Sud Aviation Caravelle - Variants

Variants

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 4,763 kgf (46,710 N; 10,500 lbf) of unitary thrust and a capacity of 80 passengers. The French certification was obtained on 2 April 1959, and the FAA certification was obtained six days later. The first revenue flight took place in that same year with Air France in the Paris-Rome-Athens–Istanbul route. The Air France Caravelle F-BHRB "Lorraine" was introduced in the Paris-London route on 27 July 1959.

Sales: 20 sold; to Air France (10), SAS (6), Air Algérie (2), and VARIG (2). One of the VARIG examples was leased by Sud to Air Vietnam and Middle East Airlines before delivery to Royal Air Maroc.

In Australia, TAA had planned to re-equip with the Caravelle but as Ansett felt this was too advanced at that stage for their own needs, 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. Obviously, with improved capabilities. The first flight took place on 11 February 1960. Variants I and IA were later converted to the III variant.

Sales: 12 built. Deliveries were to Air France, SAS, Air Algérie, Finnair, and Royal Air Maroc.

Caravelle III

Later improvements of the Avon led to the Caravelle III. It first flew on 30 December 1959, beginning service with Alitalia in April 1960. The Caravelle III was powered with Rolls-Royce Avon RA-29/3 Mk.527 and RA-29/3 Mk.527B, both with 5,170 kgf (50,700 N; 11,400 lbf) of unitary thrust.

Sales: The Series III was the best-selling Caravelle with 78 built. Of the 32 Series I, 31 were upgraded to Series III standard. Air Inter used 16 of this type for its domestic routes. Major deliveries to Air France, as well as examples for Swissair, Alitalia, SAS, and Royal Air Maroc.

Caravelle VI-N

Power-improved version with Avon RA-29/6 Mk 531 and RA 29/6 Mk 531B with 5,535 kgf (54,280 N; 12,200 lbf) of unitary thrust engines. The capabilities were improved and the weights increased; the payload was reduced. The Caravelle VI-N first flew on September 10, 1960 beginning service with Sabena (Belgium) on January 1961. Of the 78 Series III, 5 were upgraded to Series VI N.

Sales: 53 built. Deliveries to Saeta, Corse Air, Europe A.S., Minerve, Pushpaka Aviation and Yugoslav Airlines.

Caravelle VI-R

First Caravelle with thrust reversers. The cockpit windows were made bigger with redesigned layout and more powerful brakes were introduced. It first flew on February 6, 1961, obtaining the FAA certificate on June 5 that same year. It began service with United Airlines on July 14. Dash-6R was powered by Avon Ra-29 Mk. 533R and Mk 535R (R, for Reverse) with a unitary thrust of 5,715 kgf (56,050 N; 12,600 lbf).

Sales: 56 built, 20 for United Airlines. Other series VI customers included Indian Airlines (9), Panair do Brasil (4), Cruzeiro do Sul, Iberia Líneas Aéreas De España (4), LAN Chile (3), Aerolíneas Argentinas (3), TAP Portugal (3). This was also used by Filipinas Orient Airways, Aerocesar, Airborne Express and SA Nacionales.

Caravelle VII

This was a modified Series III which was purchased by General Electric and equipped with GE CJ-805 engines. It would form the basis for later sales into the US. A TWA order for 20 aircraft was cancelled in favor of the DC-9.

Caravelle 10A

Based on the Series VII, but intended for the US market. The 10A was 1 metre (3 ft 3 in) longer than the Series VI, with the windows located 200 mm (7.9 in) higher on the fuselage, and an APU installed in the rear. A modified wing with improved flaps was also included to meet FAA requirements. However TWA later cancelled its order due to financial problems, and by the time they were ready to purchase new designs, the Douglas DC-9 was available. Only a single Caravelle 10A was ever built.

Caravelle 10B (Super Caravelle)

Based on the Series 10A, this variant offered many modifications in respect to other series. It introduced the Lex or "Leading Edge Extension" (a fillet added to the front of an aircraft wings in order to provide usable airflow at high angles of attack). The wing mounted split flaps and the fuselage was extended 1.40 m (4 ft 7 in), with an increase in passenger capacity to 105. The engines used were the new Pratt & Whitney JT8D turbofan engines with 6,350 kgf (62,300 N; 14,000 lbf) of unitary thrust. The 10B first flew on August 31, 1964 and was produced as a run of 22 aircraft.

Sales: 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, and Iberia Airlines. Alia and UTA also acquired aircraft.

Caravelle 10R

A combination of the 10B's engines on the Series VI-R fuselage, creating a smaller but higher powered plane. Maximum weight at take-off was increased to 52,000 kg (110,000 lb) (6,000 kg or 13,000 lb more than the Series I and 2,000 kg or 4,400 lb more than the Series VI-R). It first flew on January 8, 1965 and received the FAA certification on May 23 of that same year.

Sales: 20 were built, starting service with Alia on July 31, 1965. It also flew with Aero Lloyd, CTA, Hispania and SAT, among others.

Caravelle 11R

The 11R had a fuselage length of 31.72 m (104 ft 1 in) (70 cm or 28 in more than other variants) and incorporated a 3.32 m × 1.84 m (10.9 ft × 6.0 ft) 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 April 21, 1967.

sales: Only 6 planes were built and delivered to Air Afrique, Air Congo, and Transeuropa of Spain.

Caravelle 12 (Super Caravelle)

This was the last version of the Caravelle to appear, the most advanced of them all which first flew on March 12, 1971. The Series 12 was a 10B with a noticeably longer fuselage, stretched by 3.2 metres (10 ft), and a newer uprated version of the JT8D engines with 6,577 kgf (64,500 N; 14,500 lbf) of unitary thrust. This allowed for up to 140 passengers over a reduced range. The 12 was aimed primarily at the charter market, produced to 12 examples starting in 1972. By this point a worldwide famous Supersonic transport was in production known as the Concorde, whose design was first known in France as Sud Aviation Super-Caravelle. The 12 was often referred to by this name.

Sales: Launch customer for the Series 12 was Sterling Airways with 7 delivered, while the remaining 5 went to Air Inter. Series 12s flew in Europe until October 1996, and in Africa until recently.