
Sud Aviation (Sud-Est) SE210 Caravelle
The SE210 Caravelle is a pioneering jet airliner known for the first application of the rear-mounted engine configuration. Developed by the French manufacturer Sud Aviation, but still carrying the SE210 designation of Sud-Est, the Caravelle was one of the first jet airliners to enter commercial service, and the first to do so on short to medium haul flights. Apart from the jet engines attached to the rear fuselage, the Caravelle has a cruciform tail, where other manufacturers later opted for a true T-tail. The vertical stabiliser nicely curves from the dorsal fin over the top. Together with the pear, droplet or rounded triangular shaped cabin windows, they give the SE210 a very distinctive look. Other features of the Caravelle are the nose and cockpit windows of the deHavilland Comet (first the original, later modified).
Different versions
The different versions of the SE210 Caravelle can be distinguish by looking at:
- the shape of the nacelles
- the length of the fuselage
- the number of cabin windows
- the shape of the cockpit windows
- the number and shape of the wing fences
- the presence of a large cargo door in the left front fuselage
- the shape of the wing roots
- the presence of a bullet fairing at the rear of the vertical fin where the horizontal stabilisers are attached
- the length of the dorsal fin
- the presence of bulges in the nose and under the fuselage
SE210 Caravelle
There were two prototypes of the SE210, that were named just Caravelle. They are especially recognised by the short, clean engine nacelles without visible exhaust pipe of the Rolls-Royce Avon engines. It is also the shortest of all Caravelles, also with a slightly shorter nose that is a copy of that of the deHavilland Comet. Originally, they had a short dorsal fin, but later they were converted with the typical long dorsal spine housing radio antennas. Finally, the prototypes initially had no wing fences, but following flight tests first one was added, then a second and at last the inner wing fence was lengthened around the wing's leading edge.
The first prototype of the Caravelle as it was preserved at Paris-Orly until the mid 1980s was already modified with the long dorsal spine and double wing fences, but at least the short, clean nacelles are an original feature. (photo: Michel Gilliand/WikiMedia)
SE210 Caravelle I & IA
Learning from the experience of test flights and on request of the first customer Air France, the Caravelle I is slightly different than the prototypes. Foremost, the production aircraft is about 1.5 metres longer, although that may not be immediately obvious. Better visible is that the engine nacelles are significantly longer and have short, externally visible exhaust pipes. These have no holes. Features taken over from the prototypes are the two wing fences, of which the inner ones are around the leading edge of the wings, and the dorsal spine extension of the curved dorsal fin.
The Caravelle IA has slightly uprated engines, but is not different in another way.
Compared to the Caravelle III and IV-N the Caravelle I has similar shaped nacelles, but short exhaust pipes and no thrust reverser panels at the top and bottom. (photo: SAS Scandinavian Airlines/WikiMedia)
All production Caravelles until the IV-N have the same nose, that is nearly a copy of the Comet. It is slightly more pointed though, but has the triangular and rectangular cockpit side windows.
SE210 Caravelle III & VI-N
Another Avon engine upgrade resulted in the Caravelle III. To reduce the noise produced, the exhaust pipes were modified: they are longer and have triangular shaped holes that allow air to be mixed with the exhaust gasses. Note that this pipe may be painted.
The externally same Caravelle VI-N has more powerfull engines and higher operating weights.
SE210 Caravelle VI-R
The first North American airline to order the Caravelle was United Airlines. It wanted some serious changes though. The most visible are the cockpit windows: these are higher than on the previous versions and also the shape of the last side window is not a rectangle anymore. Furthermore, the Caravelle VI-R has thrust reversers (hence the 'R'). They are at the top and bottom of the nacelle, about a third from the rear. The exhaust pipes are shorter than on the VI-N, but still have triangular gaps for nois suppression.
The Caravalle VI-R is the only variant with the larger cockit windows, but still the slim nacelles of the Rolls-Royce Avon engines.
The location of the thrust reservers on the nacelle of this Caravelle VI-R is apparent by the black spots, both due to the grilles of the exhaust ans the soot. Also note the short regular exhaust pipe. (photo: clipperarctic/WikiMedia, modified)
Starting with the Caravalle VI-R, the Caravelles have these higher cockpit windows, that provide a better outside view.
SE210 Caravelle Horizon (Caravelle VII)
No Caravelle VII was actually built, but it was to be a General Electric powered version. Still two aircraft were converted with these engines, with their typical shape: the fan inlet is about halfway the nacelle and the core and fan exhausts are combined. This test version was called Caravelle Horizon.
To capture the North American market the Caravelle was tested with an American engine, the General Electric CJ805, on the Caravelle Horizon. It has a typical nacelle shape, with a fan air intake about halfway and a common exhaust. (photo André Clos/WikiMedia, modified)
SE210 Caravelle 10B (10B3)
The second longest version of the Caravelle is the 10B, sometimes referred to as 10B3. It is about 1.5 metres longer than the previous production models, and also the Caravelle 10R. Compared to the latter, the 10B has on the left side eight cabin windows in front of the emergency exits, and seven after. On the 10R it is seven versus six. This version is the first with Pratt & Whitney engines in wider nacelles. Other differences compared to earlier versions are the leading edge extensions of the wings near the root, the outer wing fence curled around the leading edge and a bullet fairing at the rear of the horizontal stabiliser attachment.
The Caravelle 10B is longer than the 10R and earlier models. It has seven windows between the overwing exit and the engine.
Three characteristics of the Caravelle 10B in one photo: the two wing fences curved around the leading edge, the bullet fairing at the back of the tail and the shape of the JT8D engine nacelles.
SE210 Caravelle 10R (10B1R)
Having the same engines as the 10B but otherwise being the same as the earlier versions the Caravelle 10R is the shortest of the Pratt & Whitney powered variants. Compared to the 10B it thus lacks the wing root enlargement, long outer wing fence and bullet fairing at the back of the tail.
SE210 Caravelle 11R
The only production version of the Caravelle to have a large cargo door in the left front fuselage is the 11R. There is a small cabin door in this cargo door. On this side you can also see that there is a cabin window missing where the cargo door crosses the window line. It is based on the 10R, but about a metre longer. Hence, the Caravelle 11R has eight cabin windows on the right side before the overwing emergency exits against seven on the 10R.
SE210 Caravelle 12
Essentially, the Caravelle 12 is a stretched version of the Caravelle 10B. It has all the key features of the 10B, but is visibly longer. If in doubt, count the cabin windows and find out there are ten on them in front of the front overwing emergency exit, versus eight on the 10B.
The ultimate Caravelle, the Caravelle 12, is obviously longer than the 10B, with which it shares most characteristics.
Tp85
Two former SAS Caravelle IIIs were acquired by the Swedish air force, and designated Tp85 by them. At first they were used for regular transport duties, but in 1973 they were converted to signal intelligence (SIGINT) platforms. Then they got a longer nose and a canoe shaped antenna under the front fuselage.
In Swedish military service the Caravelle III was designated Tp85, a transport designation. They were however converted with a longer nose and canoe antenna, to receive signals from the Soviets. (photo: BugWarp/WikiMedia)
Confusion possible with
Dassault Falcon 6X
Dassault continues to use the basic Caravelle configuration of a cruciform tail and rear-mounted engines on its bizjets. Most are however much smaller than the Caravelle, except for the Falcon 6X. This has nearly oval cabin windows, only four curved cockpit windows, two wheel mains gears and winglets, so is still easily recognised.