘big themes’ could have been emphasised. For instance, the social and religious role of funerary attendants is discussed in the contribution on Greek prosthesis by Birgitta Leppänen Sjöberg and in the paper on Etruscan funerary reliefs by Liv Carøe. At least two contributions examine the status of respectable Roman women and its representation in literature and iconography. Erika Lindgren Liljenstolpe describes Roman women’s amateur musical skills as an example of respectable activity celebrated by fathers and husbands, while Bjare Purup notices that representations of young women on Romano-Egyptian mummy portraits were more frequent than those of other gender and age groupings. Other contributions focus on the status of men in relation to their family. Contributions on ancient Greek, Etruscan, and Syrian households observe the dynamics of male-dominated family hierarchies. Particularly interesting is Niels Bargfeldt’s discussion of how Roman navy soldiers maintained a relationship with distant family members. Lisa Hagelin moves away from family relationships to discuss the status of Roman men in more ideal terms: masculine virtus was related to social status and not just wealth, and therefore it was only achievable by freeborn men.

Besides discussing many common themes, the authors of another group of excellent contributions also use similar terminology in slightly different ways, and it is not clear whether they would agree with each other. In the section on ‘Greece,’ for instance, Jens Krasilnikoff defines the Athenian oikos as a working community primarily engaged with agriculture, while Synnøve des Bouvrie presents the Greek oikos in a more ‘traditional’ way as the family household. Also, it would be interesting to know why the introduction chooses to translate the word oikos into domus.

One fine quality of this book is the authors’ multidisciplinary approach to the topic of ancient family. Despite their common provenance from Nordic institutions, this group of archaeologists, classicists and historians uses varying sources and methodologies to demonstrate their arguments with interesting and refreshing results. The papers that deal with issues related to age and gender build on theoretical scholarship, and their authors make the effort to consider all relevant studies without losing sight of their own arguments. The papers concerned with material culture and iconography are based on a well-defined body of evidence: when the focus is on a small number of objects, the studies combine in-depth analysis of the specific materials with broader comparisons when the body of evidence is larger, the studies use well-presented statistical data and tables. Only a few papers are either too descriptive or push their arguments beyond credibility based on the available evidence. However, despite the variable quality of the arguments, all the contributions are clearly written and present the materials in an original fashion.

The format of this edited book is more thematically homogeneous than a collection of conference proceedings, but its lack of thematic sections means that it is not (and does not intend to be) a companion, so readers should really not expect it to fulfill the same functions as Beryl Rawson’s A Companion to Families in the Greek and Roman Worlds, Wiley-Blackwell 2010. The contributions all focus on various aspects, more or less loosely related, to the central theme of family, and this is the reason why the editors chose the subtitle Aspects of Life and Death in Ancient Families. One of the greatest advantages of this choice is that the authors were not asked to adapt their interests to a common theme and were allowed to write extensive (often up to 30 pages long) original contributions based on their current research. The result is that many contributions have the same quality as a good journal article, and some are even of ground-breaking importance. Some of the best works are from early career researchers, and the visibility afforded by this book will no doubt benefit their future careers.

The appearance of the book is very good overall, although a few photos are not of acceptable quality, and some of the captions should have been justified. More importantly though, none of the contributions presents any formal or factual errors. Even when arguments are brought slightly too far for the evidence available, no statements are blatantly wrong. The proof-reading and proof-editing were extremely rigorous: although the contributions were all written by non-native speakers, the English was excellent and I could not find any typos.

This book brings new excellent contributions to the study of the family in the ancient world and should be welcomed as an important updateto this field. While the absence of an in-depth critical discussion of the book’s topics is notable, the significant themes nevertheless emerge clearly from the contributions. Also, most readers will probably ‘cherry-pick’ the contributions according to their research interests, so they will not pay much attention to this aspect. I have no doubt that these studies will be inspiring and thought-provoking for many.

Jens Krasilnikoff, The farming Oikos as place: reflections on economy, social interaction and gender in Classical Attica.
Synnøve des Bouvrie, Family disaster on stage: polis orchestration of Greek tragedy.
Sanne Hoffmann, Terracotta figurines as votive offerings for both the individual and the family.
Birgitta Leppänen Sjöberg, The prothesis: a ritualized construction of everyday social space in Ancient Greek society.
Anna Sofie S. Ahlén, Children in Etruscan funeral iconography: representations of families on urns, sarcophagi and in wall paintings.
Liv Carøe, Human or divine?: a new interpretation of a female image on the lid of Velthur Partunu’s sarcophagus.
Niels Bargfeldt, Almost invisible: the familes of the marines stationed in Rome.
Lisa Hagelin, Roman freedmen and virtus: constructing masculinity in the public sphere.
Erika Lindgren Liljenstolpe, Women’s music-making in the Roman family context: an expression of social status.
Sanna Joska, Defining social power through family: the iconography of imperial siblinghood in 2nd century Rome.
Rubina Raja, Family matters: family constellations in Palmyrene funerary sculpture.
Bjare B. Purup, A social approach to the sex and age distribution in mummy portraits.
Christina Hildebrandt, A Roman man’s best friend: an exploration of the meaning of a small dog on a funerary monument in the Ny Carlsberg Glyptotek, Copenhagen.
Amalie Skovmøller, Painting Roman portraits: colour-coding social and cultural identities.

The pathophysiology and treatment of glaucoma: a review

Importance: Glaucoma is a worldwide leading cause of irreversible vision loss. Because it may be asymptomatic until a relatively late stage, diagnosis is frequently delayed. A general understanding of the disease pathophysiology, diagnosis, and treatment may assist primary care physicians in referring high-risk patients for comprehensive ophthalmologic examination and in more actively participating in the care of patients affected by this condition.

Objective: To describe current evidence regarding the pathophysiology and treatment of open-angle glaucoma and angle-closure glaucoma.

Evidence review: A literature search was conducted using MEDLINE, the Cochrane Library, and manuscript references for studies published in English between January 2000 and September 2013 on the topics open-angle glaucoma and angle-closure glaucoma. From the 4334 abstracts screened, 210 articles were selected that contained information on pathophysiology and treatment with relevance to primary care physicians.

Findings: The glaucomas are a group of progressive optic neuropathies characterized by degeneration of retinal ganglion cells and resulting changes in the optic nerve head. Loss of ganglion cells is related to the level of intraocular pressure, but other factors may also play a role. Reduction of intraocular pressure is the only proven method to treat the disease. Although treatment is usually initiated with ocular hypotensive drops, laser trabeculoplasty and surgery may also be used to slow disease progression.

Conclusions and relevance: Primary care physicians can play an important role in the diagnosis of glaucoma by referring patients with positive family history or with suspicious optic nerve head findings for complete ophthalmologic examination. They can improve treatment outcomes by reinforcing the importance of medication adherence and persistence and by recognizing adverse reactions from glaucoma medications and surgeries.

Conflict of interest statement

Conflict of Interest Disclosures: All authors have completed and submitted the ICMJE Form for Disclosure of Potential Conflicts of Interest. Dr Weinreb reported that he has worked as a consultant for Alcon, Allergan, Anakem, Aquesys, Bausch and Lomb, Carl Zeiss Meditec, Quark, Sensimed, Solx, Topcon and has received research support from National Eye Institute, Nidek, Genentech, Quark, and Topcon. Dr Aung reported that he has worked as a consultant for Alcon, Allergan, Bausch and Lomb, MSD, and Quark has received research support from Alcon, Allergan, Aquesys, Carl Zeiss Meditec, Ellex, and Ocular Therapeutics and has received lecture fees from Alcon, Allergan, Carl Zeiss Meditec, Ellex, Pfizer, and Santen. Dr Medeiros reported that he has received research support from the National Eye Institute, Alcon, Allergan, Merck, Carl-Zeiss Meditec, Heidelberg Engineering, Sensimed, and Reichert.

Key:1.“+” preceding a child’s name indicates the child has their own paragraph in the next generation.
2.“born xxxx” indicates the child is under 18 years of age and the birth date is known but withheld.

T his family history features Samuel Alburtis and 12 of his descendants down to the fourth generation.

1. Samuel Alburtis, 1 born ____ (parents not determined). Samuel married Elizabeth Vandervoort 1 (born ____, parents not determined).

+2i. Elizabeth Albertus, born 1727 in Newtown, Long Island, New York died 29 April 1770 in Newtown, Long Island, New York. Married John Furman.

2. Elizabeth Albertus 2 (Samuel 1 ), born 1727 in Newtown, Long Island, New York 1 died 29 April 1770 in Newtown, Long Island, New York. 1 Elizabeth married, 31 December 1746 in Presbyterian Church, Newtown, Long Island, New York, John Furman 1, 2 (born 15 June 1715 in Newtown, Long Island, New York, the son of Gabriel Furman and Abigail Howard 1, 2 John died 22 September 1773 in Newtown, Long Island, New York 1 ).

+3i. Samuel Furman, born 2 March 1753 in Newtown, Long Island, New York died 26 August 1830 in Burnt Hills, Saratoga County, New York. Married Elizabeth Gazlay.

3. Samuel Furman 3 (Elizabeth, 2 Samuel 1 ), born 2 March 1753 in Newtown, Long Island, New York 1, 2, 3 died 26 August 1830 in Burnt Hills, Saratoga County, New York. 2, 4 Samuel married, 1 January 1785 in Hyde Park, Dutchess County, New York, Elizabeth Gazlay 2, 3, 5 (born 9 February 1763, the daughter of John Gazlay and Anna Ward 1, 5 Elizabeth died 1 June 1847 in Ballston Spa, Saratoga County, New York 2, 6 ). Samuel and Elizabeth are buried in Burnt Hills Baptist Church (Hillside) Cemetery, Burnt Hills, Saratoga County, New York. 4 , 6

Samuel’s name is listed under several regiments in the Revolutionary War, serving as a private. He also served in the War of 1812, narrowly escaping drowning by breaking through the ice while carrying dispatches across Lake Champlain. 3, 7

The New Press

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This three-bedroom, one-bathroom Queen Anne Victorian in Narragansett, Rhode Island sits on a corner lot, steps from the beach. It is in poor condition with rot, deterioration, and structural damage. The design will replicate the exterior architectural details, such as the curved shingles and the “rising sun” patterned clapboards, as well as improve the foundation and footings, fix and expand the deteriorating porch, and replace the rotting roof.

In this special four-part series from This Old House, we take a look at the designs, craftspeople, and manufacturers that go into our builds.


During the 1960s and 1970s, European aircraft manufacturers had, for the most part, undergone considerable corporate restructuring, including mergers and consolidations, as well as moved towards collaborative multinational programmes, such as the newly launched Airbus A300. In line with this trend towards intra-European co-operation, French aerospace company Aérospatiale and Italian aviation conglomerate Aeritalia commenced discussions on the topic of working together to develop an all-new regional airliner. Prior to this, both companies had been independently conducting studies for their own aircraft concepts, the AS 35 design in the case of Aerospatiale and the AIT 230 for Aeritalia, to conform with demand within this sector of the market as early as 1978. [2]

Initial development Edit

On 4 November 1981, a formal co-operation agreement was signed by Aeritalia chairman Renato Bonifacio and Aerospatiale chairman Jacques Mitterrand in Paris. This agreement signaled not only the merger of their efforts, but also of their separate concept designs together into a single complete aircraft design for the purpose of pursuing its development and manufacture as a collaborative joint venture. [2] The consortium then targeted a similar unit cost, but a 950 lb (430 kg) fuel consumption over a 200 nmi (370 km) sector, nearly half the 1,750 lb (790 kg) required by its 40-50 seat competitors, the British Aerospace HS.748 and Fokker F.27, and planned a 58-seat ATR XX stretch. [3]

This agreement served not only as the basis and origins of the ATR company, but also as the effective launch point of what would become the fledgling firm's first aircraft, which was designated as the ATR 42. By 1983, ATR's customer services division has been set up, readying infrastructure worldwide to provide support for ATR's upcoming aircraft to any customer regardless of location. [2] On 16 August 1984, the first ATR 42 conducted its maiden flight from Toulouse Airport, France. [2] During September 1985, both the French Directorate General for Civil Aviation (DGCA) and the Italian Italian Civil Aviation Authority awarded type certification for the type, clearing it to commence operational service.

Introduction Edit

On 3 December 1985, the first production aircraft, designated as the ATR 42-300, was delivered to French launch customer Air Littoral the first revenue service was performed later that same month. [4] During January 1986, already confident of the ATR 42's success and of the demand for an enlarged version of the aircraft, ATR announced that the launch of a programme to develop such an aircraft, which was designated as the ATR 72 to reflect its increased passenger capacity. [2]

By the end of 1986, the ATR 42 had accumulated a sizable backlog of orders, which in turn led to a ramping up of the type's rate of production. [4] During August 1988, ATR's marketing efforts in the lucrative North American market resulted in the securing of a large order of 50 ATR-300s from US operator Texas Air Corporation that same year, another American regional carrier, Trans World Express, received the 100th production aircraft. [4] On 1 July 1989, ATR opened their new global training centre for the type in Toulouse, which provided centralised and modern facilities for the training to airline staff and other personnel across the world. During June 1999, the ATR global training center became one of the first European institutions to be recognised as a Type Rating Training Organization, as defined by the Joint Aviation Authorities. [2]

During September 1989, ATR announced it had achieved its original target of 400 sales of the ATR. [4] That same year, deliveries of the enlarged ATR 72 commenced shortly thereafter, both types commonly were ordered together. [2] Since the smaller ATR 42 is assembled on the same production line as the ATR 72, along with sharing the majority of subsystems, components, and manufacturing techniques, the two types support each other to remain in production. This factor may have been crucial, as by 2015, the ATR 42 was the only 50-seat regional aircraft that was still being manufactured. [5] [6]

ATR 42-320 Edit

To maintain a technological edge on the highly competitive market for regional airliners during the 1990s, several modifications and improved versions of the ATR 42 were progressively introduced. The initial ATR 42-300 model remained in production until 1996, while the first upgraded (and broadly similar) model, designated as the 'ATR 42-320, was also produced until 1996. The -320 variant principally differed in that it was powered by a pair of the more-powerful PW121 engines, giving it improved performance over the 300. Another variant, the ATR 42-300QC, was a dedicated quick-change (convertible) freight/passenger version of the standard -300 series. [7] [4]

ATR 42-500 Edit

The next major production version was the ATR 42-500 series, the development of which having been originally announced on 14 June 1993. [4] Performing its maiden flight on 16 September 1994, and awarded certification by the British Civil Aviation Authority and France's DGCA during July 1995 [4] the -500 model was an upgraded aircraft, equipped with new PW127 engines, new six-bladed propellers, improved hot and high performance, increased weight capacity, and an improved passenger cabin. On 31 October 1995, the first ATR 42-500 was delivered to Italian operator Air Dolomiti on 19 January 1996, the first revenue service to be performed by the type was conducted. [2] On 19 November 2000, 120 min ETOPS were approved. [8]

In addition to new aircraft models, various organisational changes were also implemented. On 10 July 1998, ATR launched its new asset management department. [4] In June 2001, EADS and Alenia Aeronautica, ATR's parent companies, decided to reinforce their partnership, regrouping all industrial activities related to regional airliners underneath the ATR consortium. [2] On 3 October 2003, ATR became one of the first aircraft manufacturers to be certified under ISO 9001-2000 and EN/AS/JISQ 9100, the worldwide quality standard for the aeronautics industry. During July 2004, ATR and Brazilian aircraft manufacturer Embraer announced a cooperation agreement on the AEROChain Portal for the purpose of delivering improved customer service. [2] During April 2009, ATR announces the launch of its 'Door-2-Door' service as a new option in its comprehensive customer-services range. [2]

ATR 42-600 Edit

The current production version is the ATR 42-600 series. On 2 October 2007, ATR CEO Stéphane Mayer announced the launch of the -600 series aircraft the ATR 42-600 and ATR 72-600 featured various improvements to increase efficiency, dispatch reliability, and lower fuel burn and operating costs. While broadly similar to the earlier -500 model, differences include the adoption of improved PW127M engines, a new glass cockpit, and a variety of other minor improvements. Using the test registration F-WWLY, the prototype ATR 42-600 first flew on 4 March 2010. [9] [10] The first aircraft was delivered to Tanzanian airline Precision Air in November 2012. [11]

As a consequence of strong demand for the -600 series, ATR decided to invest in the establishment of a second, more modern final-assembly line and acquisition of more hangar space at their Toulouse site, along with a new large completion and delivery area overall, the manufacturing operation expanded to four times the footprint that it had in 2005. [5] Speaking in October 2015, ATR CEO Patrick de Castelbajac stated that the firm was set to produce in excess of 90 aircraft that year, and that the new manufacturing facilities could support a production rate of up to 120 per year. At the time, the company had a backlog of orders for 300 aircraft, sufficient for three years' of production. [5] During 2017, a new in-house financing and leasing division was established by ATR to offer customers a greater degree of support and expand the company's range of services. [6]

Considerable emphasis has been placed upon the continuous development of ATR's aircraft models. [6] Additionally, during the mid-2010s, reports emerged that the development of a further stretched 90-seat ATR model was under consideration as well allegedly, shareholder Airbus was relatively unenthusiastic on proceeding with such a development, while ATR CEO Fabrice Brégier favoured a focus on resolving manufacturing issues. [5] [12]

42-600S STOL Edit

During the late 2010s, ATR conducted a feasibility study into developing the ATR 42's short takeoff and landing (STOL) capabilities, potentially enabling the type to make using of runways as short as 800 m (2,625 ft) via the adoption of enhanced brakes and a drastically modified tail unit the company viewed this measure as expanding the aircraft's potential and opening new sales possibilities. [6] It could introduce a steep approach capability and operating costs that compare to 30-seaters. [6]

STOL improvements should be launched in 2019 to reduce landing distance from 1,100 to 800 m (3,600 to 2,600 ft). [13] Existing control surfaces would be re-engineered with takeoff flaps extended to 25°, and both spoilers deploying at landing and not only for inflight turns, adding an autobrake system, while the rudder's tab and upper section are modified to increase their maximum deflection to counter an engine failure, lowering the minimum control speed. [14]

ATR estimates a market for STOL 20–42 seaters of 800 over 30 years, to serve islands and deliver cargo to short runways. The ATR 42-600S empty weight will be reduced with lighter seats and galley fittings. [15] The variant was officially announced at the June 2019 Paris Air Show. Irish lessor Elix Aviation Capital will be the launch customer, taking 10 aircraft from 2022 to 2024 commitments from Air Tahiti and another undisclosed customer bring the total order book to 17. [16]

On 9 October 2019, ATR launched the ATR 42-600S at the European Regions Airline Association General Assembly, with 20 commitments including from Elix Aviation Capital (10 aircraft) and Air Tahiti (two aircraft). Capable of operating from 800 m (2,600 ft) runways with up to 42 passengers, certification is expected for the second half of 2022 before first delivery. The ATR 42-600S can access close to 500 airports with an 800–1,000 m (2,600–3,300 ft) runway, expanding its addressable market by 25%. [17]

The ATR 42 is a straight high-wing airliner with twin turboprops and a T-tail, certified in the transport category, and powered by Pratt & Whitney Canada PW120s. It has deicing boots to fly in icing conditions and a retractable landing gear in fairings under the fuselage, with wheel sides visible in flight. It has no Auxiliary Power Unit (APU), but can still be autonomous in ground operations, as it has a propeller brake on the starboard engine, allowing to keep the engine running to provide power on ground.

It has a pressurized cabin with a circular cross-section, with a 2.57 m (8 ft 5 in) inside width for four-abreast seating, allowing 48 seats at a 30 in (760 mm) seat pitch. It has a 54.5 m 2 (587 sq ft) wing area and a 24.57 m (80.6 ft) wing span, for a 11.1 wing aspect ratio. It has a 18,600 kg (41,000 lb) MTOW, for a 341 kg/m 2 (70 lb/sq ft) wing loading. It can reach a cruise speed of 300 kt (556 km/h) true air speed, with a fuel flow of 811 kg/h (1,788 lb/h): [18] a fuel economy of 1.46 kg/km (5.96 lb/nmi) or 3.8 L/100 km (62 mpg‑US) per seat with 48 seats and a jet fuel density of 0.8.

On 21 August 1990, US airline American Eagle placed a large order for ATRs, composed of 41 ATR 42s and 59 ATR 72s, further consolidating ATR's position in North America. [2] On 5 September 1997, American Eagle took delivery of the 500th ATR to be built. On 5 June 1998, Tarom, the national carrier of Romania, accepted delivery of its first two ATR 42-500s, of a batch of seven aircraft ordered a year earlier. [2] On 28 June 1998, ATR gained a foothold in the Cuban market following an order from airline Cubana de Aviacion for the ATR 42. [2] During 2000, the combined global ATR fleet attained its 10,000,000th flight, during which a cumulative distance around 4 billion km (2.5 billion statute miles) had been traversed, and around 450 million passengers had flown onboard ATR-built aircraft. [4] In 2007, a new record was set for the programme's sales 113 new ATR aircraft having been ordered during a single year. [2]

2011 was another record-breaking year for sales at ATR. [19] According to ATR's CEO Filippo Bagnato, sales had continued to grow during the Great Recession despite the downturn experienced by most aviation companies as "fuel consumption that can be half that of the alternatives and [with] lower maintenance costs". Bagnato noted the strength of Africa as a market for the type, as well at the firm's aircraft being capable of serve destinations that would otherwise be inaccessible with other aircraft due to the austere conditions of many airstrips and runways in the region, as well as the ability to operate autonomously without any reliance upon ground support equipment. [19] For 2013, ATR claimed a 48% global market share for regional aircraft deliveries between 50 and 90 seats (comprising both turboprops and jets), making it the dominant manufacturer within this sector of the market. [12] That same year, during which firm orders for 10 ATR 42-600s and 79 ATR 72-600s were recorded, leasing companies were responsible for 70% of these according to ATR's CEO Filippo Bagnato: "Years ago, we were not even considered by the lessors now they see ATRs as a good investment". [12]

During May 1997, ATR had achieved its first breakthrough sale in China, placed by operator China Xinjiang Airlines and the CAAC. [4] By 2013, while the Asia Pacific region had comprised the majority of ATR's sales when geographically ranked, but orders from Chinese airlines remained elusive Bagnato ascribed this anomaly to local market conditions dictating the typical use of larger aircraft, as well as a Chinese government policy of imposing high tariffs on the import of foreign-built, fixed-wing aircraft. [12] During late 2014, ATR set up a new office in Beijing, and hired several former Airbus sales personnel with the aim of launching the type on the Chinese market. ATR believed that many of the already-flown routes did not suit larger 150-seat aircraft however, of the roughly 2,600 commercial aircraft flying in China at that time, only 68 had a capacity less than 90 seats and of these, fewer than 20 aircraft were powered by turboprop engines. [20]

In response to airlines often wanting to phase out their early production ATR models to replace them with the latest generation ATR series, as well as to answer demand from cargo operators for the type, ATR has operated two separate dedicated freighter conversion programmes, known as the Bulk Freighter (tube version) and the ULD Freighter. [21] Both conversions involve complete stripping of furnishings along with the addition of floor strengthening, new window plugs and 9g restraining nets, six additional longitudinal tracks for added flexibility, and an E-Class cabin the ULD model can accommodate standard ULD-packaged cargo, such as LD3 containers or 88x108in (2.2x2.7m) pallets, which were loaded via a large cargo door located on the port forward side. Undertaken by a range of companies, such as Alenia subsidiary Aeronavali, Texas-based M7 Aerospace French firms Indraéro Siren and Aeroconseil, Canadian Infinion Certification Engineering, and Spanish company Arrodisa, by October 2012, in excess of one-fifth of all first-generation ATR 42 and ATR 72 aircraft had already been converted to freighters. [21]

During January 2017, Japanese regional airliner Japan Air Commuter (JAC) has taken delivery of its first ATR 42-600, becoming the first owner-operator of the type in the nation. The aircraft was one of nine to have been ordered by JAC, along with options for a further 14 ATR 42s, as a replacement for its aging Saab 340 fleet reportedly, JAC is considering replacing its Bombardier Q400s with ATRs, as well. [22]

Silver Airways started to operate the ATR 42-600 on 22 April 2019, making it the first airline to fly the -600 variant in the USA. The carrier has 16 firm orders for ATR turboprops with options to purchase 30 additional aircraft from ATR through lessor Nordic Aviation Capital. [23]

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