View source for Sud Aviation Caravelle

{{Short description|French twin-jet narrow-body airliner produced 1958–1972}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
{{Infobox aircraft
 |name = Caravelle
 |image = File:Sud SE-210 Caravelle III, F-BHRS, Air France Manteufel-1.jpg
 |caption = Caravelle III
 |type = [[Narrow-body aircraft|Narrow-body]] [[jet airliner]]
 |manufacturer = [[Sud Aviation]]
 |designer =
 |national_origin = France
 |first_flight = 27 May 1955
 |introduction = 26 April 1959 with [[Scandinavian Airlines]]
 |retired = 2005
 |status =  Retired
 |primary_user = [[Air France]]<!-- List only one user; for military aircraft, this is a nation or a service arm. Please DON'T add flag templates, as they limit horizontal space. -->
 |more_users = [[Scandinavian Airlines]] <br/> [[Swissair]] <br/> [[Finnair]]<!-- Limited to THREE (3) "more users" here (4 total users). -->
 |produced = 1958–1972<ref>{{cite web|title=The Sud SE-210 Caravelle|url=http://www.airliners.net/aircraft-data/stats.main?id=372|work=Airliners.net|access-date=4 May 2013}}</ref> 
 |number_built = 282
 |variants =
}}

The '''Sud Aviation SE 210 Caravelle''' is a French [[jet airliner]] produced by [[Sud Aviation]].
<!--development-->
It was developed by [[SNCASE]] in the early 1950s, and made its [[maiden flight]] on May 27, 1955. It included some [[de Havilland]] designs and components developed for the [[de Havilland Comet]], the first jet airliner. SNCASE merged into the larger Sud Aviation conglomerate before the aircraft entered revenue service on April 26, 1959, with [[Scandinavian Airlines System]] (SAS); 282 were built until production ended in 1972. It was ordered by airlines on every continent and operated until its retirement in 2005.

<!--design-->
The short-range, five-abreast airliner is powered by two aft-mounted [[Rolls-Royce Avon]] turbojet engines, allowing a clean low wing.
The configuration was later retained in many [[narrow-body aircraft]] and [[regional jet]]s.
<!--variants-->
The initial I, III and VI variants could seat 90 to 99 passengers over {{Convert|1,650 to 2,500|km|mi nmi}}.
The later, slightly longer 10/11 variants could seat 99 to 118 passengers over   {{Convert|2,800 to 3,300|km|mi nmi}} and were powered by [[Pratt & Whitney JT8D]] low-bypass turbofans.
The stretched Caravelle 12 could seat 131 over {{Convert|3,200|km|mi nmi}}.

==Development==
===Origins===
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 aviation industry by the ''Direction technique et industrielle''. This called for an aircraft capable of carrying 55 to 65 passengers and {{convert|1000|kg|abbr=on}} of cargo on routes up to {{convert|2000|km|nmi mi|abbr=on|lk=out}} with a cruising speed of about {{convert|600|km/h|kn mph|abbr=on|lk=out}}. The type and number of engines were not specified. Since 1946, various design studies for aircraft in this category had already been underway at several of the leading French aircraft manufacturing organisations, and had resulted in some ambitious concepts being mooted. None of these firms possessed the financial power to independently embark on the substantial development work involved, let alone to establish a manufacturing line for the construction of such aircraft.<ref name="López1"/><ref name = "doug 456"/>

The response to the specification from the French industry was strong, it has been claimed that every major manufacturer submitted at least one proposal; a total of 20 different designs were ultimately received. The majority of these proposals were powered by all-[[turbojet]] engine arrangements, although [[Breguet Aviation|Breguet]] had entered a number of designs that were powered by both turbojet and [[turboprop]] engines; among these was one for a [[Snecma Atar]]-powered tri-jet to be developed in association with the [[Nord Aviation|SNCA du Nord]] and a turboprop type; all of the different designs were designated as ''Br. 978''. [[Hurel-Dubois]] had entered several turboprop designs based on a narrow fuselage and shoulder-mounted wing, similar to many regional propliners. Proposals from [[SNCASO]] included the S.O.60 with two Rolls-Royce Avon RA.7 engines, outfitted with two smaller [[Turbomeca Marboré]]s as auxiliaries. SNCASE had also returned a number of designs from the X-200 to X-210, all of these being purely jet-powered.<ref name="López1"/>

On 28 March 1952, after studying the various entries, the ''Comité du Matériel Civil'' announced that it had produced a short list of three entrants: the four-engined Avon/Marbore SNCASO S.0.60, the twin-Avon Hurel-Dubois project, and the three-engined Avon SNCASE X-210. At this point, British engine manufacturer [[Rolls-Royce Limited|Rolls-Royce]] had already begun to offer a new version of the Avon that was to be capable of developing 9,000&nbsp;lbf (40&nbsp;kN) of thrust, which would render the auxiliary engines of the S.O.60 and the third engine featured on the X-210 unnecessary.<ref name="López1"/> The Committee issued a request for SNCASE to re-submit its X-210 proposal as a twin-Avon design.<ref name = "doug 456"/> In doing so, SNCASE decided to not remove the remaining engines from their rear-mounted position; most designs had placed the engines underneath the wing, where they could be mounted on the spar for lower overall weight, but it was felt that these weight savings were not worth the effort. This turned out to be a benefit to the design, as the cabin noise was greatly reduced as a result. In July 1952, the revised X-210 design with twin Avons was re-submitted to the [[Secretariat General for Civil and Commercial Aviation]] (SGACC).<ref name="López1"/>

===Selection===
[[File:Air Toulouse (F-BMKS), Dublin, February 1993 (02).jpg|thumb|upright|The unusual cockpit window arrangement of the Caravelle, licensed from the [[de Havilland Comet]]]]
[[File:Caravelle cockpit.JPG|thumb|Cockpit]]

Two months later, SNCASE received official notification that its design had been accepted. On 6 July 1953, the SGACC placed a formal order for the construction of a pair of prototypes along with a pair of static airframes for [[Fatigue limit|fatigue testing]]. SNCASE's design licensed several fuselage features from British aircraft company [[de Havilland]], the two companies already having had dealings in respect to several earlier designs. The nose area and cockpit layout were taken directly from the [[de Havilland Comet]] jet airliner, while the rest of the airliner was locally designed.<ref name="López1"/> A distinctive design feature was the cabin windows in the shape of a [[Reuleaux triangle|curved triangle]], which were smaller than conventional windows but gave the same field of view downwards.

On 21 April 1955, the first prototype of the Caravelle (F-WHHH), launched by [[Yvonne de Gaulle|Madame de Gaulle]], was rolled out. On 27 May 1955, the first prototype conducted its [[maiden flight]], powered by a pair of British [[Rolls-Royce Avon|Rolls-Royce RA-26 Avon Mk.522]], capable of providing {{convert|4536|kgf|lk=on|abbr=on}} of unitary thrust. For the maiden flight, which had a total duration of 41 minutes, the crew consisted of Pierre Nadot (Captain), André Moynot (First Officer), Jean Avril (mechanic), André Préneron (radio operator) and [[Roger Beteille]].<ref name="López1"/>

Almost one year later, on 6 May 1956, the second prototype made its first flight. The first prototype had been fitted with a cargo door located on the lower left side of the fuselage, but this door was removed in the second prototype in favour of an all-seating arrangement.<ref name="López1"/> By October 1956, both prototypes had accumulated in excess of 1,000 flight hours.<ref name = "doug 456"/> By the end of 1956, the two aircraft had visited various locations across [[Europe]] and [[North Africa]]; and trials were already underway for French carrier [[Air France]]. During 1957, the second prototype accumulated roughly 2,500 flight hours across various flights conducted throughout North America and [[South America]].<ref name = "doug 456"/>

In 1956, the type received its first order from Air France; it was followed by [[Scandinavian Airlines System]] (SAS) in 1957. More orders followed, which had been partially driven by a campaign of direct presentations held at airshows and dedicated flight demonstrations using the two prototypes to potential customers.<ref name = "doug 456"/> Also during 1956, SNCASE (Sud-Est – Southeast) had merged with SNCASO (Sud-Ouest – Southwest) and several other French aircraft manufacturers to become Sud Aviation; however, the original SE designation assigned to the airliner was retained.<ref name = "doug 456"/> In May 1959, the Caravelle received its airworthiness certification, enabling the type to enter passenger service. On 26 April 1959, the Caravelle performed its first flight with paying passengers on board for Scandinavian operator SAS;<ref>{{Cite web |last=www.posterteam.com |title=SAS Sud Aviation Caravelle |url=https://www.posterteam.com/content/2812/SAS-Sud-Aviation-Caravelle |access-date=2023-01-27 |website=posterteam.com |language=no}}</ref> shortly thereafter, the type commenced operations with Air France as well.<ref name="López1"/>

===Further development===
[[File:2 et 3.02.1962. Michel Debré à Toulouse. L. Bazerque. Préfet Morin. (1962) - 53Fi3390 (cropped).jpg|thumb|Assembly hall in 1962, during a visit of French prime minister [[Michel Debré]]]]
Within four years of entering airliner service, a total of 172 Caravelles had been sold to a range of operators.<ref name = "doug 456">Dougal 1963, p. 456.</ref> Aviation writer M.G. Douglas attributed the type's favourable early sales record to the effective marketing campaign of performing demonstrations to prospective customers using the two prototypes, as well to the Caravelle having effectively no jet-powered rivals, being the only short-haul jetliner for several years following its introduction.<ref name = "doug 456"/> Several models of the Caravelle were developed and produced over the lifetime of the production run, often in response to the increasing power of the available engines, which allowed higher takeoff weights to be adopted.<ref name="López1"/>

By 1963, there were a total of six different versions of the Caravelle in production, designated ''III'', ''VI-N'', ''VI-R'', ''10A'', ''10B'', and ''X-BIR''.<ref name = "doug 457"/> Of these, the Caravelle III was considered to be the basic version of the airliner, while the other variants featured an increasing number of improvements. The Caravelle VI-N was equipped with more powerful Avon 531 engines and an additional [[heat exchanger]] for the [[air conditioning]], while the Caravelle VI-R, which had come about as a result of demands by U.S. carrier [[United Airlines]], was furnished with [[thrust reverser]]-equipped Avon 352s, a revised windscreen design, [[soundproofing]], a new luggage compartment door, and [[Spoiler (aeronautics)|wing spoiler]]s.<ref name = "doug 457"/>

The Caravelle 10A and 10B, which differed only in the engines used and were commonly referred to as the ''Super Caravelle'' (not to be confused with [[Sud Aviation Super-Caravelle|the later supersonic transport design]]), featured the improvements of the VI-R in addition to a high degree of further design changes.<ref name = "doug 457"/> The more high-profile modifications included a stretch of the fuselage by {{convert|33|inch|cm}}; a highly altered wing; an aerodynamic [[Aircraft fairing|fairing]] behind the fin of the tailplane; expanded cargo capacity via raised floor support struts; and higher cabin windows. Other changes included the adoption of variable-displacement pumps for the [[hydraulics|hydraulic]] system and the use of [[Alternating current|AC-based]] [[Electric generator|generator]]s in place of earlier [[Direct current|DC]] counterparts along with an [[auxiliary power unit]] (APU). The redesigned wing was equipped with double-slotted [[Flap (aeronautics)|Fowler flap]]s, additional and repositioned [[Stall strips|stall vanes]],{{clarify|reason=The wikilink is to the article about stall strips, however a stall vane and stall strip are not the same thing|date=November 2018}} aerodynamic improvements to the [[wing root]] and adjustments to the [[leading edge]] that improved the performance of the wing during the crucial takeoff and landing phases of flight.<ref name = "doug 457"/>
 
Despite its commercial success, however, the Caravelle was soon displaced from being the focus of Sud Aviation's development efforts as the majority of the company's design engineers were progressively reallocated onto an entirely new project that was intended to produce a successor to the Caravelle. The project was relatively ambitious, having the aim of producing a viable [[supersonic transport]] that possessed the same general size and range as the Caravelle. It was decided that the envisioned supersonic airliner should be naturally named after the firm's recent success, thus the [[Sud Aviation Super-Caravelle|Super-Caravelle]] name was applied to the design. Ultimately, the work on the Super-Caravelle would be merged with similar work that had been undertaken by Britain's [[Bristol Aeroplane Company]], and would result in the development of [[Concorde]].<ref name="López1"/>

In total, 282 Caravelles of all types were manufactured (2 prototypes or pre-production aircraft and 280 production aircraft); reportedly, Sud Aviation's projected break-even point for the type had been forecast to be around the 200-unit mark.<ref name="López1"/>

==Design==
{{expand section|date=March 2017}}
[[File:Royal Military Museum Brussels 2007 459.JPG|thumb|Rear fuselage of a Caravelle, showing its [[Rolls-Royce Avon]] turbojet engine]]
The Caravelle belongs to the first generation of passenger aircraft to use newly developed [[jet propulsion]] technology, and it was the first jet airliner developed specifically for the short/medium-range sector of the market. Early in the Caravelle's career, its chief competitors were propeller-driven aircraft, such as the British-built [[Vickers Viscount]] and the U.S.-built [[Convair CV-240 family|Convair CV-440]].<ref name = "doug 456"/> Reportedly, the Caravelle proved to be a highly reliable airliner during its early years of service. The low accident rate for the type led to lower than average insurance premiums for Caravelle operators.<ref name = "doug 458"/>

The Caravelle was typically powered by a pair of British-built Rolls-Royce Avon turbojet engines, installed in a rear-mounted position close to the tail unit.<ref name = "doug 456"/> Various models of the Avon engine were adopted for different versions of the airliner, often with increased thrust and additional features such as thrust reversers. Alternative powerplants were adopted or proposed for some Caravelle models, such as the U.S.-built [[Pratt & Whitney JT8D|Pratt & Whitney JT8D-1]] and [[General Electric CJ805#CJ805-23|General Electric CJ-805-23C]] engines.<ref name = "doug 456 467"/>

The Caravelle was designed to maximise passenger comfort and operator convenience. The rear entry door had built-in stairs that, while adding structural complexity, meant that mobile airport stairs were unnecessary.<ref name = "doug 457"/> On later variants, soundproofing in the form of readily removable mattress-like rolls that fixed in place via existing brackets was added to the design.<ref name = "doug 457"/> In some configurations, the Caravelle's cabin was furnished with a number of rearward-facing passenger seats, which was an uncommon arrangement amongst civil aircraft.<ref name="López1"/> From September 1963 onwards, an [[autoland]]ing capability (via two separate systems, of which one was self-contained while the other was integrated with the airliner's [[autopilot]]), was made available for the Caravelle by Sud Aviation.<ref name = "doug 458">Dougal 1963, p. 458.</ref>
 
The final assembly line for the Caravelle was at Sud Aviation's factory at [[Toulouse–Blagnac Airport|Blagnac Airport]] near [[Toulouse]]. Much of the aircraft was manufactured at other sites across France and in other countries, however.<ref name = "doug 456 467">Dougal 1963, pp. 456–457.</ref> The production of large portions of the Caravelle had been subcontracted to other manufacturers; these included the Italian aircraft manufacturer [[Fiat Aviazione]], which produced the aircraft's tailplane, fin, [[aileron]]s, and engine [[nacelle]]s; and French aviation firm Breguet Aviation, which performed the outfitting of the rear fuselage; while much of the ancillary equipment of the Caravelle originated from either British or U.S. manufacturers. Sud Aviation constructed and outfitted the nose section, along with manufacturing the tailcone, rudder, [[Fowler flap]]s, both the leading edges and [[trailing edge]]s of the wing, and the majority of the fuselage.<ref name = "doug 456"/>

==Variants==
[[File:Wing fences on the wing of a Caravelle.jpg|thumb|The triangular windows of the Caravelle remained unaltered throughout its development.]]

{|class="wikitable"
|+Variants<ref name="López1">{{cite book |last1=López Ortega |first1=Antonio |title=Reactores comerciales: Dibujos del autor |year=1999 |publisher=Agualarga |location=Madrid |language=es |isbn=978-84-95088-87-1 |oclc=47809267}}</ref>
|-
! style="text-align: center" |Variant
! style="text-align: center" |Length
! style="text-align: center" |Engines
! style="text-align: center" |Passengers
|-
| Caravelle I || {{convert|32.01|m|ftin|abbr=on}} || RA-29 Mk.522 || 80
|-
| Caravelle IA || {{convert|32.01|m|ftin|abbr=on}} || RA-29 Mk.522A || 80
|-
| Caravelle III || {{convert|32.01|m|ftin|abbr=on}} || RA-29 Mk.527 and 527B || 80
|-
| Caravelle VI-N || {{convert|32.01|m|ftin|abbr=on}} || RA-29 Mk.531 and 531B || 80
|-
| Caravelle VI-R || {{convert|32.01|m|ftin|abbr=on}} || RA-29 Mk.533R || 80
|-
| Caravelle 10R || {{convert|32.01|m|ftin|abbr=on}} || P&W JT8D-7 || 80
|-
| Caravelle 11R || {{convert|32.71|m|ftin|abbr=on}} || P&W JT8D-7 || 89–99
|-
| Caravelle 10B || {{convert|33.01|m|ftin|abbr=on}} || P&W JT8D-7 || 105
|-
| Caravelle 12 || {{convert|36.24|m|ftin|abbr=on}} || P&W JT8D-9 || 140
|}

;Caravelle I
: Similar to the original prototypes; first flew on 14 May 1958. This variant was powered by two Rolls-Royce RA-29 Avon Mk.522 with {{convert|4763|kgf|lk=on|abbr=on}} of unitary thrust{{clarify|reason=What is "unitary thrust"? Does it mean "per engine"?|date=November 2018}} and a capacity of 80 passengers. French certification was obtained on 2 April 1959, and U.S. certification was obtained six days later. The first revenue flight took place that year with [[Air France]] on the Paris-Rome-Athens–Istanbul route. Air France Caravelle registration F-BHRB "[[Lorraine (region)|Lorraine]]" was introduced in the Paris-London route on 27 July 1959.
: Sales: 20 were sold; to Air France (10), SAS (6), [[Air Algérie]] (2) and [[VARIG]] (2). One of the VARIG aircraft was leased by Sud to [[Air Vietnam]] and [[Middle East Airlines]] before delivery to [[Royal Air Maroc]]. In Australia, [[Trans Australia Airlines]] had planned to re-equip with the Caravelle but as [[Ansett Australia|Ansett]] felt this was too advanced at that stage for its own needs, under Australia's [[Two Airlines Policy]] both airlines were required to purchase the Ansett preference (the less-advanced turbo-prop [[Lockheed L-188 Electra]]).

;Caravelle IA
: This variant had the same external configuration as variant I but with more powerful engines, the Rolls-Royce Avon RA-29/1 Mk.526 giving improved capabilities. The first flight took place on 11 February 1960. Caravelle I and IA aircraft were later converted to the III variant.
: Sales: 12 built. Deliveries were to Air France, SAS, Air Algérie, [[Finnair]], and Royal Air Maroc.

[[File:SAS Caravelle Soderstrom-5.jpg|thumb|[[Scandinavian Airline System|SAS]] Caravelle III, powered by [[Rolls-Royce Avon]] turbojets]]
;Caravelle III
: Later improvements to the Avon led to the Caravelle III. It first flew on 30 December 1959, entering service with [[Alitalia]] in April 1960. The Caravelle III was powered by Rolls-Royce Avon RA-29/3 Mk.527 and RA-29/3 Mk.527B engines, both with {{convert|5170|kgf|lk=on|abbr=on}} of unitary thrust.
: Sales: The Series III was the best-selling Caravelle with 78 built. All but one of the 32 Series Is built were upgraded to Series III standard. [[Air Inter]] used 16 of this type for its domestic routes. Major deliveries were to Air France, as well as aircraft for [[Swissair]], Alitalia, SAS, and Royal Air Maroc.

;Caravelle VI-N
: N standing for "normal".<ref name = "doug 457">Dougal 1963, p. 457.</ref> A version with more powerful Avon RA-29/6 Mk 531 and RA 29/6 Mk 531B engines producing {{convert|5535|kgf|lk=on|abbr=on}} of unitary thrust. The capabilities were improved and the weights increased; the actual [[Payload (air and space craft)|payload]] was reduced. The Caravelle VI-N first flew on 10 September 1960, beginning service with Belgian airline [[Sabena]] in January 1961. Five of the 78 Series IIIs were upgraded to Series VI-N.
:Sales: 53 built. Deliveries to [[SAETA|Saeta]], [[Corse Air]], [[EAS Europe Airlines|Europe A.S.]], [[Minerve (airline)|Minerve]], [[Indian Airlines]] and [[Yugoslav Airlines]].

;Caravelle VI-R
: First Caravelle with [[Reverse thrust|thrust reverser]]s. The cockpit windows were made larger with redesigned layout and more powerful brakes were introduced. It first flew on 6 February 1961, obtaining U.S. certification on 5 June that same year. It began service with [[United Airlines]] on 14 July. The VI-R was powered by Avon Ra-29 Mk. 533R and Mk 535R (R, for Reverse) engines with a unitary thrust of {{convert|5715|kgf|lk=on|abbr=on}}.
:Sales: 56 built, 20 for United Airlines. Other series VI customers included [[Indian Airlines]] (9), [[Panair do Brasil]] (4), [[Serviços Aéreos Cruzeiro do Sul|Cruzeiro do Sul]], [[Iberia Airlines|Iberia Líneas Aéreas De España]] (4), [[LAN Chile]] (3), [[Aerolíneas Argentinas]] (3) and [[TAP Portugal]] (3). This model was also used by [[Filipinas Orient Airways]] [http://www.abpic.co.uk/photo/1048631/], [[Aerocesar]], [[Airborne Express]] and [[SA Nacionales]].

;Caravelle VII : This was a Series III (c/n 042) that was purchased by [[General Electric]], ferried to the United States as ''Santa Marian 9'' and equipped with [[General Electric CJ805]] aft-fan engines, becoming, in effect, the engine test-bed for the Caravelle 10A. Flight tests with the new engines began on 29 December 1960 and a second aircraft was planned to be converted, but this aircraft became the sole Caravelle 10A.

;Caravelle 10A
: Based on the Series VII, but intended for the U.S. market, the 10A was {{convert|1|m|ftin}} longer than the Series VI, with the windows located {{convert|200|mm|in|1|abbr=on}} higher on the fuselage. The sole prototype was powered by two {{convert|16,100|lbf|kN|abbr=on|2|order=flip}} General Electric CJ-805-23C aft-fan engines and flew for the first time on 31 August 1962. A modified wing with improved flaps was fitted to meet U.S. certification requirements, as was an [[auxiliary power unit]] (APU) in the rear fuselage. [[Trans World Airlines]] (TWA) cancelled its order for 20 aircraft due to financial problems, however, and by the time TWA was in a position to purchase new aircraft, the [[Douglas DC-9]] was preferred. After testing the prototype was scrapped.

[[File:Aero Jet Caravelle; HB-ICJ@ZRH;11.08.1994 (4848256908).jpg|thumb|The 10B Super Caravelle, {{cvt|1.4|m|ft}} longer, powered by [[Pratt & Whitney JT8D]] turbofans]]
;Caravelle 10B (Super Caravelle)
: Based on the Series 10A, this variant offered many modifications in respect to other series. It introduced a [[leading edge extension]] (a [[fillet (mechanics)|fillet]] added to the front of an aircraft wings in order to provide usable [[aerodynamics|airflow]] at high [[angle of attack|angles of attack]]). The wing had split [[Flap (aircraft)|flaps]] instead of the earlier models' double-slotted Fowler flaps and the fuselage was extended {{convert|1.40|m|ftin|abbr=on}}, with an increase in passenger capacity to 105. The engines used were the new [[Pratt & Whitney JT8D]] [[turbofan]] engines with {{convert|6350|kgf|lk=on|abbr=on}} of unitary thrust. The 10B first flew on August 31, 1964 and was produced as a run of 22 aircraft.
: Launch customer<ref>{{cite news | title = Reittilentoliikenteen ensimmäinen Super Caravelle luovutettiin Suomeen | newspaper = [[Helsingin Sanomat]] | date = 26 July 1964 | page = C 18 (2014) | language = fi |trans-title=The first Super Caravelle for scheduled flights was delivered to Finland}}</ref> and primary operator of the 10B was Finnair with 8 examples. [[Aviaco]] ordered 5 but this was cancelled, with those aircraft going to [[Sterling Airways]], [[LTU International|LTU]], and Iberia Airlines. [[Royal Jordanian|Alia]] and [[Union des Transports Aériens]] (UTA) also acquired aircraft.  The last operational Caravelle was a Type 3 10B that flew with [[Waltair (DR Congo)|Waltair]] until 2005.<ref>{{cite web|title=Caravelle the Complete Story|url=http://sudaviation.com/wp-content/uploads/2016/05/CARAVELLE-The-Complete-Story-POST-PUBLICATION-UPDATES-CUMULATIVE-27-5-16.pdf |archive-url=https://web.archive.org/web/20161127152152/http://sudaviation.com/wp-content/uploads/2016/05/CARAVELLE-The-Complete-Story-POST-PUBLICATION-UPDATES-CUMULATIVE-27-5-16.pdf|archive-date=2016-11-27}}</ref>

;Caravelle 10R
: A combination of the 10B's engines on the Series VI-R fuselage, creating a smaller but higher powered aircraft. Maximum weight at take-off was increased to {{convert|52000|kg|lb|abbr=on}} ({{convert|6000|kg|lb|abbr=on|disp=or}} more than the Series I and {{convert|2000|kg|lb|abbr=on|disp=or}} more than the Series VI-R). It first flew on 8 January 1965 and received U.S. certification on 23 May of that same year.
: A total of 20 were built, starting service with Alia on July 31, 1965. It also flew with [[Aero Lloyd]], [[Compagnie de Transport Aerien|CTA]], [[Hispania]] and SAT, among others.

;Caravelle 11R
: The 11R had a fuselage length of {{convert|31.72|m|ftin|abbr=on}} ({{convert|70|cm|in|abbr=on|disp=or}} more than other variants) and incorporated a {{convert|3.32|x|1.84|m|ft|abbr=on}} cargo door in the port side. This enabled it to carry a mixed load of passengers and cargo. First flight of the series 11R was on 21 April 1967.
: Only six were built, delivered to [[Air Afrique]], [[Air Congo]], and [[Transeuropa Compañía de Aviación|Transeuropa]] of Spain.

[[File:Aerospatiale SE-210 Caravelle 12, Air Inter AN0213080.jpg|thumb|A Caravelle 12 of [[Air Inter]], lengthened by {{cvt|3.2|m|ft}}]]
;Caravelle 12 (Super Caravelle)
: This was the last version of the Caravelle to appear, first flying on 12 March 1971. The Series 12 was a 10B with a noticeably longer fuselage, stretched by {{convert|3.2|m|ftin|abbr=on}}, and a newer uprated version of the JT8D engines with {{convert|6577|kgf|abbr=on}} of unitary thrust. This allowed for up to 140 passengers over a reduced range. The Caravelle 12 was aimed primarily at the charter market, produced to 12 examples starting in 1972. By this point [[Concorde]] was in production; this design was originally known in France as [[Sud Aviation Super-Caravelle]]. The Caravelle 12 was often also referred to by this name.
: The launch customer for the Series 12 was [[Sterling Airways]] with seven delivered, while the remaining five went to [[Air Inter]]. Series 12s flew in Europe until October 1996, and in Africa until more recently.
: The unit cost was US$5.5M. (1972)<ref>{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1972/1972%20-%202020.html |title= Airliner price index |magazine= Flight International |date= 10 August 1972 |page= 183}}</ref>

==Operators==

The Caravelle served with airlines on every continent except Australia. In 1957, [[Trans-Australia Airlines]] (TAA) sought to order two Caravelles, to service its longest routes, Perth-Sydney and Perth-Melbourne, from 1960. However, the Australian government blocked the order, saying that any further diversity in full-size airliners used on domestic routes would have an adverse impact on aircraft servicing within Australia.<ref>{{cite web |url= http://www.taamuseum.org.au/TAAAircraft/aircraft_Caravell.html |publisher= Trans-Australia Airlines Museum |title= TAA's Caravelle Aircraft |date= 2018}}</ref>

=== Civil operators ===
[[File:Aerolineas Argentinas Caravelle Volpati.jpg|thumb|[[Aerolineas Argentinas]] 1973]]
[[File:Caravelle ja Pulkkilanharju.png|thumb|upright|[[Finnair]]]]
[[File:SAS SE-210 Caravelle in the air (cropped).jpg|thumb|[[Scandinavian Airlines System|SAS]]]]
[[File:HB-ICZ Swissair Caravelle.jpg|thumb|[[Swissair]]]]

{{Columns-list|colwidth=15em|
;Algeria
*[[Air Algérie]]<ref name="Avrane 47">Avrane 1981, p. 47.</ref>
;Argentina
*[[Aerolíneas Argentinas]] (1962–1973)<ref name="Avrane 44">Avrane 1981, p. 44.</ref>
;Austria
*[[Austrian Airlines]]<ref name="Avrane 62">Avrane 1981, p. 62.</ref>
;Belgium
*[[Belgian International Air Services]]<ref name="Avrane 68">Avrane 1981, p. 68.</ref>
*[[SABENA]]<ref name="Avrane 87">Avrane 1981, p. 87.</ref>
*[[Sobelair]]<ref name="Avrane 92">Avrane 1981, p. 92.</ref>
;Brazil
*[[Serviços Aéreos Cruzeiro do Sul|Cruzeiro do Sul]]<ref name="Avrane 69">Avrane 1981, p. 69.</ref>
*[[Panair do Brasil]]<ref name="Avrane 86">Avrane 1981, p. 86.</ref>
*[[VARIG]]<ref name="Avrane 99">Avrane 1981, p. 99.</ref>
;Burundi
*[[Air Burundi]]<ref name="Avrane 47"/>
;Cambodia 
*[[Air Cambodge]]<ref name="Avrane 47"/>
;Central African Republic 
*[[Air Centrafrique]]<ref name="Avrane 48">Avrane 1981, p. 48.</ref>
;Chile
*[[Lan Chile]]<ref name="Avrane 75">Avrane 1981, p. 75.</ref>
;Côte d'Ivoire
*[[Air Afrique]]<ref name="Avrane 46">Avrane 1981, p. 46.</ref>
;Colombia 
*[[Aerotal Colombia]]<ref name="Avrane 45">Avrane 1981, p. 45.</ref>
*[[Aerocesar Colombia]]<ref name="Avrane 95">Avrane 1981, p. 95.</ref>
;Congo
*[[Air Congo]]
*[[Waltair (DR Congo)]]
;Denmark
*[[Alisardia]]<ref name="Avrane 61">Avrane 1981, p. 61.</ref>
*[[Aviaction]]<ref name="Avrane 68"/>
*[[Sterling Airways]]<ref name="Avrane 92"/>
;Ecuador
*[[SAETA]]<ref name="Avrane 87"/>
*[[SAN Ecuador]]<ref name="Avrane 90">Avrane 1981, p. 90.</ref>
;Egypt
*[[Egyptair]] (Leased from Sterling)<ref name="Avrane 71">Avrane 1981, p. 71.</ref>
;Finland
*[[Finnair]]<ref name="Avrane 72">Avrane 1981, p. 72.</ref>
;France
*[[Aerotour]]<ref name="Avrane 45"/>
*[[Air Charter International]]<ref name="Avrane 48"/>
*[[Air France]]<ref name="Avrane 48"/>
*[[Air Inter]]<ref name="Avrane 51">Avrane 1981, p. 51.</ref>
*[[Air Martinique]]{{Cn|date=October 2024}}
*[[Air Provence]]
*[[Catair]]<ref name="Avrane 68"/>
*[[Corsairfly|Corse Air]]
*[[Euralair]]<ref name="Avrane 71"/>
*[[Europe Aero Service]]<ref name="Avrane 70">Avrane 1981, p. 70.</ref>
*[[Minerve (airline)|Minerve]]<ref name="Avrane 85">Avrane 1981, p. 85.</ref>
*[[Trans-Union]]<ref name="Avrane 97">Avrane 1981, p. 97.</ref>
*[[Union des Transports Aeriens]]<ref name="Avrane 99"/>
;Gabon
*[[Air Gabon]]<ref name="Avrane 50">Avrane 1981, p. 50.</ref>
*[[Gabon Express]]<ref name="Avrane 50"/>
;Germany
*[[Aero Lloyd]] (1980)<ref name="Avrane 44"/>
*[[LTU International|LTU]]<ref name="Avrane 75"/>
*[[Lufthansa]] (leased)<ref name="Avrane 84">Avrane 1981, p. 84.</ref>
*[[Panair]] (leased)<ref name="Avrane 85"/>
*[[Special Air Transport]]<ref name="Avrane 91">Avrane 1981, p. 91.</ref> (SAT)
;India 
*[[Indian Airlines]]<ref name="Avrane 73">Avrane 1981, p. 73.</ref>
*[[Pushpaka Aviation|Pushpaka]]<ref name="Avrane 86"/>
;Italy
*[[Aerolinee Itavia]]<ref name="Avrane 74">Avrane 1981, p. 74.</ref>
*[[Alitalia]]<ref name="Avrane 62"/>
*[[Altair Airlines|Altair]]<ref name="Avrane 62"/>
*[[Società Aerea Mediterranea]]<ref name="Avrane 90"/>
;Jordan
*[[Royal Jordanian|Alia]]<ref name="Avrane 61"/>
;Laos
*[[Royal Air Lao]]<ref name="Avrane 86"/>
;Lebanon
*Air Liban<ref name="Avrane 52">Avrane 1981, p. 52.</ref>
*[[Middle East Airlines]]<ref name="Avrane 84"/>
;Libya
*[[Kingdom of Libya Airlines]]<ref name="Avrane 75"/>
;Luxembourg 
*[[Luxair]]<ref name="Avrane 84"/>
;Mali
*[[Air Mali (1960–1985)|Air Mali]]<ref name="Avrane 52"/>
;Morocco
*[[Royal Air Maroc]]<ref name="Avrane 86"/>
;Martinique
*[[Air Martinique]]<ref name="Avrane 52"/>
;New Caledonia
*[[Aircalin|Air Caledonie International]]<ref name="FlightInternational1">{{cite journal |title=World Airline Directory |journal=Flight International |publication-date=1988-03-26 |volume=133 |issue=4106 |url=http://www.flightglobal.com/pdfarchive/view/1988/1988%20-%200724.html |access-date=14 April 2009}}</ref>{{rp|36}}
;Netherlands 
*[[Transavia]]<ref name="Avrane 96">Avrane 1981, p. 96.</ref>
;Philippines
*[[Filipinas Orient Airways]]<ref name="Avrane 71"/>
*[[Sterling Philippines Airways]]<ref name="Avrane 93">Avrane 1981, p. 93.</ref>
*[[Transasian Airways]]<ref name="Avrane 96"/>
;Portugal 
*[[TAP Air Portugal]]<ref name="Avrane 95"/>
;Spain
*[[Aviaco]]<ref name="Avrane 63">Avrane 1981, p. 63.</ref>
*[[Iberia Airlines]]<ref name="Avrane 72"/>
*[[TAE – Trabajos Aéreos y Enlaces|TAE]]<ref name="Avrane 95"/>
*[[Transeuropa Compañía de Aviación|Transeuropa]]<ref name="Avrane 97"/>
;Scandinavia
*SAS, [[Scandinavian Airlines System]]<ref name="Avrane 90"/> Operated 1959-1974<ref>{{cite web|url=https://www.flygrevyn.se/caravelle/|title = Caravelle - SAS första jetflygplan &#124; Flygrevyn}}</ref> The carrier took delivery of the first aircraft of the type in 1959.
;South Vietnam
*[[Air Vietnam]]<ref name="Avrane 52"/>
;Sweden
*[[Transwede]] Operated 1985-1990
;Switzerland 
*Air City
*[[Balair]]
*[[Compagnie de Transport Aerien|CTA]]<ref name="Avrane 70"/>
*[[SA de Transport Aérien|SATA]]<ref name="Avrane 91"/>
*[[Swissair]]<ref name="Avrane 94">Avrane 1981, p. 94.</ref>
;Syria
*[[Syrian Arab Airlines]]<ref name="Avrane 94"/>
;Taiwan
*[[China Airlines]]<ref name="Avrane 69"/>
*[[Far Eastern Air Transport]]<ref name="Avrane 71"/>
;Thailand 
*[[Thai Airways International]]<ref name="Avrane 96"/>
;Tunisia
*[[Tunisair]]<ref name="Avrane 98">Avrane 1981, p. 98.</ref>
;Turkey
*[[Istanbul Airlines]]<ref>[[:de:Istanbul Airlines]]</ref>{{rp|98}}
;United States 
*[[Midwest Air Charter]]<ref name="Avrane 84"/>/[[Airborne Express]]
*[[United Airlines]]<ref name="Avrane 98"/>
;Venezuela 
*[[Avensa]]<ref name="Avrane 63"/>
*[[Viasa|VIASA]] (leased)<ref name="Avrane 100">Avrane 1981, p. 100.</ref>
;Yugoslavia
*[[Air Yugoslavia]]<ref name="flight0742">{{cite magazine|magazine=[[Flight International]]|title=World Airlines Directory |date=22 March 1973|page=440|url=https://www.flightglobal.com/pdfarchive/view/1973/1973%20-%200742.html?search=air%20yugoslavia}}</ref>
*[[Adria Airways|Inex Adria Aviopromet]]<ref name="Avrane 74"/>
*[[JAT Airways|JAT Yugoslav Airlines]]<ref name="Avrane 74"/>
;Zaire
*[[Affro Cargo]]<ref name="Avrane 46"/>
*[[Air Zaire]]<ref name="Avrane 61"/>
}}

===Military and government operators===
{{Columns-list|colwidth=30em|
;Algeria
*[[Algerian Air Force]]<ref name="Avrane 119">Avrane 1981, p. 119.</ref>
;Argentina
*[[Argentine Air Force]] (1973–1975)<ref name="Avrane 113">Avrane 1981, p. 113.</ref>
;Central African Republic 
*Central African Empire/Republic Government (1970–1979)<ref name="Avrane 112">Avrane 1981, p. 112.</ref>
;Chad
*Chad Government<ref name="Avrane 117">Avrane 1981, p. 117.</ref>
;France
*[[French Air Force]]<ref name="Avrane 101">Avrane 1981, p. 101.</ref>
;Gabon 
*Gabon Government (1976–1978)<ref name="Avrane 116">Avrane 1981, p. 116.</ref>
;Mauritania 
*Mauritanian Government<ref name="Avrane 116"/>
;Mexico
*[[Mexican Air Force]]
;Rwanda
*Rwanda Government<ref name="Avrane 116"/>
;Senegal
*Senegal Government<ref name="Avrane 117"/>
;Sweden
*[[Swedish Air Force]]<ref name="Avrane 115">Avrane 1981, p. 115.</ref> designated TP 85 two ex-SAS aircraft were used as [[electronic intelligence]] aircraft 1974–1998.<ref>{{Cite web |url=https://www.flygvapenmuseum.se/besok-oss/grupper/caravelle-guidning/ |title=Caravelle |access-date=2019-05-24 |archive-date=2021-05-07 |archive-url=https://web.archive.org/web/20210507100926/https://www.flygvapenmuseum.se/besok-oss/grupper/caravelle-guidning/ |url-status=dead }}</ref>
;Yugoslavia 
*[[SFR Yugoslav Air Force|Yugoslav Air Force]]<ref name="Avrane 115"/>
}}

==Incidents and accidents==
For 45 years of commercial operation, 67 Caravelles have been withdrawn from service as a result of destruction or for irreparable damage. None of these accidents and incidents are attributed to a design defect, only a few technical failures, human errors, or sabotage. The total loss of life in accidents in the Caravelle is more than 1,300. The accident rate per million flights is estimated at more than 5.5, compared with less than 1 for the most recent airliners.

*19 January 1960 – [[Scandinavian Airlines System Flight 871]], a Caravelle I, crashed at Esenboga Airport, Turkey due to excessive descent for reasons unknown. Seven crew members and 35 passengers lost their lives.
*19 May 1960 — A Caravelle of [[Air Algérie]], F-OBNI, collided with a [[Stampe-Vertongen SV.4|Stampe]] single-engine [[biplane]] on approach to [[Paris-Orly]] and managed to land. The small aircraft was destroyed and its pilot was killed, as well as one passenger of the Caravelle, 18 other persons on board were injured.<ref>[https://reports.aviation-safety.net/1960/19600519-0_S210_F-OBNI.pdf Rapport d'enquête sur la collision en vol survenue près d'Orly le 19 mai 1960]</ref>
*12 September 1961 – [[Air France Flight 2005]], a Caravelle III, crashed near Rabat, Morocco after the crew misread instruments, killing all 77 on board.
*27 September 1961 – [[Varig]] Flight 592-J, a Caravelle III, crashed when landing at [[Brasília International Airport]] in Brazil, caught fire and was totally destroyed. Despite this, there were no casualties. Among the passengers were the governor of the [[Rio Grande do Sul]] state, [[Leonel Brizola]], and three ministers of state of the newly sworn president [[João Goulart]]. This was the first air accident in the new Brazilian capital, founded only 16 months before.<ref>{{cite web|title=ACIDENTES E INCIDENTES AÉREOS NO BRASIL E NO MUNDO|
url=http://www.desastresaereos.net/historia_11_Varig_592_1o_acidente_brasilia.htm}}</ref>
*4 September 1963 – [[Swissair Flight 306]] crashed shortly after take-off from [[Zürich Airport|Zürich]] following an in-flight fire, killing all 80 people on board.
*18 April 1964 – [[Middle East Airlines Flight 444]] ([[aircraft registration|registration]] OD-AEM) crashed at night into the Persian Gulf, 10 miles out from Dhahran Airport, Saudi Arabia, killing all 49 on board; the cause was never determined.<ref>{{citation |journal=Flight International |url=http://www.flightglobal.com/pdfarchive/view/1964/1964%20-%201132.html |date=24 April 1964  |page=635 |title=MEA Caravelle Lost  }}</ref>
*15 February 1966 – an [[Indian Airlines]] Caravelle VI-N registered as VT-DPP crashed short of the runway at [[Palam Airport]] in poor visibility, killing two of 80 on board. 
*4 September 1966 – an Indian Airlines Caravelle VI-N registered as VT-DSB struck a hill at 800 feet during a training flight, killing the four crew.
*30 June 1967 – [[Thai Airways International Flight 601]], a Caravelle III, crashed into the sea while landing at [[Hong Kong]]'s [[Kai Tak Airport]] during a tropical heavy rainstorm. Twenty-four people were killed.<ref>{{cite web|title=Accident Database|url=http://www.airdisaster.com/cgi-bin/view_details.cgi?date=06301967&reg=HS-TGI&airline=Thai+International+Airways|url-status=usurped|archive-url=https://web.archive.org/web/20121104060519/http://www.airdisaster.com/cgi-bin/view_details.cgi?date=06301967&reg=HS-TGI&airline=Thai+International+Airways|archive-date=2012-11-04}}</ref>
*4 November 1967 – [[Iberia Airlines Flight 062]], a Caravelle 10R, struck [[Blackdown, Sussex|Blackdown Hill]], Sussex, United Kingdom, killing all 37 passengers and crew.
*11 September 1968 – [[Air France Flight 1611]], a Caravelle III en route from the island of [[Corsica]] to [[Nice, France]], crashed into the [[Mediterranean Sea]] off Nice following an in-flight fire, killing all 95 on board; in 2011 a report surfaced that a missile may have shot down the aircraft.<ref>{{cite news |url=https://snpnc.org/content/crash-antibes1968-michel-laty-temoin-capital-est-mort |title=Crash Antibes/1968: Michel Laty, témoin capital, est mort|language=fr|trans-title=Crash Antibes/1968: Michel Laty, principal witness, is dead |website=Syndicat National du Personnel Navigant Commercial|agency=AFP and others|date=16 December 2011  |access-date= 10 September 2019}}</ref>
*28 December 1968 – two Middle East Airlines Caravelle VI-Ns (registrations OD-AEE and OD-AEF), along with 12 other aircraft, were destroyed at Beirut International Airport by Israeli commandos in retaliation for a terrorist attack on a Boeing aircraft in Athens.
*26 July 1969 – an [[Air Algérie]] Caravelle VI-N (registration 7T-VAK) crashed at near [[Hassi Messaoud Airport]], Algeria killing 33 passengers and crew out of 37. The aircraft crashed onto the runway while attempting an emergency landing due to an in-flight fire.
*8 October 1969 – A [[Serviços Aéreos Cruzeiro do Sul|Cruzeiro do Sul]] Caravelle VI-R en route from [[Val de Cans International Airport|Belém-Val de Cães]] to [[Ponta Pelada Airport|Manaus-Ponta Pelada]] in Brazil was [[Serviços Aéreos Cruzeiro do Sul Flight 114|hijacked]] by four people who demanded to be flown to Cuba. The hijacking lasted less than a day and there were no casualties.
*1 April 1970 – a [[Royal Air Maroc]] Caravelle III registered as CN-CCV [[1970 Berrechid Royal Air Maroc Caravelle crash|crashed on approach to Casablanca]] following a loss of control, killing 61 of 72 on board.
*20 November 1971 – [[China Airlines Flight 825]], a Caravelle III (registration B-1852), crashed near [[Penghu]], Taiwan due to a possible bomb explosion, killing all 25 passengers and crew on board.
*7 January 1972 – [[Iberia Airlines Flight 602]] crashed into a mountain while on approach to [[Ibiza Airport]], Spain. All 104 passengers and crew were killed.
*14 March 1972 – [[Sterling Airways Flight 296]] crashed 20&nbsp;mi west of Kalba, United Arab Emirates due to pilot error, killing all 112 passengers and crew in the worst ever accident involving the Caravelle. The accident is also the deadliest in the United Arab Emirates.
*1 June 1973 – [[Serviços Aéreos Cruzeiro do Sul|Cruzeiro do Sul]] Flight 109, a Caravelle VI-N (registration PP-PDX) operating from [[Val de Cans International Airport|Belém-Val de Cans]] to [[Marechal Cunha Machado International Airport|São Luís]] crashed on approach to São Luís. The left engine lost power and the aircraft attained an extreme nose-up attitude. It stalled and crashed 760m to the right of the runway. All 23 passengers and crew died.<ref>{{cite web | url=http://aviation-safety.net/database/record.php?id=19730601-1 | title=Accident description PP-PDX | publisher=Aviation Safety Network | access-date=22 June 2011}}</ref><ref>{{cite book | first=Carlos Ari César | last=Germano da Silva | title=O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928–1996 | chapter=O mistério do Tirirical | publisher=EDIPUCRS | edition=2 | place=Porto Alegre | year=2008 | pages=279–284 | isbn=978-85-7430-760-2 | language=pt}}</ref>
*13 August 1973 – [[Aviaco Flight 118]] crashed near [[A Coruña]], Spain, killing all 85 passengers and crew, while attempting to land at [[Alvedro Airport]] (now A Coruña Airport) in heavy fog.
*11 September 1973 – [[JAT Airways Flight 769]], a Caravelle VI-N, struck Babin Zub Peak while on approach to [[Titograd Airport]], killing all 41 passengers and crew on board. The accident remains the worst in Montenegro.
*22 December 1973 – A [[Sobelair]] Caravelle VI-N operating for Royal Air Maroc) Caravelle VI-N (OO-SRD) [[1973 Royal Air Maroc Sud Aviation Caravelle crash|struck]] Mount Mellaline while on approach to [[Tangier Airport]], killing all 106 passengers and crew on board.
*15 March 1974 – A [[Sterling Airways]] Caravelle 10B3 [[1974 Sterling Airways Tehran Caravelle accident|experienced a landing gear failure]] as it was taxiing for take-off at Tehran's [[Mehrabad International Airport]] leading to 15 passengers being killed and 37 passengers and crew injured.
*12 October 1976 – [[Indian Airlines Flight 171]], a Caravelle VI-N, crashed at Santacruz Airport following a loss of control caused by an uncontained engine failure and in-flight fire, killing all 95 on board.
*18 December 1977 – [[SA de Transport Aérien Flight 730]] crashed into the sea while on final approach to [[Madeira Airport]] due to pilot error, killing 36 of 52 on board; the wreckage was found in 2011.
*30 September 1978 – A [[Finnair Flight 405|Finnair Caravelle was hijacked]] by an unemployed home building contractor carrying a gun. With 44 passengers and 5 crew on board the aircraft flew to Amsterdam, Netherlands. After that it flew to Helsinki, where the hijacker released his hostages and received his demanded money. It then flew to Oulu, where he was arrested at his house the following day. 
*19 June 1980 - An Airborne Express Caravelle VI-R registered as N905MW crashed at Atlanta Hartsfield Airport on approach to runway 26. The probable cause was listed as a poorly planned approach, vortex turbulence, and failure to follow approved procedures, directives, etc.<ref>{{cite web|url=https://aviation-safety.net/database/record.php?id=19800619-1|title=ASN Aircraft accident Sud Aviation SE-210 Caravelle VI-R N905MW Atlanta Municipal Airport, GA (ATL)|first=Harro|last=Ranter|website=aviation-safety.net}}</ref>
*21 December 1980 – A [[Transportes Aereos del César]] (Aerocésar) Caravelle VIR (registration HK-1810) crashed near [[Riohacha]], Colombia due to an explosion and in-flight fire, killing all 70 on board. The cause of the explosion was unknown. ([[1980 Riohacha Transportes Aéreos del Cesar Caravelle crash]])
*29 April 1983, [[SAN Ecuador]] Flight 832, a Caravelle VI-R  (reg. HC-BAJ, sn. 125) [[controlled flight into terrain|crashed]] near the southern end of the runway of the [[José Joaquín de Olmedo International Airport|Simón Bolívar International Airport]] in [[Guayaquil]], [[Ecuador]] after attempting to execute an [[emergency landing]]. The plane had suffered an [[Engine failure on take-off|engine failure shortly after taking off]] from Guayaquil on a flight to [[Quito]], and the crew was returning to the airport. However, the second engine failed while overflying the city and the plane [[Stall (fluid dynamics)|stalled]] just as it approached the airport. Cap. Germán Cruz crash-landed the plane in a muddy [[puddle]], produced by [[1982–83 El Niño event|recent El Niño]] rains, near the end of the runway, with the fuselage breaking in three parts but without causing a fire. The accident killed 8 of the 100 people on board and injured several others, but the fact that the puddle acted as a form of [[cushion]] to the plane helped avoid more fatalities. The pilot had previously reported engine issues and had tested the plane the previous day, after which it was subjected to [[Aircraft maintenance|maintenance]] and was later reported as [[Airworthiness|fit to fly]] shortly before the ill-fated flight.<ref>{{cite web|url=https://aviation-safety.net/database/record.php?|id=19830429-0|title=Accident description|publisher=Aviation Safety Network|accessdate=October 8, 2009}}</ref><ref>{{cite web | url=https://www.infobae.com/america/america-latina/2023/05/13/san-832-dos-motores-defectuosos-la-amenaza-sobre-guayaquil-y-ocho-muertes-que-pudieron-ser-muchas-mas/ | title=SAN 832: dos motores defectuosos, la amenaza sobre Guayaquil y ocho muertes que pudieron ser muchas más | date=13 May 2023 }}</ref>
*2 July 1983 - An [[Altair (1967)|Altair]] Caravelle III registered as F-BHRS experienced an uncontained engine failure while accelerating for takeoff at [[Milan Malpensa Airport]], Italy. Takeoff was quickly aborted and all 89 occupants survived but the aircraft was damaged beyond repair. The derelict aircraft remained at Milan Malpensa Airport for years afterward.<ref>{{cite web|url=https://aviation-safety.net/database/record.php?id=19830702-0|title=ASN Aircraft accident Sud Aviation SE-210 Caravelle III F-BHRS Milano-Malpensa Airport (MXP)}}</ref>
*18 January 1986 – An [[Aerovias]] Caravelle temporarily leased from Ecuador's [[SAETA]] [[1986 Aerovías Guatemala air crash|crashed in the jungle]] after missing its first approach, killing all 93 occupants. The flight had originated in Guatemala City and was to land at Mundo Maya International Airport in the northern department of Petén.

==Aircraft on display==
[[File:Brussel Koninklijk Legermuseum Luchtvaarthal 02.JPG|thumb|OO-SRA at [[Royal Museum of the Armed Forces and Military History]] in [[Brussels]]]]
;Europe
* ''F-BHRA'' Caravelle III (msn. 1) originally delivered to Air France as ''Alsace''. Preserved at the Piet Smedts Autobedrijf in Baarlo, Netherlands.<ref>{{Cite web |title=Sud Aviation SE 210 Caravelle III {{!}} Air France {{!}} Felix Goetting |url=https://www.jetphotos.com/photo/8888535}}</ref>
* ''F-BHHI'' Caravelle III (msn. 2) second prototype – briefly appeared in Air France color scheme but never flew with the airline. Forward fuselage preserved at the [[Musée de l'Air et de l'Espace]] in Paris.<ref>{{Cite web |title=Aviation classics – the Sud Aviation Caravelle |date=30 November 2020 |url=https://www.globalaviationresource.com/v2/2020/11/30/aviation-classics-the-sud-aviation-caravelle/}}</ref>
* ''LN-KLH'' Caravelle III (msn. 3) originally delivered to SAS as ''Finn Viking''. Preserved at the [[Norwegian Museum of Science and Technology]], [[Oslo]], Norway.<ref>{{cite web|url=http://museumsnett.no/ntm/no/utstillingene/fly/nluft.htm |title=Kulturnett.no – Kultur i Norge på nett |language=no |publisher=Museumsnett.no |access-date=8 February 2012}}</ref>
* ''SE-DAA'' Caravelle III (msn. 4) originally delivered to SAS as ''Eskil Viking''. The nose section is in poor condition at the [[Finnish Aviation Museum]], Helsinki.
* ''PH-TRO'' Caravelle III (msn. 33) originally delivered to [[Transavia Holland]]. Nose section preserved at the [[Aviodome]], [[Lelystad]], Netherlands.{{Cn|date=October 2024}}
* ''OY-KRD'' Caravelle III (msn. 47) originally delivered to SAS as ''Ulf Viking''. Entire aircraft on display at the [[Danish Museum of Science & Technology]], Helsingør, Denmark.<ref>{{cite web|url=https://tekniskmuseum.dk/|title=Velkommen til Danmarks Tekniske Museum|website=Danmarks Tekniske Museum}}</ref>
* ''F-BHRT'' Caravelle III (msn. 55) originally delivered to Air France as ''Picardie''. Preserved as instructional airframe at [[Merville-Colonnes]] airfield, France
* ''CN-CCX'' Caravelle III (msn. 57) originally delivered to [[Royal Air Maroc]]. in use as a training aircraft at the Mohammedia School of Hospitality and Tourism, [[Mohammedia]], [[Morocco]].
* ''F-BHRY'' Caravelle III (msn. 61) originally delivered to Air France as ''Touraine''. On display at the Musée de l'Epopée et de l'Aéronautique in Albert, France.<ref>{{Cite web |title=Caravelle III - 61 - F-BHRY {{!}} L Epopee de l Industrie et de l Aeronautique |url=http://bdd.deltareflex.com/cns_affiche.php?image=22982 |access-date=2023-01-27 |website=Delta Base}}</ref>
* ''OO-SRA'' Caravelle VI-N (msn. 64) originally delivered to Sabena. Entire aircraft preserved at the [[Royal Museum of the Armed Forces and Military History]], Brussels, Belgium.<ref>{{Cite web |title=OO-SRA {{!}} Sud Aviation SE 210 Caravelle VIN {{!}} Sabena {{!}} Goncalo Guimaraes |url=https://www.jetphotos.com/photo/9634668 |access-date=2023-01-27 |website=JetPhotos |language=en}}</ref>
* ''SE-DAF'' Caravelle III (msn. 112) originally delivered to SAS as ''Sven Viking''. On display at Turku Airport, Finland. Painted in Finnair 1963 livery with registration OH-LEA.<ref>{{Cite web |title=Aviation Museum Society Finland welcomed its Caravelle III on August 19th, 2022 {{!}} Caravelle-projekti |url=https://www.caravelle-projekti.fi/uutiset.html?215505 |access-date=2023-01-27 |website=www.caravelle-projekti.fi}}</ref>
* ''F-ZACE'' Caravelle III (msn. 116) originally delivered to Finnair as OH-LED and flown by the French Air Force as 116/CE. On display at Musée Européen de l'Aviation de Chasse, [[Montélimar]], France.<ref>{{Cite web |last=xavier |date=2009-11-06 |title=Ancienne Caravelle III du CEV |url=https://www.passionpourlaviation.fr/2009/11/06/ancienne-caravelle-iii-du-cev/ |access-date=2023-01-27 |website=Passion pour l'aviation |language=fr-FR}}</ref>
* ''YU-AHB'' Caravelle VI-N (msn. 135) originally delivered to JAT Yugoslav Airlines as ''Bled''. On display at the [[Museum of Yugoslav Aviation]], near the [[Belgrade Airport|Nikola Tesla International Airport]].<ref>{{cite web |title=Sixty years of the jet age and the first Caravelle in Yugoslavia |date=21 January 2023 |url=https://www.exyuaviation.com/2023/01/sixty-years-of-jet-age-and-first.html |access-date=2023-01-27}}</ref>
* ''SE-DAG'' Caravelle III (msn. 172) originally delivered to SAS as ''Dag Viking''. Currently on display at the Swedish Air Force Museum, Linköping. The aircraft served with the Swedish Air Force (tail number 851) for signal reconnaissance.<ref>{{cite web |url=http://www.flygvapenmuseum.se/samlingar/flygplan/flygvapenmuseum-linkoping/tp-85--sud-aviation-se-210-caravelle-iii/ |title=Sud Aviation SE-210 Caravelle III |publisher=www.flygvapenmuseum.se |access-date=24 July 2017}}</ref>
* ''F-BJEN'' Caravelle 10R Super B (msn. 185) originally delivered to Finnair as OH-LSC ''Turku''. Forward fuselage section preserved Corlier, France, as "Aeroclub du Haut-Bugey".{{Citation needed|date=March 2017}}
* ''SE-DAI'' Caravelle III (msn. 210) originally delivered to SAS as ''Alrik Viking''. Fully restored in taxiable condition and preserved by [[Le Caravelle Club]] at [[Stockholm Arlanda Airport]], Sweden.<ref>Archived at [https://ghostarchive.org/varchive/youtube/20211211/zEvTCktFYDA Ghostarchive]{{cbignore}} and the [https://web.archive.org/web/20210820215704/https://www.youtube.com/watch?v=zEvTCktFYDA Wayback Machine]{{cbignore}}: {{Citation|title=World's last operational SE210 Caravelle - engine start and taxi @ Stockholm Arlanda, Sweden.| date=19 August 2021 |url=https://www.youtube.com/watch?v=zEvTCktFYDA|language=en|access-date=2021-09-08}}{{cbignore}}</ref>
* ''F-BYCY'' Caravelle 12 (msn. 233) originally delivered to JAT Yugoslav Airlines as YU-AHG and flown by [[Aerotur]] and [[Corse Air]]. Preserved at [[Moyenpal]], France and was renovated into a hotel{{Citation needed|date=March 2017}}
* ''F-BOHA'' Caravelle III (msn. 242) originally delivered to Air France as ''Guyane''. On display at [[Avignon – Provence Airport]], France.<ref>{{Cite web |title=Aircraft F-BOHA Photo |url=https://www.airport-data.com/aircraft/photo/000068287.html}}</ref>
* ''F-GHMU'' Caravelle 12 (msn. 249) originally delivered to [[Sterling Airways]] as OY-STE before being sold to [[Air Toulouse International]]; also flew for Air City as HB-IKD and the government of the Central African Republic as TL-ABB and [[European Air Service]] as F-GCJT. Preserved and on display at the [[Ailes Anciennes de Toulouse]] Museum at Toulouse-Blaganc, France.<ref>{{cite web |url=https://aatlse.org/en/appareils/se-210-10b3-caravelle/ |title= Anciennes Ailes Toulouse SUD AVIATION SE.210 CARAVELLE 10 B3}}</ref>
* {{Cns|''TC-ABA'' Caravelle 10B (msn. 253) originally delivered to [[SA de Transport Aérien]] as HB-ICN. Sold to [[Istanbul Airlines]], named ''Mine''. Restored and on display at the [[Istanbul Aviation Museum]], Turkey.|date=October 2024}}
* ''F-GCVL'' Caravelle 12 (msn. 273) originally delivered to Sterling Airways as OY-SAE and later flown by [[Air Inter]] and [[Air Provence]]. Preserved and on display at the Musée de l'Air et de l'Espace, Paris.<ref>{{cite web |url=http://www.mae.org/votre-visite/collections/aviation-civile/sud-aviation-se-210-caravelle/presentation.html |title=Présentation> Musée de l'Air et de l'Espace – Site officiel |publisher=Mae.org |access-date=8 February 2012}}</ref>
* ''F-GCVK'' Caravelle 12 (msn. 276) originally delivered to Sterling Airways as OY-SAG and flown by [[Air Inter]]. In use as instructional airframe in Air Inter colours at [[Merville-Colonnes]] airfield, France<ref>{{cite web|url=https://www.airportspotting.com/mervilles-collection-vintage-airliners/|title = Merville's Collection of Vintage Airliners|date = 23 November 2018}}</ref>
* ''F-BTOE'' Caravelle 12 (msn. 280) originally delivered to [[Air Inter]]. Preserved and on display at the [[Aeroscopia]] Museum at Toulouse-Blagnac Airport, France.<ref>{{cite web |url=http://www.musee-aeroscopia.fr/en/discover-the-aeroscopia-museum/the-collection/aircrafts |title=List of displayed aircraft - Aeroscopia official website}}</ref>

[[File:Caravelle, Pima Museum, Arizona, 1990.jpg|thumb|N1001U at the Pima Air & Space Museum in Tucson, Arizona]]
;North America
* ''N1001U''  Caravelle VI-R (msn. 86) originally delivered to United Air Lines. Preserved at the [[Pima Air & Space Museum]] in [[Tucson, Arizona]], in [[Aero Service]] markings.<ref>{{Cite web |title=Search Results - AirHistory.net |url=https://www.airhistory.net/airframe/22553/86}}</ref>
* ''HK-2836'' Caravelle 10R (msn. 211) originally delivered to Finnair as ''Kuopio''. Also flew for [[Air Charter]] and [[EAS - Europe Aero Service]] as F-GDFZ before being sold to [[SEC Colombia]] as HK-3836 and [[LAS - Lineas Aereas Suramericanas]] as HK-3836X, going on to serve with the [[Fuerza Aerea Mexicana]], serial 10506. On display inside Parque Aviacuatico Los Manantiales, Jilotepec–Ixtlahuaca Highway at km 39.{{Cn|date=October 2024}}
* ''N901MW'' Caravelle VI-R (msn. 62) originally delivered to [[Serviços Aéreos Cruzeiro do Sul]]. Later flew for [[Airborne Express]]. Currently preserved on the apron of [[John Glenn Columbus International Airport|John Glenn International Airport]] in Columbus, Ohio as a firefighting training aid.{{Cn|date=October 2024}}

;Africa
* ''I-DABA'' Caravelle VI-N (msn. 71) originally with Alitalia, before being sold to the Congo as 9Q-CRU. Repainted and on display at as the "Aero Beach Craft" park and buffet near Entebbe, Uganda.{{Citation needed|date=March 2017}}

== Specifications ==
[[File:Sud Aviation SE 210 Caravelle v1.0.png|thumb|Caravelle I three-view diagram]]
{| class="wikitable" style="text-align:center"
|+ Specifications<ref>{{cite book |publisher= Avia-Éditions |title= Caravelle - La Française de la jet set |author= John Wegg |year=2005 |pages= 412–433 |isbn= 2-915030-09-X}}</ref>
|- 
! Variant
! Caravelle I/III/VI
! Caravelle 10/11
! Caravelle 12
|- 
! Flight crew
| colspan=3 | 2 or 3
|- 
! Seats
| 80
| 80-105
| 140
|- 
! Length
| {{cvt|32.01|m}}
| {{cvt|32.71-33.01|m}}
| {{cvt|36.24|m}}
|- 
! Span
| colspan=3 | {{cvt|34.3|m}}
|- 
! Height
| {{cvt|8.65|m}}
| {{cvt|8.65-9.01|m}}
| {{cvt|8.65|m}}
|- 
! Cargo
| {{cvt|8-10.6|m3}}
| {{cvt|10.7-12|m3}}
| {{cvt|16.5|m3}}
|- 
! Empty
| {{cvt|23290-26280|kg}}
| {{cvt|27623-28840|kg}}
| {{cvt|29500|kg}}
|- 
! MTOW
| {{cvt|43500-51000|kg}}
| {{cvt|54000-57000|kg}}
| {{cvt|58000|kg}}
|- 
! Engines
| [[Rolls-Royce Avon]]
| colspan=2 | [[Pratt & Whitney JT8D]]
|- 
! Unit Thrust
| {{cvt|46.75-56.05|kN}}
| {{cvt|62.27|kN}}
| {{cvt|64.50|kN}}
|- 
! Max cruise
| {{cvt|746-845|km/h|kn}}
| {{cvt|800-824|km/h|kn}}
| {{cvt|810|km/h|kn}}
|- 
! Range
| {{cvt|1650-2500|km|nmi}}
| {{cvt|2800-3300|km|nmi}}
| {{cvt|3200|km|nmi}}
|- 
! Ceiling
| colspan=3 | {{cvt|11000-12000|m}}
|}

==See also==
{{Portal|Aviation|France}}
{{aircontent
|related=
* [[Sud Aviation Super-Caravelle]]
|similar aircraft=
* [[BAC One-Eleven]]
* [[de Havilland Comet]]
* [[McDonnell Douglas DC-9]]
* [[Tupolev Tu-104]]
* [[Tupolev Tu-134]]
|lists=
* [[List of civil aircraft]]
* [[List of jet airliners]]
}}

==References==
===Citations===
{{reflist|colwidth=30em}}

===Bibliography===
{{Refbegin}}
* {{cite book |last1=Avrane |first1=Alexandre |last2=Gilliand |first2=Michel |last3=Guillem |first3=J. |title=Sud Est Caravelle |year=1981 |publisher=Jane's |location=London |isbn=978-0-7106-0044-8 |oclc=9363786}}
* {{citation |journal=Flight |title=Progress with the Caravelle|url=http://www.flightglobal.com/pdfarchive/view/1954/1954%20-%202693.html |format=PDF |date=24 September 1954 |pages=472–473}}
* {{citation |journal=Flight |format=PDF |url=http://www.flightglobal.com/pdfarchive/view/1956/1956%20-%200887.html |title=Caravelle |date=6 July 1956 |pages=31–33}}
* {{citation |journal=Flight International |last=Dougal |first=M. G.  |url=http://www.flightglobal.com/pdfarchive/view/1963/1963%20-%201646.html |title=The Caravelle: Past Present and Future |date=12 September 1963 |pages=456–458 |format=PDF}}
* {{citation |title=Caravelle the Complete Story |url=http://sudaviation.com/wp-content/uploads/2016/05/CARAVELLE-The-Complete-Story-POST-PUBLICATION-UPDATES-CUMULATIVE-27-5-16.pdf |archive-url=https://web.archive.org/web/20161127152152/http://sudaviation.com/wp-content/uploads/2016/05/CARAVELLE-The-Complete-Story-POST-PUBLICATION-UPDATES-CUMULATIVE-27-5-16.pdf |archive-date=2016-11-27 }}
{{Refend}}

==External links==
{{Commons and category}}
*[https://www.youtube.com/watch?v=8ElUpvEOJl8# Video in YouTube about TALCE's operations in Africa, showing (among other aircraft) Caravelle 3D-KIK] (accessed 2009-05-12)
*[http://www.sudaviation.com# SudAviation.com – the Caravelle website] (accessed 2012-09-11)
*[http://www.flightglobal.com/pdfarchive/view/1957/1957%20-%201854.html "Flying the Caravelle"] a 1957 ''Flight'' article
* [https://www.youtube.com/watch?v=JFZh3ai5Gzg YouTube video of a United Air Lines SE210 Caravelle]
* {{cite news |url= https://www.flightglobal.com/news/articles/analysis-how-suds-caravelle-powered-europes-airli-431873/ |title= How Sud's Caravelle powered Europe's airliner charge |date= December 8, 2016 |author= Max Kingsley-Jones}}

{{Sud/Aérospatiale aircraft}}
{{de Havilland Comet-related}}
{{Swedish military aircraft designations}}
{{Authority control}}

[[Category:Sud Aviation aircraft|Caravelle]]
[[Category:1950s French airliners]]
[[Category:SNCASE aircraft|Caravelle]]
[[Category:Twinjets]]
[[Category:Cruciform tail aircraft]]
[[Category:Low-wing aircraft]]
[[Category:Aircraft first flown in 1955]]
[[Category:Aircraft with retractable tricycle landing gear]]