Sud Aviation Caravelle – the jet lady

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Sud Aviation SE 210 Caravelle – short/medium-range jet airliner, developed by the Sud-Est industrial association in the early 1950s and produced by the Sud Aviation. One of the first jet passenger airliners in the world and the world’s first passenger aircraft with aft-mounted engine.

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hello every inner sky here and yes today we meet one of the most famous and favorite first-generation jet airliners our guest is a French lady clever beautiful and beloved by all of Europe of the 1950s and 60s the love that only the Concorde was able to retake allow me to introduce the caravel su division se 210 Caravelle short to medium-range jet airliner developed by the French Sudan industrial Association in the early 1950s the caravels history began in those glorious times when jet aircrafts were the main topic of any conversation jet engines were considered almost magic even though the first jets were terribly unreliable and difficult to control the speeds the speeds were fantastic the military from around the world who were ready for anything for this new technology and the aviators were quietly saying that it would be cool to make just as fast a civilian aircraft the first to reach success in this field were the British and of course the de Havilland comet became the apogee of their work the world's first jet airliner with four engines that was flying as fast as 800 kilometers per hour or nearly 500 miles per hour and the first flight of this miracle was made in 1949 long before anyone else even became seriously engaged in this topic as practice had shown the guys from the Avalanche should not have been in such a hurry this is the case when technology does not keep up with ambitions however then in the late 1940s the plane awakened the Aviators from around the world in the USSR the future to 104 was designed on the basis of 216 bomber Americans started slowly but then quickly gained speed and of course the success of the British excited their neighbors from the other side of the channel it is worth noting that the French were not ignoring jet aircraft at all and were engaged in the work since 1946 however the most active phase of their development began only in the early 1950s the official requirements for the future jet aircraft by the committee of civil aviation in October 1955 became the Apogee and the first big step in this direction the aviation authorities wanted to see on their airfields a 55 to 65 seat airliner capable of flying a distance of two thousand kilometers or 1,100 miles at a cruise speed of 600 kilometers per hour or 370 miles per hour at first glance compared to the comet the indicators were quite modest the speed was lowered the range was smaller there were no Hart requirements for the number of engines but preferably less of them – and that's comparing with the first comments the newest versions accommodated more people and flew much further here it's worth considering two factors firstly the aviation industry to the north of the English Channel was more developed whether the French liked it or not they may not have been able to handle the creation of a large jet airliner and secondly they didn't really need such a plane the comet was created to provide communication of London with the British territories which often were not very close in addition the British wanted to make a plane capable of flying across the Atlantic it was the main idea on both sides of the ocean which is why the first American airliners were also large and long ranged the French did not care about all this soap opera their future aircraft first of all was supposed to connect the European capitals flight to North Africa and the Middle East and these regions in fact are not very far from each other here the results of recent years of research conducted by all Ovation companies of the country were revealed the Aviators were enthusiastic but there was not enough resources for implementation and the application from the government was very helpful at the tender there were many participants who presented about 20 concepts there were versions with two engines three engines versions with power plants of different thrusts for different flight modes turboprops there were even idris with jet and turboprop engines at the same time the main competitors in the project over time became the two large aviation associations sued West and sue dashed in the end the Sudesh design was declared the most promising there X 200 and X 210 projects with three engines on the tail were optimal and then progress arrived just in time seeing great prospects rolls-royce announced the creation of the more powerful Avon engines that with the thrust of up to 40 kilonewtons would ensure sufficient performance even with the installation of only two engines which would reduce fuel consumption and simplify the design the project of the X 210 redesigned for two engines initially suggested transferring them from the tail to the center wing box the solution could reduce weight nevertheless studies had shown that nothing really needs to be remade and the engines can be left on the tail it would be easier to maintain them and the noise level in the cabin would be significantly reduced in 1952 the French authorities were presented an updated version of the X 210 with two avons in the rear fuselage section it became the winner in 1953 the company received an order to create four prototypes two for the flight tests and two for the static ones in documentation the aircraft was now called the SE 210 su desk creating their aircraft thought to use the best technology that they could reach in addition to many of their own solutions they acquired licenses for a number of items from the avila the SE 210 received a portion of avionics the cockpit and some other solutions from the british so after just looking at it in general you could see a clear similarity between the noses of the future Caravelle and the already flying comet however the French learned that only on successes of the British but also on their mistakes the experience of disasters of the comet airliners and the results of the investigations allowed to deaths to avoid the design defects on their plane the se2 10 received a reinforcement of diffuse life elements and of course the different triangular windows they look a little weird nowadays but in the 1950s they were spectacular gave a fairly good downward overview and certainly were much more reliable than the square ones in 1955 the SE 210 prototype with the number F wh h h past the rollout ceremony was christened by the first lady of France Yvonne the goal and received a famous name s e 210 Caravelle on May 27 1955 the caravel made its maiden flight the caravel testing adventures lasted for quite a long time with optimization of structures introduction of improvements and correction of defects by 1956 to flight prototypes spent over a thousand hours in the air and by the end of the year they started performing demonstration tours in Europe and North America the first planes flew at a distance of about 1,700 kilometers at speeds of about 750 km/h nearly 400 miles per hour by that time the plane had already begun forming a portfolio of orders the first caravels were weighted in Air France and the Scandinavian SAS also in 1956 a large industrial event occurred sued West merged with suit asked and a number of other smaller firms which led to the birth of suit of its young finally on April 26 1959 after four years of testing sue division s e2 10 Caravelle completed certification and got the right to start commercial operations on regular flights the airliner became number 4 following de Havilland comet to 104 and Boeing 707 in September 1959 the airline studied flying the dc-8 yeah those were the times the newest airplanes were coming out with the frequency of today's superhero blockbusters the plane turned out to be a real miracle and the design was extremely successful the main feature of course was the location of a pair of jet engines in the rear of the fuselage the scheme in which the engines were located in the cells separate from the fuselage allowed not only to significantly reduce the noise and vibrations in the cabin but also improved the performance of the powerplant and simplified maintenance the solution was so great it was later used on a huge number of aircraft from medium-haul airliners of that time to business jets including the most modern models the passenger cabin in comparison with its turboprop and piston counterparts as well as the first Jets was incredibly comfortable with the layout according to the 2+2 seats in a row scheme the early aircraft could accommodate about 80 passengers and with the development of the model the capacity increased to 140 people the onboard equipment and power plants also changed caravels of the models one three six and their modifications were equipped with different versions of the rolls-royce Avon engines and the thrust reverser first appeared on the model six our further increase in flight performance and weight required remoter ization and in the early 1960s the outdated Avon gave way to the new pratt whitney jt8d curiously in 1962 division signed a cooperation agreement with Douglas the Americans who created the dc-8 at that time wanted to continue the light with a small plane very similar in performance to the Carrabelle for this the caravel three airliner was sent to the United States where it conducted a small press tour and then underwent modification receiving some local systems an APU and the General Electric cj8 of five engines the caravel model seven showed a pretty good performance but the corporation didn't last the Americans wanted to make the plane on their own with a license and the French wanted to supply the aircraft with a small American localization in the end in 1961 the companies went their separate ways and based on the developments and tests Douglas soon made their own plane the dc9 another interesting solution for the caravel was placing the entry door with stairs in the rear of the fuselage freeing the aircraft from the need to use mobile air stairs and the excellent flight performance of the airframe improved piloting at low speeds reducing the requirements for the airfields and making the aircraft very flexible in operation in a sense flexibility had become another important commercial advantage of the aircraft while the first-born jets of other countries and manufacturers were positioned as super complex flagships this the vision airliner was presented as a simple and reliable regional jet the first of its kind similar aircraft began entering the lines only in the mid-1960s and until that point the only rivals Caravelle had were turboprop and even piston aircraft which were significantly inferior to it all these bonuses were quite impressive for the customers within just four years after the start of commercial operations sous division received 172 orders the aircraft by modern standards can hardly be called the ultimate dream in terms of safety and reliability of course several dozens of incidents happen to it including accidents that killed about one thousand and three hundred people but let's be honest the first generation jet airliners did not shine in safety and in comparison with its pierce the caravels looked quite well and therefore were in demand due to the differences in requirements and development the Aviators constantly modified the aircraft that is why there was so many different caravels of which the model 3 was not the first but was presented as the basic 185 of those planes were delivered the most superior with the caravel 12 model it had a stretched fuselage updated wing its takeoff weight reached 58 tons against 43 and a half on the first model and the engines reached the thrust of sixty four point five kilonewtons accelerating the airliner to 810 km/h nearly 500 miles per hour the airliner could deliver 140 passengers over a distance of 3,200 kilometers or 1,700 miles airplanes of all versions were flying in dozens of airline fleets from around the world becoming called machines and heroes of hundreds of stories and movies and their roles continue to expand cargo then military and special versions were added to the passenger planes since 1958 the caravel became the main government airplane the aircraft began carrying the highest leaders of France including shall de Gaulle in addition to it in Europe these planes were used to transport the leaders of Sweden and also for some time one of the j8 e Airways aircraft was used by Yosef gross Tito in addition the caravel became the first aircraft in Europe that was regularly used to train spacecraft crews when the airliner gains height and then enters a freefall simulating zero gravity in the cabin the aircraft was used in this role until the 90s and then was replaced by the Airbus a300 airliner that still serves this purpose however the incredible success of the caravel did not last very long and there were two reasons for that first the successful design of the aircraft became an example to follow and in the mid-1960s similar machines appeared in the sky BAC one-eleven dc9 the birth of the soviet tu-134 is often associated with the story about how Nikita Khrushchev checked out the caravel Boeing did not make a complete analog creating the largest seven to seven and then releasing the 737 with engines under the wing as history has shown it was also a fairly successful aircraft all these planes were very good and were taking away the caravels customers the second reason was the ambition of the airliners creators sue division were so eager to create more advanced models of the caravel that by the mid 1960s filling the pressure from competitors decided to create an entirely new airliner that would show them all who's the boss the project which was also called super Caravelle was not only supposed to be better it was supposed to be supersonic however this work turned out to be so difficult that the deadlines began to shift then the French United in creating a supersonic aircraft with the British and as a result their joint work led to the birth of Concorde a super advanced aircraft but very different from what was originally planned instead of its young the caravel never saw a successor the airliner was mass-produced during the period from 1958 to 1972 in total the sky saw 282 caravels which in principle can be considered to success initially suit of its young planned on making about 200 planes operation of the airliners actively continued until the early nineteen in the end in the fleets of charter carriers that were buying the planes from the secondary market ironically in the late 1980s and the early 90s the undemanding and flexible performance of the caravel had a somewhat unexpected effect the almost written off planes were really appreciated by the organized crime groups of South America and Africa the cartels managed to use the cargo versions to transport drugs and weapons however the massive civilian operations ended in 1996 the use of aircraft by the government and military structures was completed by the mid-2000s and then Caravelle finally departed for the pages of history giving way to the next generations this is where her glorious story ends and so ends our today's journey like the video and subscribe to the channel fast flights and soft landings to you

40 thoughts on “Sud Aviation Caravelle – the jet lady”

  1. Merci d'avoir mis en ligne ce document ! Pour information, à découvrir sur la chaîne youtube : "PHIL DE RAIL" la vidéo : "La Caravelle figée". Et si l'avion Caravelle m'était conté…

  2. Merci d’avoir mis en ligne ce document ! Pour information, à découvrir sur la chaîne Youtube : « PHIL DE RAIL » la vidéo : « La Caravelle figée ». Et si l’avion Caravelle m’était conté…

  3. Flew on one once sometime in the beginning of the 80´s, can´t remember much details since i was about 4 or 5 yrs old, but it was a Finnair caravelle and boy did that plane make much noise. I can remember the noise and the excessive shaking of the plane, since it was flying through a thunder storm. Last week i flew on a Airbus A320neo and boy are new planes boring, the only useful thing i could do on board it (4 hours flight) was to sleep.. New planes are EXTREMELY boring…

  4. Excellent mini-documentary on the Caravelle. I had no idea they produced so many different versions. Definitely speaks to the soundness of the original design. I've always thought the Caravelle was a great looking aircraft but never knew it's history. Thank you for the video, good stuff indeed!

  5. Sky, you always have the greatest footage of these old birds. I think it must be from something you purchased, for I can never seem to find anything like it, searching around the internet. The only price I can afford is 'Free'.😉

  6. I flew as a passenger on Super Caravelle 1980. It was a very pleasant experience. As a 6ft 6 man there was even room to my knees and legs in general. Finnair operrated with this aircraft at least 2 decades without any bigger problems. Great plane!

  7. Very fine video indeed, but you should have shown a Caravelle from the Portuguese Airline TAP. After all, Caravelle is the French word for "Caravela", a Portuguese sail ship from the 15th century. Our TAP Caravelles actually had "Caravela" painted in the nacelles instead of "Caravelle". By the same time, TAP created a red and white nylon travel bag which looked cylindrical at first glance but actually had a triangular section just like the caravelle windows!

  8. Truly shocking how much commercial airframe/engine market share the Anglo-Saxons have lost to the French over the years (Airbus + Snecma).

    Regarding Snecma (now Safran Aircraft Engines), the CFM56 engine is, by far, the most widely used commercial jet engine in history (Boeing 737/A320). It is based on Snecma's M56 turbo fan. In fact, you could rightly say that Snecma (with the help/partnership of GE) literally took down Pratt & Whitney's JT-8D power plant (and market preeminence), beginning with the A320 aircraft family.

  9. L'avion Caravelle nous rappele de beaux souvenirs de jeunesse nous avons voyagé très nombreuses fois dans cette avion qui était avec le Boeing 707 parmi les avions confortables la caravelle moyen courrier par contre le Boeing 707 l'avion stable spacieux long courrier très puissant aux décollage stable dans les perturbations météorologiques un beaux souvenir qui s'est réveillé soudainement en notre mémoire.

  10. Indeed it is and what a jet sound. I had the lucky chance to fly one at 9 years old in 1980. It was Finnair domestic summer run Helsinki to Kuopio. I remember clerly the staircase climbing up and the large windows. Thanks for an nice video.

  11. Thanks for this great video, Sky. I remember seeng the Caravelles here at Frankfurt airport back in the day – their look was very distinctive, so it was easy for me as a kid to tell them apart from the other planes. (By that time, there were basically only the three models – "Jumbo", "Caravelle" and "Flugzeug" (German for airplane) – for me. 😉 )

    Unfortunately my only flight on the Caravelle was as an "inside carry-on" of my mother – my parents went on summer vacation in a Caravelle a few months before I was born. So I obviously don't remember that flight and can't count it towards my statistics.

    I would have loved to experience those beauties, but by the time my parents went on vacation with me, the then popular holiday charter airline that used to fly Caravelles had them mostly replaced with DC-9s and their more modern re-incaranations MD-83 and -87, and we got the flights on the newer planes. (And thinking of those, I still hear the 400Hz hum on the PA and the distinctive sounds of the engine ignition on startup coupling into the plane's loudspeakers. Getting a bit nostalgic here.)

    On a more personal issue – please don't be to annoyed about some [email protected]$$3$ ranting about your narration, especially if they haven't uploaded a single video here. (Well, I haven't either but the worst I do in comments is pointing out factual errors or adding constructive criticism when I think it could be helpful.) I really like your style of narration, and I don't mind at all that English is not your native language. I couldn't do it like you do, even though German and English are much "closer" than Russian and English. Please keep up with your great work!

  12. My very first flight alone in 1976 at the age of 16 was onboard a Caravelle taking me from Frankfurt to Lyon- Satolas. I joined our Foreign Service in 1983 and have flown the world since. But this first flight alone with this marvellous aircraft, although it was short in comparison with my later voyages, will always stay in my memory.

  13. Sky my friend, I will build you a monument here in the main square of the capital of Mexico ("The Zocalo") because of the takes of the now extinct MEXICANA Airlines DH-Comets.
    In the Minutes:
    1:16, 1.34 showing the legend "Aztec Gold" (Golden Aztec) on takeoff on the right side tank,
    2:50 (approach from right wing with XA-NAS marks of personal value for me by a flight I mentioned in another of your videos),
    And finally in 3:24 same take of the above tank.
    Funny the announcement of the Renault Caravelle in 15:08. THANK YOU.

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