Sud Aviation Caravelle
The Sud Aviation SE 210 Caravelle is a rear-engine narrow-body jet airliner produced by French Sud Aviation.
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 ; 282 were built until production ended in 1972. It was ordered by airlines on every continent and operated until its retirement in 2005.
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 jets.
The initial I, III and VI variants could seat 90 to 99 passengers over.
The later, slightly longer 10/11 variants could seat 99 to 118 passengers over and were powered by Pratt & Whitney JT8D low-bypass turbofans.
The stretched Caravelle 12 could seat 131 over.
Development
Origins
On 12 October 1951, the Comité du matériel civil 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 of cargo on routes up to with a cruising speed of about. 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.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 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 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 Marborés as auxiliaries. SNCASE had also returned a number of designs from the X-200 to X-210, all of these being purely jet-powered.
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 had already begun to offer a new version of the Avon that was to be capable of developing 9,000 lbf of thrust, which would render the auxiliary engines of the S.O.60 and the third engine featured on the X-210 unnecessary. The Committee issued a request for SNCASE to re-submit its X-210 proposal as a twin-Avon design. 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.
Selection
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 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. A distinctive design feature was the cabin windows in the shape of a 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, launched by 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 RA-26 Avon Mk.522, capable of providing of unitary thrust. For the maiden flight, which had a total duration of 41 minutes, the crew consisted of Pierre Nadot, André Moynot, Jean Avril, André Préneron and Roger Beteille.
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. By October 1956, both prototypes had accumulated in excess of 1,000 flight hours. 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.
In 1956, the type received its first order from Air France; it was followed by Scandinavian Airlines System 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. Also during 1956, SNCASE had merged with SNCASO and several other French aircraft manufacturers to become Sud Aviation; however, the original SE designation assigned to the airliner was retained. 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; shortly thereafter, the type commenced operations with Air France as well.
Further development
Within four years of entering airliner service, a total of 172 Caravelles had been sold to a range of operators. 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. 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.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. 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 wing spoilers.
The Caravelle 10A and 10B, which differed only in the engines used and were commonly referred to as the Super Caravelle, featured the improvements of the VI-R in addition to a high degree of further design changes. The more high-profile modifications included a stretch of the fuselage by ; a highly altered wing; an aerodynamic 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 hydraulic system and the use of AC-based generators in place of earlier DC counterparts along with an auxiliary power unit. The redesigned wing was equipped with double-slotted Fowler flaps, additional and repositioned stall vanes, 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.
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 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.
In total, 282 Caravelles of all types were manufactured ; reportedly, Sud Aviation's projected break-even point for the type had been forecast to be around the 200-unit mark.