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{{infobox Aircraft |name = Caravelle |type =Airliner |manufacturer =[Sud Aviation |image =Image:Finnair Caravelle Basle Airport - April 1976.jpg |caption =Sud SE-210 Caravelle 10B3 Super B of [Finnair at Basle in April 1976 |designer = |first flight = 27 May [ |introduced = |retired = |status = |primary user = |produced = |number built = |unit cost = |variants with their own articles = -->

The SE 210 Caravelle was the first short/medium-range jet airliner, produced by the French Sud Aviation firm starting in 1955 (when it was still known as SNCASE). It is generally considered to be one of the first successful jet airliner designs, as the earlier De Havilland Comet had suffered a series of in-flight breakups that led to it being withdrawn from service for years, and the Avro Jetliner being cancelled. The Caravelle would go on to be one of the most successful jetliner for a number of years, sold throughout Europe and even an order of 20 in the United States (to United Airlines). The Caravelle is historically important as the aircraft that established the aft-mounted-engine, clean-wing design that has since been used on a wide variety of newer designs.

Development On 12 October 1951 the Comité du Matériel Civil (civil aircraft committee) published a specification for a medium range aircraft, which was later sent to the industry by the Direction Technique et Industrielle. This called for an aircraft carrying 55 to 65 passengers and 1,000 kg of cargo on routes up to 2,000 km with a cruise speed about 600 km/h. The type and number of engines wasn't specified. Various design studies for aircraft in this category had been underway since 1946 by several of the leading French aircraft manufacturing organisations, but none had the financial power to start construction.

Response from the French industry was strong, with every major manufacturer sending in at least one proposal, with a total of 20 different designs were received. Most of the proposals used all-turbojet power, although Breguet Aviation entered a number of designs for both turbojet and turboprop types; among these was one for an Atar-powered tri-jet to be developed in association with the Nord Aviation and a turboprop type, all known as Br. 978. Hurel-Dubois entered several turboprop designs based on a narrow fuselage and shoulder mounted wing similar to many regional propliners. Proposals from the SNCA du Sud-Ouest included the S.O.60 with two Rolls-Royce Avon RA.7 engines, with two smaller Turbomeca Marborés as auxiliaries. SNCA du Sud-Est returned a number of designs from the X-200 to X-210, all of them pure-jet.

After studying the various entries, the Comité du Matériel Civil cut the list to three entrants on 28 March 1952: the four-engined Avon/Marbore S.0.60, the twin-Avon Hurel-Dubois project, and the three-Avon Sud-Est X-210. At this point Rolls-Royce Limited started offering a new version of the Avon that could develop 9,000 lbf (40 kN) thrust, making the auxiliary engines on the S.O.60 and the third engine on the X-210 unnecessary.

The Committee requested SNCASE re-submit the X-210 as a twin-Avon design. In doing so they decided not to bother moving the remaining engines from their rear-mounted position; most designs mounted the engines under the wing where they can be mounted on the spar for lower overall weight, but SNCASE felt the savings weren't worth the effort. This turned out to be a benefit to the design, as the cabin noise was greatly reduced. The revised X-210 design with twin Avons was re-submitted to the SGACC in July 1952.

Two months later the SNCASE received official notification that its design had been accepted. On 6 July 1953 the SGACC ordered two prototypes and two static airframes for fatigue testing. Sud's design licensed several fuselage features from de Havilland, a company Sud had dealings with for several earlier designs. The nose area and cockpit layout were both taken directly from the Comet, while the rest of the plane was locally designed.

The first prototype was rolled out on 21 April 1955, and flew on May 27, the second followed a year later on 6 May 1956. The first prototype had a cargo door on the lower left side of the fuselage, but this was removed the second prototype for an all-seating arrangement. The first order was from Air France in 1956, followed by Scandinavian Airlines System in 1957. That year Sud-Est merged with Sud-Ouest to become Sud Aviation, but the original SE naming was retained. More orders followed, mainly triggered by presentations on airshows and demonstrations to potential customers. The Caravelle was certified in May 1959 and entered shortly after service with SAS and AF.

Several models were produced over the lifetime of the production run, as the power of the available engines grew and allowed for higher takeoff weights. By this time most of Sud Aviation's design department turned to a supersonic transport of the same general size and range as the Caravelle, naturally naming it the Sud Aviation Super-Caravelle, however this work would later be merged with similar work at the Bristol Aeroplane Company to produce the Concorde. In some configurations, aircraft had a number of rearward facing passenger seats, an uncommon seating arrangement for civil aircraft.

In total 282 Caravelles of all types were built (2 prototype or pre-production aircraft and 280 production aircraft), with Sud Aviation's break-even point at around the 200 mark.

Models

Surviving aircraft

Military Operators

Specifications (Caravelle III) {{aircraft specifications

|plane or copter?=plane|jet or prop?=jet

|ref=

|crew=|capacity=89|payload main=8.4 t|payload alt=|length main= 32 m|length alt=|span main=34.3 m|span alt=|height main=|height alt=9.0 m|area main=|area alt=|airfoil=|empty weight main= 24.2 t|empty weight alt=|loaded weight main=|loaded weight alt=|useful load main=|useful load alt=|max takeoff weight main= 46 t|max takeoff weight alt=|more general=

|engine (jet)=|type of jet=Rolls-Royce Avon|number of jets=2|thrust main=|thrust alt=|thrust original=|afterburning thrust main=|afterburning thrust alt=|engine (prop)=|type of prop=|number of props=|power main=|power alt=|power original=

|max speed main=|max speed alt=|cruise speed main=|cruise speed alt=|stall speed main=|stall speed alt=|never exceed speed main=|never exceed speed alt=|range main= 1700 km|range alt=|ceiling main=|ceiling alt=|climb rate main=|climb rate alt=|loading main=|loading alt=|thrust/weight=|power/mass main=|power/mass alt=|more performance=

|armament=

|avionics=

-->

References Related content {{aircontent||related=

|similar aircraft=

|lists=

--> {{infobox Aircraft |name = Caravelle |type =Airliner |manufacturer =[Sud Aviation |image =Image:Finnair Caravelle Basle Airport - April 1976.jpg |caption =Sud SE-210 Caravelle 10B3 Super B of [Finnair at Basle in April 1976 |designer = |first flight = 27 May [ |introduced = |retired = |status = |primary user = |produced = |number built = |unit cost = |variants with their own articles = -->

The SE 210 Caravelle was the first short/medium-range jet airliner, produced by the French Sud Aviation firm starting in 1955 (when it was still known as SNCASE). It is generally considered to be one of the first successful jet airliner designs, as the earlier De Havilland Comet had suffered a series of in-flight breakups that led to it being withdrawn from service for years, and the Avro Jetliner being cancelled. The Caravelle would go on to be one of the most successful jetliner for a number of years, sold throughout Europe and even an order of 20 in the United States (to United Airlines). The Caravelle is historically important as the aircraft that established the aft-mounted-engine, clean-wing design that has since been used on a wide variety of newer designs.

Development On 12 October 1951 the Comité du Matériel Civil (civil aircraft committee) published a specification for a medium range aircraft, which was later sent to the industry by the Direction Technique et Industrielle. This called for an aircraft carrying 55 to 65 passengers and 1,000 kg of cargo on routes up to 2,000 km with a cruise speed about 600 km/h. The type and number of engines wasn't specified. Various design studies for aircraft in this category had been underway since 1946 by several of the leading French aircraft manufacturing organisations, but none had the financial power to start construction.

Response from the French industry was strong, with every major manufacturer sending in at least one proposal, with a total of 20 different designs were received. Most of the proposals used all-turbojet power, although Breguet Aviation entered a number of designs for both turbojet and turboprop types; among these was one for an Atar-powered tri-jet to be developed in association with the Nord Aviation and a turboprop type, all known as Br. 978. Hurel-Dubois entered several turboprop designs based on a narrow fuselage and shoulder mounted wing similar to many regional propliners. Proposals from the SNCA du Sud-Ouest included the S.O.60 with two Rolls-Royce Avon RA.7 engines, with two smaller Turbomeca Marborés as auxiliaries. SNCA du Sud-Est returned a number of designs from the X-200 to X-210, all of them pure-jet.

After studying the various entries, the Comité du Matériel Civil cut the list to three entrants on 28 March 1952: the four-engined Avon/Marbore S.0.60, the twin-Avon Hurel-Dubois project, and the three-Avon Sud-Est X-210. At this point Rolls-Royce Limited started offering a new version of the Avon that could develop 9,000 lbf (40 kN) thrust, making the auxiliary engines on the S.O.60 and the third engine on the X-210 unnecessary.

The Committee requested SNCASE re-submit the X-210 as a twin-Avon design. In doing so they decided not to bother moving the remaining engines from their rear-mounted position; most designs mounted the engines under the wing where they can be mounted on the spar for lower overall weight, but SNCASE felt the savings weren't worth the effort. This turned out to be a benefit to the design, as the cabin noise was greatly reduced. The revised X-210 design with twin Avons was re-submitted to the SGACC in July 1952.

Two months later the SNCASE received official notification that its design had been accepted. On 6 July 1953 the SGACC ordered two prototypes and two static airframes for fatigue testing. Sud's design licensed several fuselage features from de Havilland, a company Sud had dealings with for several earlier designs. The nose area and cockpit layout were both taken directly from the Comet, while the rest of the plane was locally designed.

The first prototype was rolled out on 21 April 1955, and flew on May 27, the second followed a year later on 6 May 1956. The first prototype had a cargo door on the lower left side of the fuselage, but this was removed the second prototype for an all-seating arrangement. The first order was from Air France in 1956, followed by Scandinavian Airlines System in 1957. That year Sud-Est merged with Sud-Ouest to become Sud Aviation, but the original SE naming was retained. More orders followed, mainly triggered by presentations on airshows and demonstrations to potential customers. The Caravelle was certified in May 1959 and entered shortly after service with SAS and AF.

Several models were produced over the lifetime of the production run, as the power of the available engines grew and allowed for higher takeoff weights. By this time most of Sud Aviation's design department turned to a supersonic transport of the same general size and range as the Caravelle, naturally naming it the Sud Aviation Super-Caravelle, however this work would later be merged with similar work at the Bristol Aeroplane Company to produce the Concorde. In some configurations, aircraft had a number of rearward facing passenger seats, an uncommon seating arrangement for civil aircraft.

In total 282 Caravelles of all types were built (2 prototype or pre-production aircraft and 280 production aircraft), with Sud Aviation's break-even point at around the 200 mark.

Models

Surviving aircraft

Military Operators

Specifications (Caravelle III) {{aircraft specifications

|plane or copter?=plane|jet or prop?=jet

|ref=

|crew=|capacity=89|payload main=8.4 t|payload alt=|length main= 32 m|length alt=|span main=34.3 m|span alt=|height main=|height alt=9.0 m|area main=|area alt=|airfoil=|empty weight main= 24.2 t|empty weight alt=|loaded weight main=|loaded weight alt=|useful load main=|useful load alt=|max takeoff weight main= 46 t|max takeoff weight alt=|more general=

|engine (jet)=|type of jet=Rolls-Royce Avon|number of jets=2|thrust main=|thrust alt=|thrust original=|afterburning thrust main=|afterburning thrust alt=|engine (prop)=|type of prop=|number of props=|power main=|power alt=|power original=

|max speed main=|max speed alt=|cruise speed main=|cruise speed alt=|stall speed main=|stall speed alt=|never exceed speed main=|never exceed speed alt=|range main= 1700 km|range alt=|ceiling main=|ceiling alt=|climb rate main=|climb rate alt=|loading main=|loading alt=|thrust/weight=|power/mass main=|power/mass alt=|more performance=

|armament=

|avionics=

-->

References Related content {{aircontent||related=

|similar aircraft=

|lists=

-->

Sud Aviation Caravelle - Wikipedia, the free encyclopedia
The SE 210 Caravelle was the first short/medium-range jet airliner, produced by the French Sud Aviation firm starting in 1955 (when it was still known as SNCASE).

Sud Aviation Super-Caravelle - Wikipedia, the free encyclopedia
Sud Aviation 's Super-Caravelle was an early design for a supersonic transport. Unlike most competing designs which envisioned larger trans-Atlantic aircraft and led to the likes ...

Sud Aviation Caravelle - Wikimedia Commons
English: Sud Aviation SE 210 Caravelle was a short/medium-range jet airliner, produced by the French Sud Aviation firm in 1955–1973.

Category:Sud Aviation Caravelle - Wikimedia Commons
English: Sud Aviation SE 210 Caravelle was a short/medium-range jet airliner, produced by the French Sud Aviation firm in 1955–1973.

A340.net - Airbus A340 Website

Sud Aviation Caravelle
Sud Aviation Caravelle technical data ... Sud Aviation Caravelle [ Introduction] [ Caravelle I] [ Caravelle III] [ Caravelle VI N]

Le Caravelle Club - Preserving a classic airliner
Non-profit organization preserving a Caravelle aircraft in flying condition.

SUD - What does SUD stand for? Acronyms and abbreviations by the Free ...
Acronym Definition; SUD: Safe Use Determination: SUD: Santos dos Últimos Dias ... Sud Aviation Caravelle Sud Aviation Caravelle 1A Sud Aviation Caravelle SE.210 (Super Caravelle)

SUD AVIATION CARAVELLE
CARAVELLE WEB MUSEUM. Caravelle (c/n 273) "C-GCVL" avec les couleurs d'Air Canada pour le tournage d'un film Photo par Alain Picollet (Oct. 2007)

YouTube - Sud Aviation Caravelle FS2004
La caravelle, created by AFG for FS9, almost 4 years in the making, is now nearing its release into the Flightsim world.A High quality Freeware model with an...

 

Sud Aviation Caravelle



 
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