After ending 2014 with record sales, deliveries and revenues, ATR is preparing to assemble 100 aircraft per year, a level where it expects production to stabilize. The Toulouse-based manufacturer last year received firm orders for 160 ATR 42/72-600 regional turboprops and its turnover amounted to $1.8 billion, it announced Wednesday in Paris at its annual press conference. The backlog stands at 280 aircraft, about 90 of which comes from the larger of the family’s two models, the ATR 72.

ATR’s output reached 83 last year and plans call for an increase to “over 90” in 2015 and then “over 100” in 2016. “I would be comfortable with an annual production rate of 100 in the mid-term, plateauing there,” CEO Patrick de Castelbajac said. Although the the market continues to grow, the company must “support the weakest part of the supply chain,” he added. Last August, an extended and reorganized assembly line started operating in Toulouse. It will bring capacity to 10 aircraft per month, or 120 aircraft per year, in 2016.

Still, ATR sees last year’s sales as exceptional. This year the negative effect of falling oil prices “may slow down some orders.” Although the phenomenon stands to favorably affect airlines’ cash flow, it makes more fuel-efficient aircraft less attractive. But Castelbajac emphasized buyers maintain a long-term view when they order aircraft. “No one believes that the price of oil will be this low 15 years from now; the long-term trend is up,” he said.

ATR still hopes to sell aircraft in China. “The market is not completely open to us but we have tripled the team in Beijing; if there is a way in, we'll get there,” Castelbajac stressed. The local situation is complicated, however, as China’s Avic acts as both a competitor—with its new MA700 turboprop—and a partner, building a large part of ATR's aerostructures.

Meanwhile, plans for a 90-seater have not progressed. “We still have one shareholder, Alenia Aermacchi, who is very much willing to do it, whereas the other one, Airbus, is not,” Castelbajac said.

At least the two companies agree on a product improvement policy. Last year, a new version of the Pratt & Whitney Canada turboprop, the PW127N, won certification. It provides a 4.5-percent power increase for better performance in a hot-and-high environment, according to ATR’s data. In avionics, the “standard 2” suite now includes LPV, VNAV and RNP 0.3/AR capability. For example, it enables a continuous descent approach, Castelbajac pointed out.

ATR is considering still more developments, as ATR and Thales engineers turn their attention to a “standard 3” for avionics this year. Runway performance could improve with further-refined engines and new brakes. Designers could upgrade air conditioning for tropical climates.

Moreover, Castelbajac has set 2015 as the deadline to determine the feasibility of squeezing a few extra seats into the ATR 72’s cabin. ATR has set a capacity target of 78 passengers, made possible by slimmer seats and “adjusted” galley space. The feasibility study also involves the authorities.

In customer support, efforts over the 2014-2015 period concentrate on South America and the Far East. ATR expects to open an office this year in Tokyo, following last year’s training partnerships established in Bogota and Bangkok. In Brazil, the company endeavors to repair 30 percent of the spares through two local partners. It has scheduled tests for February.

Moving from today's consortium structure to a full-fledged company does not rank as a top priority. Castelbajac stills wants to do it, he said, but other challenges remain more pressing. “We would have to negotiate with our shareholders and with tax authorities in France and Italy,” he said.