TheSud Aviation SE 210 Caravelle is a rear-enginenarrow-bodyjet airliner produced by FrenchSud Aviation.It was developed bySNCASE in the early 1950s, and made itsmaiden flight on May 27, 1955. It included somede Havilland designs and components developed for thede Havilland Comet, the first jet airliner. SNCASE merged into the larger Sud Aviation conglomerate before the aircraft entered revenue service on April 26, 1959, withScandinavian 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.
The short-range, five-abreast airliner is powered by two aft-mountedRolls-Royce Avon turbojet engines, allowing a clean low wing.The configuration was later retained in manynarrow-body aircraft andregional jets.The initial I, III and VI variants could seat 90 to 99 passengers over 1,650 to 2,500 kilometres (1,030 to 1,550 mi; 890 to 1,350 nmi).The later, slightly longer 10/11 variants could seat 99 to 118 passengers over 2,800 to 3,300 kilometres (1,700 to 2,100 mi; 1,500 to 1,800 nmi) and were powered byPratt & Whitney JT8D low-bypass turbofans.The stretched Caravelle 12 could seat 131 over 3,200 kilometres (2,000 mi; 1,700 nmi).
On 12 October 1951, theComité du matériel civil (civil aircraft committee) published a specification for a medium-range aircraft, which was later sent to the aviation industry by theDirection technique et industrielle. This called for an aircraft capable of carrying 55 to 65 passengers and 1,000 kg (2,200 lb) of cargo on routes up to 2,000 km (1,100 nmi; 1,200 mi) with a cruising speed of about 600 km/h (320 kn; 370 mph). 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.[2][3]
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, althoughBreguet had entered a number of designs that were powered by both turbojet andturboprop engines; among these was one for aSnecma Atar-powered tri-jet to be developed in association with theSNCA du Nord and a turboprop type; all of the different designs were designated asBr. 978.Hurel-Dubois had entered several turboprop designs based on a narrow fuselage and shoulder-mounted wing, similar to many regional propliners. Proposals fromSNCASO included the S.O.60 with two Rolls-Royce Avon RA.7 engines, outfitted with two smallerTurbomeca 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.[2]
On 28 March 1952, after studying the various entries, theComité 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 manufacturerRolls-Royce had already begun to offer a new version of the Avon that was to be capable of developing 9,000 lbf (40 kN) of thrust, which would render the auxiliary engines of the S.O.60 and the third engine featured on the X-210 unnecessary.[2] The Committee issued a request for SNCASE to re-submit its X-210 proposal as a twin-Avon design.[3] 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 theSecretariat General for Civil and Commercial Aviation (SGACC).[2]
The unusual cockpit window arrangement of the Caravelle, licensed from thede Havilland CometCockpit
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 forfatigue testing. SNCASE's design licensed several fuselage features from British aircraft companyde Havilland, the two companies already having had dealings in respect to several earlier designs. The nose area and cockpit layout were taken directly from thede Havilland Comet jet airliner, while the rest of the airliner was locally designed.[2] A distinctive design feature was the cabin windows in the shape of acurved 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 byMadame de Gaulle, was rolled out. On 27 May 1955, the first prototype conducted itsmaiden flight, powered by a pair of BritishRolls-Royce RA-26 Avon Mk.522, capable of providing 4,536 kgf (44,480 N; 10,000 lbf) 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) andRoger Beteille.[2]
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.[2] By October 1956, both prototypes had accumulated in excess of 1,000 flight hours.[3] By the end of 1956, the two aircraft had visited various locations acrossEurope andNorth Africa; and trials were already underway for French carrierAir France. During 1957, the second prototype accumulated roughly 2,500 flight hours across various flights conducted throughout North America andSouth America.[3]
In 1956, the type received its first order from Air France; it was followed byScandinavian 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.[3] 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.[3] 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;[4] shortly thereafter, the type commenced operations with Air France as well.[2]
Assembly hall in 1962, during a visit of French prime ministerMichel Debré
Within four years of entering airliner service, a total of 172 Caravelles had been sold to a range of operators.[3] 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.[3] 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.[2]
By 1963, there were a total of six different versions of the Caravelle in production, designatedIII,VI-N,VI-R,10A,10B, andX-BIR.[5] 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 additionalheat exchanger for theair conditioning, while the Caravelle VI-R, which had come about as a result of demands by U.S. carrierUnited Airlines, was furnished withthrust reverser-equipped Avon 352s, a revised windscreen design,soundproofing, a new luggage compartment door, andwing spoilers.[5]
The Caravelle 10A and 10B, which differed only in the engines used and were commonly referred to as theSuper Caravelle (not to be confused withthe later supersonic transport design), featured the improvements of the VI-R in addition to a high degree of further design changes.[5] The more high-profile modifications included a stretch of the fuselage by 33 inches (84 cm); a highly altered wing; an aerodynamicfairing 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 thehydraulic system and the use ofAC-basedgenerators in place of earlierDC counterparts along with anauxiliary power unit (APU). The redesigned wing was equipped with double-slottedFowler flaps, additional and repositionedstall vanes,[clarification needed] aerodynamic improvements to thewing root and adjustments to theleading edge that improved the performance of the wing during the crucial takeoff and landing phases of flight.[5]
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 viablesupersonic 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 theSuper-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'sBristol Aeroplane Company, and would result in the development ofConcorde.[2]
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.[2]
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Rear fuselage of a Caravelle, showing itsRolls-Royce Avon turbojet engine
The Caravelle belongs to the first generation of passenger aircraft to use newly developedjet 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-builtVickers Viscount and the U.S.-builtConvair CV-440.[3] 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.[6]
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.[3] 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.-builtPratt & Whitney JT8D-1 andGeneral Electric CJ-805-23C engines.[7]
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.[5] 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.[5] 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.[2] From September 1963 onwards, anautolanding capability (via two separate systems, of which one was self-contained while the other was integrated with the airliner'sautopilot), was made available for the Caravelle by Sud Aviation.[6]
The final assembly line for the Caravelle was at Sud Aviation's factory atBlagnac Airport nearToulouse. Much of the aircraft was manufactured at other sites across France and in other countries, however.[7] The production of large portions of the Caravelle had been subcontracted to other manufacturers; these included the Italian aircraft manufacturerFiat Aviazione, which produced the aircraft's tailplane, fin,ailerons, and enginenacelles; 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 flaps, both the leading edges andtrailing edges of the wing, and the majority of the fuselage.[3]
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[clarification needed] 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 withAir France on the Paris-Rome-Athens–Istanbul route. Air France Caravelle registration F-BHRB "Lorraine" was introduced in the Paris-London route on 27 July 1959.
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.
Later improvements to the Avon led to the Caravelle III. It first flew on 30 December 1959, entering service withAlitalia 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 5,170 kgf (50,700 N; 11,400 lbf) 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 forSwissair, Alitalia, SAS, and Royal Air Maroc.
Caravelle VI-N
N standing for "normal".[5] A version with more powerful Avon RA-29/6 Mk 531 and RA 29/6 Mk 531B engines producing 5,535 kgf (54,280 N; 12,200 lbf) of unitary thrust. The capabilities were improved and the weights increased; the actualpayload was reduced. The Caravelle VI-N first flew on 10 September 1960, beginning service with Belgian airlineSabena in January 1961. Five of the 78 Series IIIs were upgraded to Series VI-N.
First Caravelle withthrust reversers. 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 withUnited 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 5,715 kgf (56,050 N; 12,600 lbf).
This was a Series III (c/n 042) that was purchased byGeneral Electric, ferried to the United States asSanta Marian 9 and equipped withGeneral 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 1 metre (3 ft 3 in) longer than the Series VI, with the windows located 200 mm (7.9 in) higher on the fuselage. The sole prototype was powered by two 71.62 kN (16,100 lbf) 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 anauxiliary 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, theDouglas DC-9 was preferred. After testing the prototype was scrapped.
The 10B Super Caravelle, 1.4 m (4.6 ft) longer, powered byPratt & Whitney JT8D turbofans
Caravelle 10B (Super Caravelle)
Based on the Series 10A, this variant offered many modifications in respect to other series. It introduced aleading edge extension (afillet added to the front of an aircraft wings in order to provide usableairflow at highangles of attack). The wing had splitflaps instead of the earlier models' double-slotted Fowler 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 newPratt & Whitney JT8Dturbofan 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.
Launch customer[8] and primary operator of the 10B was Finnair with 8 examples.Aviaco ordered 5 but this was cancelled, with those aircraft going toSterling Airways,LTU, and Iberia Airlines.Alia andUnion des Transports Aériens (UTA) also acquired aircraft. The last operational Caravelle was a Type 3 10B that flew withWaltair until 2005.[9]
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 52,000 kg (115,000 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 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 withAero 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 21 April 1967.
A Caravelle 12 ofAir Inter, lengthened by 3.2 m (10 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 3.2 m (10 ft 6 in), 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 Caravelle 12 was aimed primarily at the charter market, produced to 12 examples starting in 1972. By this pointConcorde was in production; this design was originally known in France asSud Aviation Super-Caravelle. The Caravelle 12 was often also referred to by this name.
The launch customer for the Series 12 wasSterling Airways with seven delivered, while the remaining five went toAir Inter. Series 12s flew in Europe until October 1996, and in Africa until more recently.
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.[11]
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 ofAir Algérie, F-OBNI, collided with aStampe single-enginebiplane on approach toParis-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.[58]
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 atBrasília International Airport in Brazil, caught fire and was totally destroyed. Despite this, there were no casualties. Among the passengers were the governor of theRio Grande do Sul state,Leonel Brizola, and three ministers of state of the newly sworn presidentJoão Goulart. This was the first air accident in the new Brazilian capital, founded only 16 months before.[59]
4 September 1963 –Swissair Flight 306 crashed shortly after take-off fromZürich following an in-flight fire, killing all 80 people on board.
18 April 1964 –Middle East Airlines Flight 444 (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.[60]
15 February 1966 – anIndian Airlines Caravelle VI-N registered as VT-DPP crashed short of the runway atPalam 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.
11 September 1968 –Air France Flight 1611, a Caravelle III en route from the island ofCorsica toNice, France, crashed into theMediterranean 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.[62]
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 – anAir Algérie Caravelle VI-N (registration 7T-VAK) crashed at nearHassi 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 – ACruzeiro do Sul Caravelle VI-R en route fromBelém-Val de Cães toManaus-Ponta Pelada in Brazil washijacked by four people who demanded to be flown to Cuba. The hijacking lasted less than a day and there were no casualties.
20 November 1971 –China Airlines Flight 825, a Caravelle III (registration B-1852), crashed nearPenghu, Taiwan due to a possible bomb explosion, killing all 25 passengers and crew on board.
14 March 1972 –Sterling Airways Flight 296 crashed 20 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 –Cruzeiro do Sul Flight 109, a Caravelle VI-N (registration PP-PDX) operating fromBelém-Val de Cans toSão 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.[63][64]
13 August 1973 –Aviaco Flight 118 crashed nearA Coruña, Spain, killing all 85 passengers and crew, while attempting to land atAlvedro 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 toTitograd Airport, killing all 41 passengers and crew on board. The accident remains the worst in Montenegro.
22 December 1973 – ASobelair Caravelle VI-N operating for Royal Air Maroc) Caravelle VI-N (OO-SRD)struck Mount Mellaline while on approach toTangier Airport, killing all 106 passengers and crew on board.
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 toMadeira Airport due to pilot error, killing 36 of 52 on board; the wreckage was found in 2011.
30 September 1978 – AFinnair 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.[65]
29 April 1983,SAN Ecuador Flight 832, a Caravelle VI-R (reg. HC-BAJ, sn. 125)crashed near the southern end of the runway of theSimón Bolívar International Airport inGuayaquil,Ecuador after attempting to execute anemergency landing. The plane had suffered anengine failure shortly after taking off from Guayaquil on a flight toQuito, and the crew was returning to the airport. However, the second engine failed while overflying the city and the planestalled just as it approached the airport. Cap. Germán Cruz crash-landed the plane in a muddypuddle, produced byrecent 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 ofcushion 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 tomaintenance and was later reported asfit to fly shortly before the ill-fated flight.[66][67]
2 July 1983 - AnAltair Caravelle III registered as F-BHRS experienced an uncontained engine failure while accelerating for takeoff atMilan 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.[68]
18 January 1986 – AnAerovias Caravelle temporarily leased from Ecuador'sSAETAcrashed 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.
F-BHRA Caravelle III (msn. 1) originally delivered to Air France asAlsace. Preserved at the Piet Smedts Autobedrijf in Baarlo, Netherlands.[69]
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 theMusée de l'Air et de l'Espace in Paris.[70]
SE-DAA Caravelle III (msn. 4) originally delivered to SAS asEskil Viking. The nose section is in poor condition at theFinnish Aviation Museum, Helsinki.
OY-KRD Caravelle III (msn. 47) originally delivered to SAS asUlf Viking. Entire aircraft on display at theDanish Museum of Science & Technology, Helsingør, Denmark.[72]
F-BHRT Caravelle III (msn. 55) originally delivered to Air France asPicardie. Preserved as instructional airframe atMerville-Colonnes airfield, France
CN-CCX Caravelle III (msn. 57) originally delivered toRoyal 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 asTouraine. On display at the Musée de l'Epopée et de l'Aéronautique in Albert, France.[73]
SE-DAF Caravelle III (msn. 112) originally delivered to SAS asSven Viking. On display at Turku Airport, Finland. Painted in Finnair 1963 livery with registration OH-LEA.[75]
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.[76]
SE-DAG Caravelle III (msn. 172) originally delivered to SAS asDag 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.[78]
F-BJEN Caravelle 10R Super B (msn. 185) originally delivered to Finnair as OH-LSCTurku. Forward fuselage section preserved Corlier, France, as "Aeroclub du Haut-Bugey".[citation needed]
SE-DAI Caravelle III (msn. 210) originally delivered to SAS asAlrik Viking. Fully restored in taxiable condition and preserved byLe Caravelle Club atStockholm Arlanda Airport, Sweden.[79]
F-BYCY Caravelle 12 (msn. 233) originally delivered to JAT Yugoslav Airlines as YU-AHG and flown byAerotur andCorse Air. Preserved atMoyenpal, France and was renovated into a hotel[citation needed]
F-BOHA Caravelle III (msn. 242) originally delivered to Air France asGuyane. On display atAvignon – Provence Airport, France.[80]
F-GCVL Caravelle 12 (msn. 273) originally delivered to Sterling Airways as OY-SAE and later flown byAir Inter andAir Provence. Preserved and on display at the Musée de l'Air et de l'Espace, Paris.[82]
F-GCVK Caravelle 12 (msn. 276) originally delivered to Sterling Airways as OY-SAG and flown byAir Inter. In use as instructional airframe in Air Inter colours atMerville-Colonnes airfield, France[83]
F-BTOE Caravelle 12 (msn. 280) originally delivered toAir Inter. Preserved and on display at theAeroscopia Museum at Toulouse-Blagnac Airport, France.[84]
N1001U at the Pima Air & Space Museum in Tucson, Arizona
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]
This sectionmay contain an excessive amount of intricatedetail that may only interest a particular audience.Specifically, perWP:AIRMOS, this section should cover the specifications of only a single variant. Please help by removing excessive detail that may be againstWikipedia's inclusion policy.(June 2025) (Learn how and when to remove this message)
^"Reittilentoliikenteen ensimmäinen Super Caravelle luovutettiin Suomeen" [The first Super Caravelle for scheduled flights was delivered to Finland].Helsingin Sanomat (in Finnish). 26 July 1964. p. C 18 (2014).
^"Crash Antibes/1968: Michel Laty, témoin capital, est mort" [Crash Antibes/1968: Michel Laty, principal witness, is dead].Syndicat National du Personnel Navigant Commercial (in French). AFP and others. 16 December 2011. Retrieved10 September 2019.
^Germano da Silva, Carlos Ari César (2008). "O mistério do Tirirical".O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928–1996 (in Portuguese) (2 ed.). Porto Alegre: EDIPUCRS. pp. 279–284.ISBN978-85-7430-760-2.
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