Sud Aviation Caravelle Explained

The Sud Aviation SE 210 Caravelle is a French jet airliner produced by 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.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.

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 (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 1000kg (2,000lb) of cargo on routes up to 2000abbr=onNaNabbr=on with a cruising speed of about 600abbr=onNaNabbr=on. 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 (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. 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 (SGACC).

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 (F-WHHH), 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 4536kgf 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.

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 (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. 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. 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;[1] 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.[2] 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.[2] 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 33inch; 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 (APU). 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 (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.

Design

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-440.[2] 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.

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.[2] 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-1 and General Electric CJ-805-23C engines.

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. 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. 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. From September 1963 onwards, an autolanding 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.[3] The final assembly line for the Caravelle was at Sud Aviation's factory at Blagnac Airport near Toulouse. Much of the aircraft was manufactured at other sites across France and in other countries, however.[4] 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, ailerons, and engine nacelles; 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 and trailing edges of the wing, and the majority of the fuselage.[2]

Variants

Variants[5]
VariantLengthEnginesPassengers
Caravelle I 32.01m (105.02feet) RA-29 Mk.522 80
Caravelle IA 32.01m (105.02feet) RA-29 Mk.522A 80
Caravelle III 32.01m (105.02feet) RA-29 Mk.527 and 527B 80
Caravelle VI-N 32.01m (105.02feet) RA-29 Mk.531 and 531B 80
Caravelle VI-R 32.01m (105.02feet) RA-29 Mk.533R 80
Caravelle 10R 32.01m (105.02feet) P&W JT8D-7 80
Caravelle 11R 32.71m (107.32feet) P&W JT8D-7 89–99
Caravelle 10B 33.01m (108.3feet) P&W JT8D-7 105
Caravelle 12 36.24m (118.9feet) 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 4763kgf of unitary thrust 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" 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 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.
    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 5170kgf 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".[6] A version with more powerful Avon RA-29/6 Mk 531 and RA 29/6 Mk 531B engines producing 5535kgf of unitary thrust. The capabilities were improved and the weights increased; the actual 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, Corse Air, Europe A.S., Minerve, Indian Airlines and Yugoslav Airlines.
    Caravelle VI-R
  • First Caravelle with thrust 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 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 5715kgf.
  • 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) 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 1m (03feet) longer than the Series VI, with the windows located 2001NaN1 higher on the fuselage. The sole prototype was powered by two 16100lbf 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.
    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 added to the front of an aircraft wings in order to provide usable airflow at high angles of attack). The wing had split flaps instead of the earlier models' double-slotted Fowler flaps and the fuselage was extended 1.4m (04.6feet), with an increase in passenger capacity to 105. The engines used were the new Pratt & Whitney JT8D turbofan engines with 6350kgf of unitary thrust. The 10B first flew on August 31, 1964 and was produced as a run of 22 aircraft.
  • Launch customer[7] 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, and Iberia Airlines. Alia and Union des Transports Aériens (UTA) also acquired aircraft. The last operational Caravelle was a Type 3 10B that flew with Waltair until 2005.[8]
    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 52000kg (115,000lb) (6000abbr=onNaNabbr=on more than the Series I and 2000abbr=onNaNabbr=on 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, CTA, Hispania and SAT, among others.
    Caravelle 11R
  • The 11R had a fuselage length of 31.72m (104.07feet) (70abbr=onNaNabbr=on more than other variants) and incorporated a 3.32x 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 of Spain.
    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 3.2m (10.5feet), and a newer uprated version of the JT8D engines with 6577kgf 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)[9]

    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.[10]

    Military and government operators

    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.

    See main article: 1970 Berrechid crash. A Royal Air Maroc Caravelle III registered as CN-CCV crashed on approach to Casablanca following a loss of control, killing 61 of 72 on board.

    Aircraft on display

    Europe
    North America
    Africa

    Specifications

    Specifications[41]
    VariantCaravelle I/III/VICaravelle 10/11Caravelle 12
    Flight crew2 or 3
    Seats8080-105140
    Length
    Span
    Height
    Cargo
    Empty
    MTOW
    EnginesRolls-Royce AvonPratt & Whitney JT8D
    Unit Thrust
    Max cruise
    Range
    Ceiling

    References

    Bibliography

    External links

    Notes and References

    1. Web site: www.posterteam.com . SAS Sud Aviation Caravelle . 2023-01-27 . posterteam.com . no.
    2. Dougal 1963, p. 456.
    3. Dougal 1963, p. 458.
    4. Dougal 1963, pp. 456–457.
    5. Book: López Ortega . Antonio . Reactores comerciales: Dibujos del autor . 1999 . Agualarga . Madrid . es . 978-84-95088-87-1 . 47809267.
    6. Dougal 1963, p. 457.
    7. News: Reittilentoliikenteen ensimmäinen Super Caravelle luovutettiin Suomeen . . 26 July 1964 . C 18 (2014) . fi . The first Super Caravelle for scheduled flights was delivered to Finland.
    8. Web site: Caravelle the Complete Story. 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. 2016-11-27.
    9. Airliner price index . Flight International . 10 August 1972 . 183.
    10. Web site: TAA's Caravelle Aircraft . Trans-Australia Airlines Museum . 2018.
    11. 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
    12. Web site: ACIDENTES E INCIDENTES AÉREOS NO BRASIL E NO MUNDO.
    13. Web site: Accident Database. usurped. https://web.archive.org/web/20121104060519/http://www.airdisaster.com/cgi-bin/view_details.cgi?date=06301967&reg=HS-TGI&airline=Thai+International+Airways. 2012-11-04.
    14. News: Crash Antibes/1968: Michel Laty, témoin capital, est mort. fr. Crash Antibes/1968: Michel Laty, principal witness, is dead . Syndicat National du Personnel Navigant Commercial. AFP and others. 16 December 2011 . 10 September 2019.
    15. Web site: Accident description PP-PDX . Aviation Safety Network . 22 June 2011.
    16. Book: Germano da Silva, Carlos Ari César . O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928–1996 . O mistério do Tirirical . EDIPUCRS . 2 . Porto Alegre . 2008 . 279–284 . 978-85-7430-760-2 . pt.
    17. Web site: ASN Aircraft accident Sud Aviation SE-210 Caravelle VI-R N905MW Atlanta Municipal Airport, GA (ATL). Harro. Ranter. aviation-safety.net.
    18. Web site: Accident description. 19830429-0. Aviation Safety Network. October 8, 2009.
    19. Web site: SAN 832: dos motores defectuosos, la amenaza sobre Guayaquil y ocho muertes que pudieron ser muchas más . 13 May 2023 .
    20. Web site: ASN Aircraft accident Sud Aviation SE-210 Caravelle III F-BHRS Milano-Malpensa Airport (MXP).
    21. Web site: Sud Aviation SE 210 Caravelle III Air France Felix Goetting .
    22. Web site: Aviation classics – the Sud Aviation Caravelle . 30 November 2020 .
    23. Web site: Kulturnett.no – Kultur i Norge på nett . no . Museumsnett.no . 8 February 2012.
    24. Web site: A Caravelle fully restored - Airliners.net . 2023-01-27 . www.airliners.net.
    25. Web site: Velkommen til Danmarks Tekniske Museum. Danmarks Tekniske Museum.
    26. Web site: Caravelle III - 61 - F-BHRY L Epopee de l Industrie et de l Aeronautique . 2023-01-27 . Delta Base.
    27. Web site: OO-SRA Sud Aviation SE 210 Caravelle VIN Sabena Goncalo Guimaraes . 2023-01-27 . JetPhotos . en.
    28. Web site: Aviation Museum Society Finland welcomed its Caravelle III on August 19th, 2022 Caravelle-projekti . 2023-01-27 . www.caravelle-projekti.fi.
    29. Web site: xavier . 2009-11-06 . Ancienne Caravelle III du CEV . 2023-01-27 . Passion pour l'aviation . fr-FR.
    30. Web site: Sixty years of the jet age and the first Caravelle in Yugoslavia . 21 January 2023 . 2023-01-27.
    31. Web site: Sud Aviation SE-210 Caravelle III . www.flygvapenmuseum.se . 24 July 2017.
    32. Archived at Ghostarchive and the Wayback Machine:
    33. Web site: Aircraft F-BOHA Photo .
    34. Web site: Anciennes Ailes Toulouse SUD AVIATION SE.210 CARAVELLE 10 B3.
    35. Web site: 2019-12-27 . TC-ABA Istanbul Airlines Sud Aviation SE 210 Caravelle 10B (Super-Caravelle) . 2023-01-27 . Planespotters.net . en.
    36. Web site: Présentation> Musée de l'Air et de l'Espace – Site officiel . Mae.org . 8 February 2012.
    37. Web site: Merville's Collection of Vintage Airliners. 23 November 2018.
    38. Web site: List of displayed aircraft - Aeroscopia official website.
    39. Web site: Search Results - AirHistory.net .
    40. Web site: Aviation Photo #5133479: Sud SE-210 Caravelle VI-R - Untitled . 2022-11-18 . Airliners.net.
    41. Book: Avia-Éditions . Caravelle - La Française de la jet set . John Wegg . 2005 . 412–433 . 2-915030-09-X.

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