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Sud Aviation Caravelle

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Sud Aviation
Company typeAerospace manufacturer
IndustryAerospace
PredecessorSNCASE
Founded1957
Headquarters
Toulouse
,
France
ProductsAircraft, including the SE 210 Caravelle

The Sud Aviation SE 210 Caravelle represents a French jet airliner developed during the early 1950s by SNCASE and later manufactured by Sud Aviation. Its inaugural flight occurred on May 27, 1955, integrating design concepts and components inspired by the de Havilland Comet, the pioneering jet airliner. Following the merger of SNCASE into Sud Aviation, the Caravelle commenced commercial service on April 26, 1959, with Scandinavian Airlines System (SAS). Production continued until 1972, culminating in a total of 282 units. The aircraft saw worldwide operation until its retirement in 2005.

This short-haul aircraft features a five-abreast seating configuration and is equipped with two rear-mounted Rolls-Royce Avon turbojet engines, facilitating a clean low-wing design that influenced many subsequent narrow-body aircraft and regional jet models. Early versions I, III, and VI accommodated between 90 and 99 passengers over moderate distances. Later variants 10/11 expanded capacity to 99–118 seats and extended range capabilities, powered by Pratt & Whitney JT8D turbofan engines. The elongated Caravelle 12 model could carry up to 131 passengers across longer routes.

Origins

On October 12, 1951, the French Comité du matériel civil issued requirements for a medium-range airliner capable of transporting 55–65 passengers along with cargo weighing , designed for flights up to approximately at cruising speeds near . The specifications did not prescribe engine type or quantity. Since 1946, various French manufacturers had explored aircraft designs within this category but faced financial constraints that hindered development and production efforts.

The industry responded enthusiastically, submitting over twenty design proposals from leading manufacturers. Most concepts featured exclusively turbojet propulsion; notable among these were Breguet’s turbojet and turboprop designs—including a tri-jet powered by the Snecma Atar—and Hurel-Dubois’s turboprop models characterized by narrow fuselages and shoulder-mounted wings. SNCASO proposed the S.O.60 with four engines combining Rolls-Royce Avon RA.7 turbojets and auxiliary Turbomeca Marboré engines, while SNCASE presented multiple jet-powered designs ranging from X-200 to X-210.

By March 28, 1952, the Comité du Matériel Civil shortlisted three contenders: SNCASO’s S.O.60 (four-engine Avon/Marbore configuration), Hurel-Dubois’s twin-Avon project, and SNCASE’s tri-Avon X-210 design. Rolls-Royce introduced an Avon variant delivering 9,000 lbf thrust, which eliminated the necessity for auxiliary or additional engines. Subsequently, the committee requested SNCASE to revise its X-210 concept into a twin-engine Avon layout. To minimize cabin noise despite potential weight benefits elsewhere, SNCASE chose to maintain rear-mounted engines rather than wing installations. The updated twin-Avon X-210 was resubmitted to the Secretariat General for Civil and Commercial Aviation (SGACC) in July 1952.

Selection

Two months later, SNCASE received formal notification that its design had been approved. On July 6, 1953, SGACC officially commissioned two prototypes along with two static airframes designated for fatigue testing. Several fuselage elements were licensed from British manufacturer de Havilland, with whom SNCASE had prior collaboration experience. The nose section and cockpit layout were directly adopted from the de Havilland Comet, while the remainder of the airframe was developed domestically. A distinctive feature included curved triangular cabin windows that were smaller than traditional designs yet maintained equivalent downward visibility.

The first Caravelle prototype (F-WHHH) was unveiled on April 21, 1955, by Madame de Gaulle. Its maiden flight occurred on May 27, 1955, powered by two British Rolls-Royce RA-26 Avon Mk.522 engines each producing thrust. The flight lasted 41 minutes with Captain Pierre Nadot and First Officer André Moynot at the controls.

The second prototype took flight on May 6, 1956; unlike its predecessor, it omitted the cargo door to offer an all-passenger configuration. By October of that year, both prototypes had accumulated over 1,000 flight hours combined and underwent testing throughout Europe and North Africa, including evaluations for French airline Air France. In 1957, the second prototype logged approximately 2,500 hours during flights across North and South America.

In 1956 Air France placed the initial order for Caravelle aircraft followed by Scandinavian Airlines System (SAS) in 1957. Additional sales were secured through strategic presentations at airshows and demonstration flights. That same year saw SNCASE merge with SNCASO and other companies to form Sud Aviation; however, the SE designation remained in use. The Caravelle achieved airworthiness certification in May 1959, permitting commercial operations to commence. Its first revenue service was conducted on April 26, 1959 with SAS shortly followed by Air France operations.

Further advancement

Within four years following its introduction, a total of 172 Caravelle aircraft had been sold to various airlines. Aviation analyst M.G. Douglas attributed this early commercial triumph to strategic marketing efforts, including prototype demonstration flights, and the Caravelle’s unique position as the sole short-haul jetliner available for several years. Throughout its production lifespan, multiple variants were created, often incorporating more powerful engines that allowed for increased maximum takeoff weights.

By 1963, six different models were actively produced: III, VI-N, VI-R, 10A, 10B, and X-BIR. The Caravelle III served as the fundamental version, while subsequent models introduced enhancements. The VI-N was equipped with upgraded Avon 531 engines and incorporated an additional heat exchanger to improve air conditioning. Designed to satisfy United Airlines’ specifications, the VI-R included Avon 352 engines fitted with thrust reversers, a redesigned windscreen, improved sound insulation, a new baggage door, and wing spoilers.

The 10A and 10B variants—collectively known as the Super Caravelle (not to be confused with the later supersonic design)—expanded upon the VI-R’s features through notable modifications: an extended fuselage; a wing redesigned with double-slotted Fowler flaps; an aerodynamic fairing positioned behind the vertical stabilizer; increased cargo volume achieved by elevating floor supports; and larger cabin windows. Further technical upgrades encompassed variable-displacement hydraulic pumps, alternating current generators replacing direct current units, and installation of an auxiliary power unit (APU). These wing improvements enhanced both takeoff and landing capabilities.

Despite its market success, Sud Aviation redirected its efforts from the Caravelle toward developing a successor supersonic transport of comparable size and range, named the Super-Caravelle. This initiative ultimately joined forces with Bristol Aeroplane Company’s parallel project in the United Kingdom, culminating in the creation of the Concorde.

Altogether, production totaled 282 Caravelles—comprising two prototypes and 280 production aircraft—with Sud Aviation estimating break-even at approximately 200 units.

Design

The Caravelle stood out as one of the pioneering passenger jets tailored specifically for short to medium-haul routes. It initially competed against propeller-driven aircraft such as the British Vickers Viscount and American Convair CV-440, quickly earning a reputation for dependable performance and a low accident record, which translated into reduced insurance costs for operators.

Most models were powered by two British Rolls-Royce Avon turbojet engines mounted near the tail section. Various Avon engine versions were utilized across different Caravelle models, providing enhanced thrust levels and features like thrust reversers. Certain variants either proposed or adopted alternative powerplants, including American-built Pratt & Whitney JT8D-1 and General Electric CJ-805-23C engines.

Focused on passenger comfort and operational efficiency, the Caravelle incorporated a rear entry door equipped with built-in stairs, thereby removing reliance on external airport stair vehicles despite added structural complexity. Subsequent iterations featured removable soundproofing panels, and some cabin layouts included rear-facing seats—a rarity in commercial aviation. Starting in September 1963, Sud Aviation introduced an autoland system comprising dual components: one fully autonomous and another integrated with the autopilot.

Final assembly took place at Sud Aviation’s Blagnac Airport facility near Toulouse, while significant manufacturing tasks were subcontracted internationally. The Italian company Fiat Aviazione fabricated components such as the tailplane, vertical stabilizer, ailerons, and engine nacelles; French firm Breguet Aviation was responsible for outfitting the rear fuselage; additionally, most auxiliary equipment originated from British and American suppliers. Sud Aviation handled construction and outfitting of critical sections including the nose assembly, tailcone, rudder, wing leading and trailing edges, Fowler flaps, and the majority of the fuselage structure.

Variants

Variants
Model Length Engines Capacity
Caravelle I 32.01 m (105 ft 0 in) RA-29 Mk.522 80
Caravelle IA 32.01 m (105 ft 0 in) RA-29 Mk.522A 80
Caravelle III 32.01 m (105 ft 0 in) RA-29 Mk.527 and 527B 80
Caravelle VI-N 32.01 m (105 ft 0 in) RA-29 Mk.531 and 531B 80
Caravelle VI-R 32.01 m (105 ft 0 in) RA-29 Mk.533R 80
Caravelle 10R 32.01 m (105 ft 0 in) P&W JT8D-7 80
Caravelle 11R 32.71 m (107 ft 4 in) P&W JT8D-7 89–99
Caravelle 10B 33.01 m (108 ft 4 in) P&W JT8D-7 105
Caravelle 12 36.24 m (118 ft 11 in) P&W JT8D-9 140
Caravelle I
This initial model first took to the skies on 14 May 1958, equipped with two Rolls-Royce RA-29 Avon Mk.522 engines each generating thrust, accommodating 80 passengers. It received certification in both France and the United States by April 1959 and commenced commercial flights with Air France on the Paris-Rome-Athens–Istanbul route during the same year. A total of twenty units were sold, distributed among Air France (10), SAS (6), Air Algérie (2), and VARIG (2). One aircraft from VARIG was leased to other carriers prior to its delivery to Royal Air Maroc.
Caravelle IA
Retaining the same external dimensions as the initial version, this variant was powered by enhanced Rolls-Royce Avon RA-29/1 Mk.526 engines for improved performance. It first flew on 11 February 1960, with twelve units constructed for operators including Air France, SAS, Air Algérie, Finnair, and Royal Air Maroc.
Caravelle III
This version incorporated upgraded Avon RA-29/3 Mk.527 and Mk.527B engines delivering higher thrust per engine; it debuted on 30 December 1959 and entered service with Alitalia in April 1960. As the most widely produced variant with seventy-eight built, key customers encompassed Air France, Swissair, Alitalia, SAS, Royal Air Maroc, and Air Inter (which acquired sixteen units).
Caravelle VI-N
Featuring more powerful Avon RA-29/6 Mk.531 and Mk.531B engines providing increased thrust per engine, this model first flew on 10 September 1960 and was introduced into service by Sabena in January 1961. Fifty-three aircraft were manufactured for airlines such as Saeta, Corse Air, Europe A.S., Minerve, Indian Airlines, and Yugoslav Airlines.
Caravelle VI-R
Marking the first Caravelle equipped with thrust reversers, this variant also included larger cockpit windows and upgraded braking systems. It was powered by Avon RA-29 Mk.533R and Mk.535R engines producing significant thrust per engine; its maiden flight occurred on 6 February 1961 with U.S. certification granted in June that year. Fifty-six units were built with principal operators comprising United Airlines (20), Indian Airlines (9), Panair do Brasil (4), Iberia (4), LAN Chile (3), Aerolíneas Argentinas (3), TAP Portugal (3), among others.
Caravelle VII
This version was a modified Series III serving as a test platform for General Electric’s CJ805 aft-fan engines; only a single aircraft underwent conversion.
Caravelle 10A
Derived from the VII model, this variant featured a fuselage extended by meters and windows raised by millimeters; it was powered by two General Electric CJ-805-23C aft-fan engines each delivering substantial thrust. Its first flight took place on 31 August 1962 incorporating modified wings for U.S certification along with an auxiliary power unit installation. Intended primarily for the U.S market, development ceased after TWA cancelled its order in favor of the Douglas DC-9; only one prototype was completed and later dismantled.
Caravelle 10B (Super Caravelle)
An advancement of the Series 10A incorporating leading edge extensions and split flaps replacing previous double-slotted Fowler flaps, the fuselage was lengthened by meters to accommodate up to 105 passengers. Powered by Pratt & Whitney JT8D turbofan engines producing considerable thrust each, this model first flew on August 31, 1964 with a production total of twenty-two aircraft.
Finnair was the launch customer operating eight units while other operators included Sterling Airways (7), Aviaco (order canceled), LTU, Iberia Airlines, Alia Royal Jordanian, and UTA. The last operational Caravelle was a Type 3 10B which remained in service until 2005.
Caravelle 10R
This variant combined the Series VI-R fuselage with more powerful JT8D engines from the 10B series, increasing maximum takeoff weight to approximately , which is about more than Series I and more than VI-R versions respectively. It first flew on January 8, 1965 and gained U.S certification in May of that year; twenty units were produced for airlines including Alia, Aero Lloyd, CTA, Hispania, and SAT.
Caravelle 11R
Featuring an extended fuselage measuring , this model included a large cargo door allowing mixed passenger-cargo configurations. Its inaugural flight occurred on April 21, 1967; only six were built serving Air Afrique, Air Congo, and Transeuropa.
Caravelle 12 (Super Caravelle)
The final iteration introduced in March 1971 featured a fuselage stretched by meters and was powered by uprated JT8D engines delivering significant thrust each; it could seat up to140 passengers over a shorter range tailored for charter operations.
Twelve units were manufactured starting in1972 with Sterling Airways as launch customer operating seven aircraft followed by Air Inter with five units. The approximate unit cost at that time was US$5.5 million.
Series12 aircraft operated across Europe until October1996 and continued service in Africa beyond that date.

Operators

The Caravelle was operated by airlines worldwide, with the exception of Australia. In 1957, Trans-Australia Airlines (TAA) intended to acquire two Caravelles for its longest domestic routes between Perth and Sydney, as well as Perth and Melbourne, commencing in 1960. Nevertheless, the Australian government intervened and prevented the purchase to avoid complications related to domestic aircraft maintenance.

Incidents and accidents

Throughout more than four decades of commercial service, 67 Caravelle aircraft were removed from operation due to destruction or damage beyond repair. None of these incidents were attributed to inherent design flaws; instead, causes primarily included mechanical malfunctions, human mistakes, or deliberate sabotage. The cumulative death toll exceeds 1,300, with an accident frequency surpassing 5.5 per million flights, which is higher compared to contemporary airliners.

  • 19 January 1960 – Scandinavian Airlines System Flight 871, a Caravelle I, crashed at Esenboga Airport in Turkey resulting in 42 deaths.
  • 19 May 1960 – An Air Algérie Caravelle collided with a biplane near Paris-Orly airport; the crash claimed the life of one passenger on the Caravelle and the pilot of the biplane.
  • 12 September 1961 – Air France Flight 2005, a Caravelle III, crashed near Rabat owing to incorrect instrument readings; 77 people perished.
  • 27 September 1961 – Varig Flight 592-J was destroyed upon landing at Brasília, Brazil; no fatalities occurred despite total loss of the aircraft.
  • 4 September 1963 – Swissair Flight 306 experienced an in-flight fire shortly after takeoff from Zürich and crashed; all 80 onboard lost their lives.
  • 18 April 1964 – Middle East Airlines Flight 444 plunged into the Persian Gulf close to Dhahran, Saudi Arabia; resulting in 49 fatalities.
  • 15 February 1966 – An Indian Airlines Caravelle VI-N crashed short of Palam Airport’s runway amid poor visibility conditions; two lives were lost.
  • 4 September 1966 – A training flight of an Indian Airlines Caravelle VI-N collided with a hill, killing all four crew members aboard.
  • 30 June 1967 – Thai Airways International Flight 601 crashed into the sea while landing at Hong Kong during a storm; 24 passengers died.
  • 4 November 1967 – Iberia Airlines Flight 062, a Caravelle 10R, crashed in Sussex, UK; all 37 occupants perished.
  • 11 September 1968 – Air France Flight 1611, a Caravelle III, went down in the Mediterranean Sea following an onboard fire; all 95 passengers and crew were killed.
  • 28 December 1968 – Two Middle East Airlines Caravelles were destroyed at Beirut Airport by Israeli commando forces.
  • 26 July 1969 – An Air Algérie Caravelle VI-N caught fire and crashed near Hassi Messaoud Airport during an emergency landing; there were 33 fatalities.
  • 8 October 1969 – A Cruzeiro do Sul Caravelle was hijacked mid-flight over Brazil; no casualties resulted.
  • 1 April 1970 – A Royal Air Maroc Caravelle III crashed while approaching Casablanca airport; this accident caused 61 deaths.
  • 20 November 1971 – China Airlines Flight 825, a Caravelle III, crashed near Penghu, Taiwan possibly due to a bomb explosion; all 25 aboard died.
  • 7 January 1972 – Iberia Flight 602 crashed during its approach to Ibiza Airport; all 104 individuals onboard lost their lives.
  • 14 March 1972 – Sterling Airways Flight 296 crashed west of Kalba, UAE due to pilot error; all 112 onboard perished. This remains the deadliest Caravelle accident as well as the worst aviation disaster in UAE history.
  • 1 June 1973 – Cruzeiro do Sul Flight 109 stalled and crashed while approaching São Luís after engine failure; all 23 occupants died.
  • 13 August 1973 – Aviaco Flight 118 crashed near A Coruña in Spain amid foggy conditions; all 85 passengers and crew were killed.
  • 11 September 1973 – JAT Airways Flight 769 struck Babin Zub Peak on approach to Titograd Airport; all of the 41 onboard died. This was Montenegro’s most severe aviation accident.
  • 22 December 1973 – A Sobelair Caravelle VI-N operating for Royal Air Maroc impacted Mount Mellaline during approach to Tangier Airport; all 106 onboard lost their lives.
  • 15 March 1974 – A Sterling Airways Caravelle suffered landing gear failure at Tehran’s Mehrabad Airport causing casualties: fifteen fatalities and several injuries.
  • 12 October 1976 – Indian Airlines Flight 171 crashed at Santacruz Airport following an engine failure and subsequent fire; all ninety-five aboard died.
  • 18 December 1977 – SA de Transport Aérien Flight 730 went down into the sea near Madeira due to pilot error; thirty-six of those onboard were killed.
  • 30 September 1978 – A Finnair Caravelle was hijacked en route between Amsterdam and Helsinki; the hijacker was apprehended without any casualties.
  • 19 June 1980 – An Airborne Express Caravelle VI-R crashed during approach to Atlanta Hartsfield Airport caused by procedural mistakes and turbulence.
  • 21 December 1980 – Transportes Aereos del César Caravelle VIR exploded mid-flight near Riohacha, Colombia resulting in the deaths of all seventy people onboard.
  • 29 April 1983 – SAN Ecuador Flight 832 attempted an emergency landing in Guayaquil following dual engine failure but crashed; eight fatalities occurred among approximately one hundred passengers. The muddy terrain helped lessen the impact severity.
  • 2 July 1983 – An Altair Caravelle III experienced uncontained engine failure during takeoff at Milan Malpensa Airport. The takeoff was aborted safely with no injuries but the aircraft was irreparably damaged.
  • 18 January 1986 – An Aerovias Caravelle leased from SAETA crashed in Guatemala’s jungle after missing its approach at Mundo Maya International Airport; all ninety-three on board were killed.

Aircraft on display

Europe
  • F-BHRA Caravelle III (msn. 1), the initial aircraft delivered to Air France named Alsace. Currently maintained at Piet Smedts Autobedrijf in Baarlo, Netherlands.
  • F-BHHI Caravelle III (msn. 2), the second prototype, briefly donned Air France livery but never operated commercially. The forward fuselage is exhibited at the Musée de l'Air et de l'Espace in Paris.
  • LN-KLH Caravelle III (msn. 3), delivered to SAS under the name Finn Viking. Preserved at the Norwegian Museum of Science and Technology in Oslo.
  • SE-DAA Caravelle III (msn. 4), supplied to SAS as Eskil Viking. The nose section is displayed at the Finnish Aviation Museum in Helsinki.
  • PH-TRO Caravelle III (msn. 33), operated by Transavia Holland. Its nose section is preserved at the Aviodome in Lelystad, Netherlands.
  • OY-KRD Caravelle III (msn. 47), delivered to SAS as Ulf Viking. The complete aircraft is housed at the Danish Museum of Science & Technology in Helsingør.
  • F-BHRT Caravelle III (msn. 55), originally with Air France named Picardie. Used as a training airframe at Merville-Colonnes airfield, France.
  • CN-CCX Caravelle III (msn. 57), assigned to Royal Air Maroc. Employed as a training aircraft at Mohammedia School of Hospitality and Tourism, Morocco.
  • F-BHRY Caravelle III (msn. 61), delivered to Air France under the name Touraine. Exhibited at Musée de l'Epopée et de l'Aéronautique in Albert, France.
  • OO-SRA Caravelle VI-N (msn. 64), operated by Sabena. Preserved at the Royal Museum of the Armed Forces and Military History in Brussels.
  • SE-DAF Caravelle III (msn. 112), delivered to SAS as Sven Viking. Displayed at Turku Airport, Finland, featuring Finnair's 1963 livery.
  • F-ZACE Caravelle III (msn. 116), initially delivered to Finnair as OH-LED and also served with the French Air Force. Exhibited at Musée Européen de l'Aviation de Chasse in Montélimar, France.
  • YU-AHB Caravelle VI-N (msn. 135), flown by JAT Yugoslav Airlines as Bled. Displayed at the Museum of Yugoslav Aviation near Belgrade Airport.
  • SE-DAG Caravelle III (msn. 172), delivered to SAS named Dag Viking. Exhibited at the Swedish Air Force Museum in Linköping; served in reconnaissance roles for the Swedish Air Force.
  • F-BJEN Caravelle 10R Super B (msn. 185), operated by Finnair as OH-LSC. The forward fuselage is preserved in Corlier, France.
  • SE-DAI Caravelle III (msn. 210), delivered to SAS under the name Alrik Viking. Fully restored and capable of taxiing; maintained by Le Caravelle Club at Stockholm Arlanda Airport.
  • F-BYCY Caravelle 12 (msn. 233), initially with JAT Yugoslav Airlines as YU-AHG; later flown by Aerotur and Corse Air. Preserved in Moyenpal, France, converted into a hotel.
  • F-BOHA Caravelle III (msn. 242), assigned to Air France as Guyane. Exhibited at Avignon – Provence Airport in France.
  • F-GHMU Caravelle 12 (msn. 249), originally with Sterling Airways; subsequently with Air Toulouse International and others. Preserved at Ailes Anciennes de Toulouse Museum, Toulouse-Blagnac, France.
  • TC-ABA Caravelle 10B (msn. 253), first operated by SA de Transport Aérien HB-ICN; later flown by Istanbul Airlines as Mine. Restored and displayed at Istanbul Aviation Museum, Turkey.
  • F-GCVL Caravelle 12 (msn. 273), initially delivered to Sterling Airways; later with Air Inter and Air Provence. Displayed at Musée de l'Air et de l'Espace in Paris.
  • F-GCVK Caravelle 12 (msn. 276), delivered to Sterling Airways and later operated by Air Inter. Used as a training airframe painted in Air Inter colors at Merville-Colonnes airfield.
  • F-BTOE Caravelle 12 (msn. 280), supplied to Air Inter. Preserved within Aeroscopia Museum located at Toulouse-Blagnac Airport.
North America
  • N1001U Caravelle VI-R (msn. 86), originally delivered to United Air Lines. Maintained at Pima Air & Space Museum in Tucson, Arizona, bearing Aero Service markings.
  • HK-2836 Caravelle 10R (msn. 211), initially Finnair's aircraft named Kuopio, later operated by multiple South American carriers and Mexican Air Force. Displayed at Parque Aviacuatico Los Manantiales, Mexico.
  • N901MW Caravelle VI-R (msn. 62), originally from Serviços Aéreos Cruzeiro do Sul; subsequently with Airborne Express. Preserved for firefighting training purposes at John Glenn International Airport, Columbus, Ohio.
Africa
  • I-DABA Caravelle VI-N (msn. 71), first with Alitalia; later sold to Congo registered as 9Q-CRU. Repainted and exhibited near Entebbe, Uganda under the name "Aero Beach Craft".

Specifications

Technical Details
Model Caravelle I/III/VI Caravelle 10/11 Caravelle 12
Flight crew 2 or 3 members
Passenger capacity 80 80 to 105 140
Overall length 32.01 m (105.0 ft) 32.71–33.01 m (107.3–108.3 ft) 36.24 m (118.9 ft)
Wingspan 34.3 m (113 ft)
Height 8.65 m (28.4 ft) 8.65–9.01 m (28.4–29.6 ft) 8.65 m (28.4 ft)
Cargo volume 8–10.6 m3 (280–370 cu ft) 10.7–12 m3 (380–420 cu ft) 16.5 m3 (580 cu ft)
Empty weight 23,290–26,280 kg (51,350–57,940 lb) 27,623–28,840 kg (60,898–63,581 lb) 29,500 kg (65,000 lb)
Maximum takeoff weight (MTOW) 43,500–51,000 kg (95,900–112,400 lb) 54,000–57,000 kg (119,000–126,000 lb) 58,000 kg (128,000 lb)
Powerplant Rolls-Royce Avon Pratt & Whitney JT8D
Thrust per engine 46.75–56.05 kN (10,510–12,600 lbf) 62.27 kN (14,000 lbf) 64.50 kN (14,500 lbf)
Maximum cruising speed 746–845 km/h (464–525 mph) 800–824 km/h (497–512 mph) 810 km/h (500 mph)
Operational range 1,650–2,500 km (1,030–1,550 mi) 2,800–3,300 km (1,700–2,100 mi) 3,200 km (2,000 mi)
Service ceiling 11,000–12,000 m (36,000–39,000 ft)

Bibliography

  • Avrane, Alexandre; Gilliand, Michel; Guillem, J., Sud Est Caravelle, Jane's, London, 1981, ISBN 978-0-7106-0044-8
  • Flight, "Progress with the Caravelle", 24 September 1954, pp.472–473
  • Flight, "Caravelle", 6 July 1956, pp.31–33
  • Flight International, M.G. Dougal, "The Caravelle: Past Present and Future", 12 September 1963, pp.456–458
  • Caravelle the Complete Story

External links

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