By Robert L.

Trimble

lr on

T
Cranberry
o.the • general public the sleek
twin-engined airplane rolling along
For almost thirty years the
a taxiway towards the head of the "Iron Cranberry" has shown
runway was nothing out of the ordi- the flag for nations
nary, aside from its bright blue paint
job, but members of the world ayia-
scattered across the face
don press and manufacturers' repre-i of the globe. In this, the
sentatives watched with unconcealed first installment of a
interest. For the first time since the
1920s the English Electric Company long-overdue tribute to this
had designed and built an original international warrior, AIR
machine, following guidelines estab-
fished by the Air Ministry's specifica-
CLASSICS looks back at its
tion 6.3/45, and it was to make its origins and discusses its
public debut at the 1949 Society of decades-long career.

In response to an Air Force(' ire

for a high-altitude day reconnaissance;;;
plane Martin redesigned the B-578 to
incorporate longer wings, new engines,
and a more sophisticated life support
system, the result being the RB-57D.
Twenty Bs were modified under a variety'
of subprograms, AF 53-3977 being the
first of these, carrying only the pilot
although the last six aircraft revate4 to
4.
two-man crews. (Martin)

The fifth Canberra completed, VX165
was modified to become the prototype
for the Bomber Mark 2, its two-man crew
increased to three with the addition of
a bomb aimer to the original A.1's pilot
and navigator. Air ministry Specification
The one-off Canberra B.5, powered by
uprated Rolls-Royce Avon 109 R.A.7s,
was produced to suit a specification
calling for a version using visual target
marking. A single production example
was built before the design was modified
to produce the B.6, its fuselage
0 air classics
8.3145 called for an airplane which
would bomb by radar, but the B,2
modification resulted from the decision
to incorporate a visual system as well.
- (Ministry of Supply)
lengthened to accommodate larger fuel
tanks, additional tanks being installed
In the wings. The flattened panel under
VX195's nose incorporated a bomb-
aimer's window for visual attacks.
(MoS)
British Aircraft Constructors' show at
Farnborough. With company test pi-
lot Wing Commander Roland Bea-
mont, who had racked up more than
"firsts" than any dozen other men, at
the controls it squeaked to a stop,
Beamont wound up its pair of 6,000
pound static thrust Rolls-Royce Avon
R.A.2 turbojets, released the brakes,
and the Canberra jet bomber em-
barked on a career which would span
both oceans and stretch over the next
three decades.
Originally conceived as a single-
engine plane with its turbojet buried
inside the fuselage, the A.1 (RAF se-
rial VN799) made its first flight, with
Beamont in the cockpit, on 13 May
1949. Its two-man crew rode in a
pressurized compartment in the nose,
the pilot seated beneath a one-piece
blown canopy while his bombardier-
navigator rode behind and to his right,
access to the cockpit being through a
rectangular hatch in the right side of
the fuselage. With the fifth prototype
(VX165) a third crew member was
added, provisions for visual bomb
aiming were made which resulted in
the appearance of the familiar point-
ed clear nose, and the plane was
redesignated Canberra B.2, VX165
lifting off on 23 April 1950 for its
maiden flight. Six months later, on 8
October, the first production B.2, serial
WD929, made its appearance, Bomber
Command electing to re-equip its
Lincoln squadrons with the new type
and to form new ones using the Can-
berra from the. start. In view of the
large orders being placed for the
plane it was decided to produce Can-
berras at four plants, Short, Avro and
Handley-Page joining English Electric
in turning the bombers out, 430 Can-
berra B25 being completed before the
model was superseded by the im-
proved B.6, powered by uprated Avon
109 R.A.7s which delivered 7,500 lbs.
s.t. and fitted with internal fuel tanks
In the wings.
Those military types which appear in
A Canberra B.2, WH734 was
adapted for use as an aerial tanker
with a fuel tank, hose reel, and drogue-
stabilized receptacle installed in the
weapons bay. (Gloster Aircraft Co., Ltd.)
WI-1734 streams its receptacle as a
Meteor F.B creeps up into position to
plug in and take fuel aboard during
trials of the system. (Gloster)
perfected form and are never altered
can be counted on the fingers of a
clenched fist, and the Canberra ran
true to form, modifications being in-
troduced virtually continually. The B.6
gave rise to the Mark 15 and 16 for
service in the Near and Far East, while
the Mark 20 was produced under
license in Australia, Fighter Com-
mand requirements saw the camera-
equipped PR.3 replacing elderly
Mosquito P.R.34s and 35s from 1953
on. Based on the earlier B.2 this ver-.
sion featured a fuselage lengthened
by fourteen inches to accommodate
additional fuel tanks, the cameras, and
their related electrical systems, while
the P.R.7 was a variant of the B.6
itself.
Interest in the Canberra had been
stimulated in the United States, and
on 22 February 1951 the first of two
B.2s, serials WD932 and WD940, made
a non-stop flight from Aldergrove,
Northern Ireland, to Gander, New-
foundland, arriving at Andrews AFB,
District of Columbia, two days later.
Flown by Beamont in competition
against the Martin XB-51, it easily beat
out this unlovely brute in a series of
trials intended-to select a light bomb-
er as the replacement for the Douglas
A-26. Handed over to Martin on 5
March WD932 was eventually taken on
charge by the Air Force and assigned
the serial 51-17387, but it remained in
its RAF markings throughout its short
career, breaking up in flight on 21
December. WD940 was also picked up
by the Air Force and its new national
markings and serial (51-17351) were
painted on over the standard Bomber
Command scheme of light grey upper
and black lower surfaces. The two RAF
Canberras serves as patterns for tool-
ing as Martin, its own three-engined
bomber now an also-ran, prepared to
produce the plane under license as
the B-57A.
Since the B-57A's mission differed
radically from that of its English pro-
genitor, the plane being intended for

Derived from the B.2 these Canberra
T.4s have revised seating, the student
and instructor pilots riding side by side.
Painted aluminum overall these planes
carry yellow wing bands which identify
them as trainers. (British Information
Services)
Based on the Canberra B.20, two
examples of which were transferred
to the Air Force for use as pattern
aircraft, the B-57A was built by
Martin for use as a night intruder.
Although externally apparently identical
to the British bomber, the B-57 Incor-
porated a dozen major changes and
was adapted for mass production
methods, Buick-built J65 Sapphires
replacing the English version's Avons.
Initially named the Night Intruder, the
planes soon came to be called Can-
berras, or more commonly "Iron
Cranberries." (Curtiss-Wright Corp.)
use as a night intruder which would
fly at low altitudes, many changes
were made. The crew was reduced to
two men and wing-mounted armament
was installed, the RAF Canberras hav-
ing depended on their speed for safe-
ty. Provisions were made for external
ordnance stores, under-wing hard
points being designed into the plane,
while a fire-control system was added,
and the cockpit layoUt was generally
cleaned up in the process of reinstru-
mentation. Buick-built Armstrong Sid-
deley Sapphires replaced the Avons,
the fuel system being modified to suit
the JP jet fuel used in American air-
craft. One of the most revolutionary
differences, however, involved the
substitution of a rotary bomb bay for
the conventional racks and doors. This
involved the use of a preloaded pallet
which turned 180 degrees in a matter
of seconds, effectively sealing the
weapons bay and reducing buffeting Photographed from an accompanying
to a minimum, making delivery far camera plane the Meteor is about to lock
in its refueling probe. Although the
more accurate.
system seems to be perfectly practical
Crossing the Atlantic did not free the it was not proceeded with, Handley Page
Canberra, or "Iron Cranberry" as it Victor bombers eventually being adapted
came to be called by its crews, from for this mission with equipment which
being subjected to continual modifica- seems identical to this earlier kit.
tions. Changing mission requirements (Gloster)
produced the camera-equipped RB-
57A while electronic countermeasures A Canberra PR.7 from 31 Squadron,
WT523 carries Royal Flush 10 markings
avionics were installed in the EB-57A.
on its vertical stabilizer. It appears that
The forward fuselage was completely windows for oblique aerial cameras
redesigned, the original English seat- have been cut into the panel just ahead
ing arrangement being discarded in of the weapons bay, a modification which
favor of a more conventional layout, is not mentioned in standard references
the pilot and second crewman—who but one which is typical of service
could be a copilot, navigator, or weap- use, expediency often outstripping
ons officer depending on the plane's offiblal directives by a fair margin.
control and mission configuration— (Liang collection)
riding in tandem under a long canopy,
hinged at its rear edge to provide ac-
cess to the cockpit, an armored three-
panel windscreen being fitted in place
of the blown hemispherical unit used
on the early RAF Canberras and
B-57As.
The cockpit rearrangement was ac-
companied by the addition of triangu-
lar air brakes in the aft fuselage, the
reworked design being designated
B-578. Even now the modification
process had not ended, however, for
with dual controls in both front and
rear cockpits the plane became the
B-57C while, with target tug equipment
it was used for general utility work as
the B-57E. The first 90 B-57Bs were
armed with eight .50 caliber Colt M3
machine guns, but with the 91st air-
plane these were replaced by a quar-
tet of Packard M-39 20mm cannon,
ammunition bays in the wings holding
290 rounds per gun, and underwing Starting life as a Canberra 8.2 WJ987 Full flight controls are retained, enabling
. pylons were added to enable the Can- has been adapted for use as a radio- the plane to be flown conventionally
berra to carry a, greater range of controlled target drone and redesignated when the need arises. The modification
external ordnance. a U.10. Finished in aluminum overall was carried out by Short Brothers &
A requirement for a new high-alti- the plane has a day-glow red-orange Harland, the planes being used on the
patch on the vertical stabilizer and black Woomera rocket range in Australia.
tude day reconnaissance plane result-
and yellow bands around the fuselage. (Short Brothers)
ed in the RB-75D, the Canberra being ao
nir rinecfre
 lo• .. , A 11 + V
t II ' I-
In the proces of being refined and
adapted to better fill its role the B-57
was extensively redesigned, its original
cockpit layout giving way to a more
conventional one with both crew members
seated in tandem under a clamshell
Three variants on the basic American
Canberra entered service: the standard
B-57B light bomber, the dual-control
B-57C, and the B-57E. The latter is
fitted with dual controls and reel
equipment for use as a target tug.
Here the fairing for the tow cable can
be seen under the aft fuselage as a
pair of Echoes fly formation over Mary-
84 air classics
lie
canopy. The first of these modified
airplanes, redesignated the B-57B, is
being examined by members of the
106th Bombardment Wing (Light), New
York Air National Guard, on the ramp
at Floyd Bennett Field, the type having
land. The upper surfaces have been
painted International Orange to improve
visibility. The black smudges above
the wing leading edges are deposits
from the plane's cartridge engine-starting
system, this throwing out a plume
of black smoke when activated.
(Glenn L. Martin Company)
been selected to replace their A-26
Invaders. External stores pylons are
visible under the outboard panels, these
being capable of carrying up to
500-pound bombs. (106th Bombardment
Wing)
One of the 8-57's most noteworthy
features was its rotary weapons bay,
designed for use in Martin's own three-
engined B-51 but adapted for the
Canberra alter it beat the company's
design out. A variety of ordnance can be
preloaded end then the whole unit is
simply loaded into the airplane,
eliminating the need to handle stores
singly more than once. The unit turns
through 180 degrees, opening in four
seconds and closing in six, keeping
the bay Itself sealed virtually all of the
time, greatly reducing buffeting and drag.
(U.S. Air Force)
The ultimate Cranberry, the RB-57F was
an RB-57A completely remanufactured
by General Dynamics' Fort Worth
Division, emerging as essentially an
entirely different airplane, only retaining
the plane's centersection and landing
gear in anything like their original
configuration. AF 63-13291 was rebuilt
from 52-1574 and was assigned to the
58th Weather Reconnaissance Squadron,
Kirtland AFB, New Mexico. (USAF)
modified to incorporate new engines
and longer wings, armament being re-
moved in the process of redesigning
the basic airframe. Twenty were built
under a variety of sub-designations
which reflected additional mission or
airframe changes, the first fourteen
being completed with provisions for
the pilot only while the last six re-
verted to a two-man crew.
Even with the RB-75Ds and Lock-
heed U-2s in service, the Air Force
felt it needed additional aircraft
for daylight reconnaissance missions
flown at extremely high altitudes. The
result of this was the RB-57F, virtu-
ally a new airplane, 21 being built by
General Dynamics from RB-57As al-
though any resemblance between the
two versions is tenuous at best. Again
the wingspan was increased, an en-
larged tail was designed, and the two-
man crew rode in tandem, wearing
modified Gemini full-pressure suits to
cope with the plane's new service
ceiling of 60,000 feet and more. To
provide the necessary power thrust
Pratt & Whitney TF33-P-11A turbofans
replaced the J65 Sapphires, with a
podded J60-P-9 being hung under
each wing for additional thrust.
Weird as this rebuild was, it did not
mark the ultimate modification of the
Cranberry. This, inspired by the mush-
rooming war in Southeast Asia, pro-
duced the B-57G, a night interdiction
bomber carrying low-light television
and a Laser target-finder in its gro-
tesquely reworked nose. 16 Gs were
built by Martin from B-57Bs under the
code name Tropic Moon, incorporating
forward-looking radar and infrared de-
tection equipment in addition to the
television scanner and laser, weapons
delivery being controlled by a com-
puter with a 20mm cannon turret being
built into the weapons bay. After two
years of indifferent results the B-57Gs
were pulled out of their base at Udorn,
Thailand, and transferred to the 190th
Tactical Reconnaissance Group, Kan-
sas Air National Guard, giving the
Weekenders what are certainly the
most biz'arre machines to serve with
any Reserve unit.
Today Canberras are still flying op-
erationally at various spots around the
world. South America has provided a
good market for these hoary warriors,
replaced at home by more advanced
types such as the Harrier, SEPECAT
Jaguar and Phantom, while others
continue to soldier on in roles as di-
verse as tugs and radio-controlled
targets for antiaircraft artillery and
missile batteries. The final chapter of
the Canberra story may have been
begun, but it's far from finished today,
nearly thirty years after Old Number
One first broke ground. 41it
air olasalos 85
 41,

PART 2
THE IRON
CRANBERRY
Air Classics presents its
readers with a photographic
potpourri of this long-lived bomber
By Robert L. Trimble
Unloading a pair of 600-pound general- Photographed in March of 1966 the
purpose bombs on suspected Communist plane was taking part In a mission
positions in the highlands south of Da which destroyed 21 native houses, or
Nang this bare-metal 8-57B Is typical hooches, and damaged nine others.
of the Canborras used In Vietnam. (USAF)
 auynr neirway rnrougn a 1011 tins HAI-
Canberra B.2 demonstrates the type's
exceptfonal agility. Such handling was
essential for an airplane which had to
rely on speed and maneuverability
to escape the unwelcome attentions of
enemy fighters. (THE AEROPLANE, via
the Glenn L. Martin Company)

In order to improve crew comfort and

safety Martin redesigned the Canberra,
pilot and navigator riding in tandem
while the original tined bubble gave
way to a conventional windscreen and
hinged clamshell canopy, producing the
B-57B. As can be seen, weapons-carrying
was also upgraded with additional Parked on the Martin flight line the
underwing attachment points being Canberra is seen to be an extremely
added. (Martin) sleek, compact airplane, amazingly small
for a bomber. Ejection seats were
WD940, now in the Air Force inventory installed for the crew, the dotted line
as AF 51-17352, cruises above Chesa- lust aft of the bulged pressurized cockpit
-. peake Bay sometime in late July, 1952. canopy indicating the location of that
Like WD932, this plane was piloted by provided for the navigator. A pitch and
Roland Beamont on Its Atlantic crossing, yaw instrumentation probe has been
setting a speed record on the flight of installed in the left wingtip. (Martin)
4 hours 19 minutes between Aldergrove,
Northern Ireland, and Gander, New-
foundland, on 31 August 1951. (Martin)

Photographed inside the Martin plant the

second Canberra B.2, WD940, is
receiving its new Air Force serials and
national insignia, these being painted on
over the English fin flashes and
roundels. The plane retained its RAF
Bomber Command camouflage scheme of
grey upper and gloss black under:
surfaces. (Martin)

Being put through Its paces by English

Electric's chief test pilot, wartime ace
Roland P. Beamont, WD932 was the
first of two Canberra B.2s flown across
to Martin's Baltimore factory to serve
as a pattern aircraft for the B-57A Night
Intruder. Powered by license-built
Sapphires In piece of Avons the B-57
had to be extensively re-engineered to
adapt it for American mass-production
methods. (Martin)

52 air classics air classics 73

rwri-770
, 71.7$17,7‘r4,1
Based on the Bomber (Intruder) Mark B,
the P.R. 9 Mature one of the clumsiest
crew-entry adaptations yet seen, mem-
bers having to crawl through the hinged
...
• -- •
nose, swung aside in this photograph.
The hinged canopy was an afterthought,
but while late it was a step in the right
direction, making It far easier for the
Among numerous other points the
American Canberra differed from its
English progenitor in that it carried
Internal armament. Eight .50 caliber
machine _guns were installed in the outer
wing panels with 300 rounds per gun
being carried. Their locations are visible
in this head-on view as bare-metal
patches on the leading edge. From the
91st B-579 on, four M-39 20mm cannons
replaced the machine guns. (Martin)
An early production B-57A, temporarily
named Night Intruder, is seen with a
typical tactical ordnance load aboard.
Unfinned napalm fire bombs hang from
the outer wing stores pylons while
a dozen 500-pound bombs are carried
on the Martin-design rotary weapons bay
door, turning through 180 degrees as a
unit and thus eliminating conventional
bay doors while reducing turbulence.
Aside from the national insignia, markings
on the glossy black bomber are red.
(Martin)
pilot, at least, to board his airplane.
This particular machine, painted
aluminum overall, is from No. 13
Squadron. (Gerald Liang collection)
air classics 75
CUTAWAY DRAWING COURTESY OF JOHN BATCHELOR
 General arrangement drawing reproduced from AVIATION NEWS
courtesy of Alan W. Hall.
Aerial wire P.R. Mk. 9 and T. Mk. 17
CANBERRA PR. Mk. 3 STARBOARD SIDE VIEW

Extended fuselage for Mks. P.R, 3, 7 1149 and T. Mk. 22

8 fit

Coolants # 4 4
Pyrotechnic bey 9deitionel fuel peck Cameras and access panel Front view of

lundersurface similar for P.R. Mk. 7 and 9) 1r

n'
on'
oPpliTaWat I

CANBERRA B. Mk. 2 STARBOARD SIDE VIEW — tip lank removed

CANBERRA T Mk. 11 and T. Mk. 19

T. Mk. 17 Tailoone

Underside
pla
t71
side
elevation

Section C-C

00

000
10 ...Dor" "I

P.R. Mk. 9
Fairing over aileron booster

O
Uppa surface (port only)
Aerial wire WWI

CANBERRA PR. Mt. 9

with extended fuselage

f.

S ec bon A A

All fuselage sections circular

Typical section as al main sitar

A

_
 O
Bomb
bulkhead

❑EJ
Avon 109
Avon 209 P.R. Mk 9 only

o-
I
o CANBERRA
E1) MIL 8
GUN PACK 1

P.R. Mk. 3. 7 and 9

Camera access panel
T. Mk. 17 Under fuselage panel Camera T. Mk. 0
Underside plan and side elevahon) Weapon pylon Bill Mk. CANBERRA B. Mk. 2 UNDERSIDE PLAN VIEW
-- in place of bomb doors (port and starboard)

Intakz tpor4 and starboard)

i a 1

0 OD

l i
sok poon identical
irPll Mk. 9

CANBERRA T. Ma. 4
Aerial panel port and starboard
Most Mk. 1 other than Mk. 2
P.R. 9 Extended wing (under...dace only)

similar to Bin Mk. 81

CANBERRA BR) Mk. 8

CANBERRA T. Mk. 22 with extended fuselage

Tail unit of Canberra

first prototype VN799
at time of first flight
(Tailplane removed)

(Similar to P.R. Mk. 9)

Subsequent modification with dorsal fin.

(Also used on prototype VN 813, VN 828,
and VN 850)

4111

• ;a
INN!

T. Mk. 17 and 22 Fin aerials

(port and starboard)

CANBERRA B. NE 2 REAR VIEW

BII) Mk. 8 Transparency

with central optical Hat
'

CANBERRA B. Mk. 2 PORT SIDE VIEW


• ,, U.S.AIR FORCE
Assigned the lob of playing "bandits" for
North American Air Defense Command
exercises, the EB-57Es of the 17th
Defense Evaluation Squadron (24th Air
Division) operate out of Malmstrom AFB,
Montana, and can be found at points as
82 air classics
O4
far away as Greenland when necessary.
Sprouting ECM antennas from nose
to tail this Cranberry scorches out on a
mission, the barren cliffs of Sondrestrom
forming the background. (Edward C.
Miller)
Flying out of Its base at RAF St. pair of wind-driven tow reel pods under
Mawgan, Cornwall, this No. 7 Squadron its wings. As is apparent the plane's
Canberra T.7. 18 formates on a Nimrod upper surfaces are painted In Bomber
MR. 1 from the same station. Just one Command camouflage while the under
of a dozen or more variants on the surfaces are alternately striped black
basic design the T.T. 18 Is a target tug and yellow for identification purposes.
used for utility missions and carries a (RAF St. Mawgan)
waslortww41
In the course of developing Boeing's
less than outstanding IM-99 Bomarc
Interceptor missile a B-57 was modified
to carry this 17-loot-long nose by
Temco Aircraft Corp. Separate hydraulic
and electrical systems, complete with
cooling and pressurization plumbing,
were Installed inside the milItal and
fiberglass shell to test the Bomarc's
guidance avionics. (Temco Aircraft
Corp., via Boeing Airplane Company)
The Royal Air Force was not backwards
when it came to altering the Canberra, as
This 7.11 crew trainer shows. A major
redesign saw a second seat being added
In the cockpit, Instructor and student
pilot riding side by side. Additionally
navigators were trained on the type as
well, windows being added to the hatch One of the Canberra's Intended missions (Continued on page 111)
over their position. (British Information was to replete superannuated Air
Services) National Guard A-26 Invaders. New and
Old meet on a Virginia AND base
sometime In the laid 505, the Invader
already looking as though It has been
simply forgotten. (Virginia AND)
air classics 83
 WARBIRD REPORT
(Continued from page 15)
"You know, I never really got to
',hank her for all she did. She is a
wonderful woman.'
TOR THE WRECKORD. A P-51D Mus-
tang crashed on takeoff from Ta-
coma, Washington; during March.
Both occupants were killed. This
Mustang was recently modified for
dual control operations. Any further
Information such as registration,, and
cause of accident would be appreci-
ated. This was the first fatal Mustang
crash for 1977.
•
WARBIRD NOTES. It seems that the
last twelve months have brought little
in the way of Warbird flying activity.
However, a great amount of informa-
tion has been expended in searching
for Warbirds, both intact and bits and
pieces. Various tidbits of information
that have been coming down the
pipeline include a number of P-51Ds
will be returning to the U.S. from a
foreign air force along with several
MIG-17s and perhaps a two-seat
MiG-15 for restoration onto the U.S.
civil register; the Confederate Air
Force may be acquiring a Bell P-59 "
Airacomet for restoration into flying
condition; and all the available Spit-
fires In India (about seven) have been
purchased and are awaiting transpor-
tation to England. "'a
fters
Acre 594 hanging tram theraIte rs o f
small building in Wetaskfwin, Canada.
a n a d as
(D. R. Dunsmore)
Awhile back we ran a photo and some
Information on a Grumman Duck that was
rotting away in South America. Truman
R. Bretton has sent In this photograph
to show that the aircraft is still in the
same condition at Leticia, Colombia.
Leticia Is a tropical town located on
the Amazon River at the borders of
Colombia, Brazil, and Peru.
(T. R. Bretton)
Looking like a catastrophe in the making.
a 13th Bombardment Squadron B-57B
(AF 53-3888) winds up for a mission over
South Vietnamese jungles. The Canberra
uses a cartridge starting system Which
As part of the United Nations' interfer-
ence in the former Belgian Congo's
internal affairs four Indian Air Force
Canberra 9(1).595 flew into Leopoldville
for use in bombing missions against
the natives who wanted to spilt off and
form their own country. Modified by
Boulton Paul from B(1).80 71 of the
bombers were supplied to India. "ONU"
is the French contraction for "United
Nations Organization." (United Nations)
luts,m..nrJSMi.LIAS X
(Continued from page 83)
Royal Air Force requirements lore
night Intruder resulted in the Canberra
being modified into the Bomber (Intruder)
Mark 5, a machine which could double
es a target marker. A new cockpit layout
was introduced, the pilot being seated
beneath a long canopy offset to the
left while the navigator/bomb aimer
moved Into the nose. Its cockpit
covered by a sun shade, XM263 is a
B(1).8 from No. 16 squadron, seen here
on dispersal at Learbruch, West Germany.
(Liang collection)
&SIB SPECIFICATIONS
(21-57C and E similar)
wingspan: 64 feet
Length: 85 lest 6 inches
Height: IS feet 7 Inches
Weight: 53,721 pounds (B-57E, 54,072 pounds)
Top speed: 582 mph at 40,000 lent
Combat range: 2,300 statute mile.
Weapons payload: 5.260 pounds
Number built:
B-57B: 202
B-57C, 38
0-57E, 68
produces these immense clouds of black
smoke, something which takes quite a
while to become used to. The blast tubes
for the four 20mm cannon are particularly
visible from this angle. (USAF)
One of the latest, but in all probability
far from the last, Canberra modification,
the T.17 is a special ECM trainer used
by the RAF, various oddly-shaped fairings
creating an appearance not unlike that
of the grotesque African wart hog. This
variant was unveiled in 1966 at Farn-
borough and is still In service.

Looking like a catastrophe in the making,
a 13th Bombardment Squadron B-57B
(AF 53-3888) winds up for a mission over
South Vietnamese jungles. The Canberra
uses a cartridge starting system which
As part of the United Nations' interfer-
ence in the former Belgian Congo's
internal affairs four Indian Air Force
Canberra B(I).58s flew into Leopoldville
for use in bombing missions against
the natives who wanted to split off and
form their own country. Modified by
Boulton Paul from B(I).8s 71 of the
bombers were supplied to India. "ONU"
is the French contraction for "United
Nations Organization." (United Nations)
CRANBERRY
(Continued from page 83)
Royal Air Force requirements for a
night intruder resulted in the Canberra
being modified into the Bomber (Intruder)
Mark 8, a machine which could double
as a target marker. A new cockpit layout
was introduced, the pilot being seated
beneath a long canopy offset to the
left while the navigator/bomb aimer
moved into the nose. Its cockpit
covered by a sun shade, XM263 is a
B(l).8 from No. 16 squadron, seen here
on dispersal at Laarbruch, West Germany.
(Liang collection)
B-57B SPECIFICATIONS
(B-57C and E similar)
Wingspan: 64 feet
Length: 65 feet 6 inches
Height: 15 feet 7 inches
Weight: 53,721 pounds (B-57E, 54,072 pounds)
Top speed: 582 mph at 40,000 feet
Combat range: 2,300 statute miles
Weapons payload: 5,260 pounds
Number built:
B-57B: 202
B-57C: 35
B-57E . 68
produces these immense clouds of black
smoke, something which takes quite a
while to become used to. The blast tubes
for the four 20mm cannon are particularly
visible from this angle. (USAF)
One of the latest, but in all probability
far from the last, Canberra modification,
the T.17 is a special ECM trainer used
by the RAF, various oddly-shaped fairings
creating an appearance not unlike that
of the grotesque African wart hog. This
variant was unveiled in 1966 at Farn-
borough and is still in service.
air classics
S ince its introcuetion into air le
service in Europe-in 1959, Pierre
Satre's elegant design has taken to
the skies in five continents offering
millions upon millions of passengers a
standard of air travel never experi-
enced beto-e and proving to airline
accountants that short-range jet air
travel could be profitable instead of
merely being a loss-leader to attract
passengers to the presumably more
profitable long-haul services. And
While a total production of 280 units
between 1955 and 1973 is not big by
ca By Joop Gerritsma
U.S. stancards, for.the French aircraft
mdustry it meant art enormous suc-
cess. The type became the Most-sold
rer oh airline, yet. The biggest coup
Suc achieved with its aidiner was an
order by the b ggest airline in ',he
world, United Air L nes, in 1980 -.hus
penetrating the Amercan market,
which is always difficult to enter un-
der any circumstances, but particularly
it the fielO of iv :Ilion
r arelle
United had bee-, locking for a new
airliner to replac: its Douglas and
Convair plston-engined planes on the
more - important an highly competitive
short domestic routes in Me east and
northeast, but the carrier had shunned
the British Viscount propjet which was
in service or the North American con-
tinent with Air Canada (then Trans-
Canada Air Liness,, Capital Airlines
(sinus me:ged into United), Cor:nenic;
and Northeast. It also warted no par
of the Lackheed Electra whiuli at.
then in snrvion Y.., th t!Al '- arch rivals,
Swissair Caravelle HB-ICW, c/n 33, was
the first production Caravelle 3. It is
seen here at Turin, Italy, in February 1968.
NMI
Caravelle 3 of French domestic carrier
Air Inter, F-BSRR, c/n 21, is an
ex-Finnair Series 1A. Paris, France,
May 1971.
Eastern and American, as well as with
some other U.S. carriers.
The Caravelle's passenger appeal
and economics were not lost to United,
of course, and on 25 February 1960
the carrier ordered 20 planes of the
then new and improved Caravelle VI-R,
thereby stunning the American airline
industry, which at that time had barely
begun to get used to the Boeing 707
and Douglas DC-8 jets, which had en-
tered service only two years earlier.
ENTERS SERVICE
The first Caravelle was delivered to
UAL on 18 January 1961 and entered
service on Friday 14 July of that year
A\ Ft when it departed New York for Chi-
HP-ICW
0 0 ('‘ CC cago. Coincidently (or by design?)
the 14th of July is Bastille Day in
France, equivalent to the American 4th
of July.
United's Caravelle proved immedi-
C,7===astrat
ately popular with the traveling public.
Services started with three daily round
trips, non-stop in each direction, be-
tween New York and Chicago, includ-
ing the after-business inbound "New
York Evecutive" and the outbound
"Chicago Executive" men-only flights
(discontinued in January 1970). The
aircraft, seating 64 first-class passen-
gers only, also flew morning and mid-
day services between the two cities
with initial scheduling thus providing
for 192 seats each way. Soon, how-
ever, 15 daily departures were sched-
uled in each direction by popular de-
mand and more destinations were add-
ed as the fleet of 20 aircraft was
delivered. Seating on some other
routes consisted of 16 first-class and
54 second-class passengers.
BUSY LIVES
In their first year of operation UAL
Caravelles carried more than 734,000
passengers, linking 19 cities on the
carrier's 19,000-mile system, mainly on
eastern and northeastern sectors. The
fleet flew a total of 9,313,000 miles
during this first year, logging some
26,000 hours in the air . . . the equiv-
alent of one plane flying continuously
for three years as United's public re-
lations department announced proudly
at the time. Load factors were con-
sistently in the high eighties or better
on northeastern routes, and only mar-
ginally lower on other routes.
But nothing lasts forever. Effective
with the fall schedule of 25 October
1970, nine years after their introduc-
tion, UAL withdrew the Caravelles from
regular service. During these nine
years the fleet had carried 10,287,583
passengers more than 4.5 billion
passenger miles, representing some
331,000 flying hours and 117,375,000
The principal French presidential VIP
plane was a Caravelle 3 for many years.
Serialled 141 after its c/n, it carried
radio call sign F-RAFG. It was photo-
graphed at Turin, Italy, June 1968.
Royal Air Maroc's CN-CCT, c/n 254, a
Series 3, was one of four for the North
African airline. It is here at Amsterdam,
Holland in August 1973.
air classics 55

A Swedish-registered Caravelle 3 of SAS, SE-DAH, c/n 193, at Amsterdam, Holland, April 1968.
airplane miles or equivalent to 4,715
trips around the world. Commenting on
the Caravelle's performance record,
then United vice-president for opera-
tions, Marvin Whitlock, said, "The Car-
avelle is a sound, dependable aircraft
with a high degree of mechanical in-
tegrity, and during the period we op-
erated this fleet, we encountered no
serious mechanical or technical prob-
lems, not even during the fleet intro-
duction, which is usually the most
critical phase of any equipment pro-
gram." UAL's remaining 13 aircraft
were then sold to Danish charter
operator Sterling Airways for $6.8 mil-
lion. The other seven aircraft had
previously been sold to a number of
other European operators.
A SHORT LOOK BACK
The French aircraft industry was
among the first 'to produce true air-
liners in Europe after the First World
War had ended in 1919. Farman Goli-
aths, huge (for their time) twin-engined
biplanes for two crew and 12 pas-
sengers based on Great War bombers,
56 air classics
charter inter ciationc.si
air
=,[y.
Air Charter International uses this
Series 3, F-BJTO, c/n 148. Photo was
taken at Paris, France, June 1975.
Scandinavian Airlines System SAS was
one of the main Caravelle operators.
Series 3 OY-KRG, c/n 191, was photo-
graphed at Amsterdam, Holland,
May 1966.
became a common sight all over Eu- fullest when the Second World War Air France was the first customer for the
rope as air services mushroomed on broke out and France was occupied by Caravelle and F-BJTL is a Series 3,
the old continent. Newer Farmans, La- Hitler's legions in 1940, bringing all c/n 142, seen at Hanover, Germany
tecoeres, Potez and other land and plane building to an abrupt halt. Iron- in May 1968.
seaplanes took over in the late Twen- ically the DC-3 development of the
ties and early Thirties to become the DC-2 was given the biggest boost
pioneering aircraft of trans-Mediter- Douglas could ever have hoped for
ranean and south Atlantic passenger because of the outbreak of the war
and mail services. when it proved to be the only modern
The introduction of the all-metal transport aircraft in full-scale produc-
Boeing 247 and Douglas DC-2 in the tion in the U.S. when this country was
U.S. seemed to spell the end of the drawn into the conflict in 1941.
French airliner industry, tied as it was
to traditional construction methods of THE WAR ENDS
wooden or welded steel tubing fuse- When the nightmare of the war end-
lages with wood or fabric-covered ed in Europe in 1945, little remained
wings. It bounced back briefly, how- of the French aircraft industry beyond
ever, in 1935, when Marcel Bloch de- that used by Germany to build or main-
signed his all-metal twin-engined 220 tain German aircraft. But with govern-
and 221 models which were fully com- ment aid the reconstruction of facilities
petitive with the new •breed of Amer- was taken in hand immediately and
ican planes, while Dewoitine built half a year after the guns were si-
several of its all-metal D-332, 333 and lenced, the state-owned Societe Na-
338 three-engined planes especially tionale de Construction Aeronautique
for the Europe to South America serv- du Sud-Est in Toulouse flew an up-
ice. Even more advanced was the four- dated prototype of the old Bloch 161
engined Bloch 160/161, but time ran design. However, this SE-161 as it was
out to exploit these designs to the named, was really obsolete and only
air classics 57
Sud S.E.210 Caravelle VI-N I-DABP "Castore" of Societe Aerea Mediterranea at
Biggen H111, England, on 11 June 1971. (D.W.J. Cross)
 PP-CJB, c/n 133, is a Caravelle 6R
of the Brazilian carrier Cruzeiro do Sul,
seen at Sao Paulo, November 1970.
Cruzeiro also took c/n 62, the Srs.
6R prototype that at one time flew
in full United colors.
Ni XI 'IL V. '1 Ck CI
Transavla Holland's PH-TAX is a Series
6R, ex-United Airlines c/n 92, N1007U,
It is here at Amsterdam, Holland,
during 1970.
40 were built for Air France as interim planes roughly in the category of the
masse. A radical change in philosophy
aircraft. Five went to the Polish airline Convair 240, although a little smaller. was required to capture back some of
LOT and the French military took 55 Most of these went to the French air the grandeur enjoyed by the prewar
as transports. force and navy, and to a few small aircraft industry.
For the remainder, the French air- French and North African airlines. Bet- It was In this spirit that some French
craft industry built an impressive series ter success was enjoyed by the Nord designers began to think about apply-
of prototypes, none of which went 262 twin-propjet, two dozen of which ing the new and radically different jet
beyond production of a few dozen, if were built, with ten going to Lake engine to the design of an airliner for
indeed that many. Examples are the Central Airlines in the U.S. in 1965. short and medium-haul Air France
Breguet 763 Deux Ponts, the jumbo of Lake Central is now part of Allegheny routes, mainly those between the
the Forties. Twelve were built for the Airlines which is modifying a number motherland and its North African col-
North African operations of Air France, of Nords with more powerful PT6A-45 onies, which routes were the busiest
carrying 107 passengers on its two propjets as the M298 for commuter in the entire network. Breguet, the old
decks. A long-range airliner was the airline use. pro, began work on a series of designs
Sud-Est Armagnac, a contemporary all called Br. 978 and including both
and competitor of the DC-6, of which A NEW REALIZATION propjets and pure jets. One of these
eight were built and used mainly on During these first few years after was a tri-jet with French Atar engines,
troop transport flight during the French the war it had become apparent that to be developed jointly with the state-
Indo-China war by a small French air- the French aircraft industry could owned Nord Aviation. At Sud-Ouest
line, Transports Aeriens Intercohtinen- never even hope to compete with the thoughts concentrated on a four-en-
faux. Americans so long as it went on de- gined plane, the S.O. 60, with two
Another builder, Sud-Ouest, pro- signing aircraft in the same categories Rolls-Royce Avons and two smaller
duced about 45 Bretagne twin-engined the Americans were turning out en French Turboneca Marbores. Yet an-
Yugoslav Airlines JAT was the only
eastern-bloc airline to operate the
Caravelfe. This Series 6N, YU-AHG,
c/n 233, was one of nine new and
second-hand ones acquired. It is seen
here at Amsterdam, Holland, May 1973.
air classics 61
 n STE 11:4 L_I
01Mb101011101DVAN MOW ffsiX6
Caravelle 6R of Transavia Holland, still
in basic United colors, is PH-TRH, OY-SAJ, a Caravelle 6F? of Sterling
ex N1011N, c/n 96. At Amsterdam, Airways of Denmark, is ex-United c/n
Holland, September 1971. 104, N1019U. Photographed at
Salzburg, Austria, July 1970.
other contender for becoming the first
French jetliner was the Hurel-Dubois
HD-45. This weird looking aircraft
was to have the unusually high aspect-
ratio wing with high-lift bracing struts
developed to achieve STOL perform-
,A44,spsvircs ance. This shoulder-mounted wing was
• /107497.1 PORTUGY/ESES
• • •
first tried on the HD-31, 32 and 34
a a a • series of survey aircraft for the French
government. The HD-45's two Rolls-
Royce Avon jets were to be mounted
directly again the underside of the
struts.
THE X-200 TO X-210
But no doubt the most promising
series of designs was put forward by
the team of Pierre Satre at Sud Est,
with numbers in the X-200 to X-210
range. It was one of the X-210 projects
which was to form the basis of the
TAP of Portugal operated three Caravelle Caravelle, at this time still envisaged
6R aircraft, bought new from Sud. with three Atar engines grouped in the
CS-TCA, c/n 117, was seen at
Amsterdam, Holland, July 1968.
tail like today's Boeing 727. Satre con-
sidered three engines the minimum
necessary, bound as he felt to the
French Atar, a military jet powerplant
developing just over 6,000 lbs. of
thrust. The X-210 design confirmed
with a specification issued on 6th No-
vember 1961 by the Direction Tech-
nique et Industrielle of the Comite du
Materiel Civil. This specification called
for an aircraft for 55 to 65 passengers
and 2,200 lbs. of cargo with a total
payload of six to seven tons and
capable of flying stage lengths of
1,200 miles at block speeds of 375
mph. Five months later the CMC
dropped the Breguet design (the other
designs having been eliminated ear-
lier) and requested Satre to re-submit
his X-210 as a twinjet, using two im-
proved Rolls-Royce Avons of 9,000
lbs. thrust each.
Satre was quick in realizing that
the rear-engine layout had many ad-
vantages and therefore retained it for
his new proposal. He thus retained the
aerodynamically clean and more effi-
cient wing, better handling with a
symmetrical thrust in case one engine
would be out and the greatly reduced
fire hazard with the engines as far as
possibly removed from the wing fuel
tanks, an added safety factor in case
of a wheels-up landing. The novel en-
gine layout meant a much quieter
cabin for the passenger than would
have been the case with the engines
in , or under the wings. Unique was
that to speed up development and to
cut cost, Satre used the entire nose
section and cockpit layout of the
British de Havilland Comet, the first
jet airliner in the world to go into regu-
lar service (in 1952). Also fairly novel
(Continued on page 106)
alt classics 63

The
Cararelle (Continued from page 63)
for the time was the use of integral
airstairs under the tail, pioneered ear-
lier by Martin with its 2-0-2 and 4-0-4
airliners in the U.S.
July 1952 saw Satre submitting his
revised design and following a deci-
sion by the CMC in September, con-
struction of four prototypes went under
way in February of the following year.
Two of these were to be for static
tests and two to complete flying and
aerodynamics testing. The aircraft now
assumed the designation S.E. 210 and
the name Caravelle.
Aside from the uniqueness of the
aircraft's layout Satre, in a flash of
genial thinking, negotiated with the
British de Havilland company, builders
Super CaraveIle 106 0H-LSG, c/n 169,
is one of nine of Finnair. Pictured at
Amsterdam, Holland, in September 1.7
of the Comet, to use the entire nose tered F-WHHH, was completed and
section, including the flight-deck lay- began a series, of exhaustive ground-
tests and taxiing trials, followed by its
out, of that airliner ,to cut down on de-
velopment time and costs. The Comet
had in 1952 become the first com-
maiden flight on 27 May 1955 and for
the next 11 months it was taken
mercial jet airliner in the world when through every flight test possible for
B.O.A.C. introduced it on its African a total of 411 flying hours on 173
empire routes, while Air France and flights before being granted a French
the French carrier Union Aeromaritime certificate of airworthiness. After this
de Transport (U.A.T.) also ordered the the prototype was turned, over to Air
type. Satre no doubt hoped that those France for route proving trials early
airlines which would buy the Comet for in May of 1956. Notable among the SYRIAN ARAB AIRLINES "-Tr' •
their long-haul flights, would also add many trial flights, mainly to north Afri-
the Caravelle for their shorter services.can and middle east destinations, was
But everyone knows the Comet was when the aircraft made two return
withdrawn from service after a number flights between Paris and Casablanca
of fatal accidents and the Caravelle in Morocco on one day with all four
was left to make it on its own. Some- flights being made on one engine.
thing it was perfectly capable of doing, At the time of the prototype's first
as the future would prove. flight the Caravelle was a 1,550-mile,
70-passenger aircraft with two Rolls-
FIRST FLIGHT Royce Avon R.A.26 engines of 10,000
Twenty months after the start of lbs. each, instead of the .two originally
construction the first prototype, regis- Super Caravelle 106 of Syrian Arab Airlines at Paris, France, January 1973. YK-AFA, c/n 184, was the first of lour.
(Continued on page 110)
 airlines all over Europe began to take
The note of the newcomer. In the meantime
Sud-Est and its sister company Sud-
Cararelle (Continued from page 107)
Ouest had amalgamated to form Sud
Aviation as of 1 March 1957.
Although SAS received only the
projected R.A. 16's of 9,000 lbs. but third Caravelle off the production line,
it had already been decided that the with the first and second going to Air
Srs. I production version would have France, it was the Scandinavian car-
the 10,500 lbs. R.A.29. Empty weight rier which offered the first commercial
of the production version would be service with the type when it intro-
51,590 lbs. (41,800 lbs. for the first pro- duced it on its Middle East service
totype) and maximum takeoff weight on 26 April 1959. This was the result
was 95,900 lbs. (88,000 lbs.). The pro- of SAS having leased the second pro-
duction version would have a cruising totype from the manufacturers earlier
speed of 456 mph at 35,000 feet with to start training flight and ground
its normal service ceiling set at 32,810 crews on the type and also to start
ft. Takeoff distance at maximum take- route proving trials on its network.
off weight was 5,900 ft. and the land- On 6 May Air France followed when
ing distance at maximum landing it put its Caravelles on the Paris-
weight of 91,340 lbs. was 5,775 ft. Istanbul route.
The Brazilian airline VARIG had or-
THE FIRST ORDERS
dered two Caravelles in October 1957,
In February 1956 Air France became initially to be used on its domestic
the first airline to order the Caravelle, and regional South American network,
when it placed an order for 12 with an but with the FAA granting a type cer-
option on 12 more. This was then seen tificate for the Caravelle on 6 May
as largely a patriotic order but the 1959, VARIG put the plane on its U.S.
Caravelle continued to demonstrate its services on 7 December of that year.
capabilities and when the widely re- Production of the Caravelle I and IA
spected and at that time conserva- (with slightly modified engines) was
tively-minded Scandinavian Airlines halted after the 33rd aircraft to give
System (SAS) placed an order for way to the Series III. This new variant
six with an option on another 19 a was powered by the third-stage devel-
year and a half later, in June 1957, opment. of the Avon R.A. 29 of 11,400
THE FIGHTERS
P-51 Mustangs (oval) (rect)
P-40 Warhawk (oval) (rect)
F4F Wildcat (oval) (rect)
F6F Hellcat (oval) (rect)
F4U Corsair (oval) (rect)
THE BOMBERS
B-17 Flying Fort (rect only)
B-24 Liberator+ (oval) (red)
B-25 Mitchell (oval) (rect)
B-29 Super Fort (oval) (red)
+ Made with B and W combat
photo. (B-24 only)
From the alleging defeats ,' Peed Harbor and Bataan, to the atomic holotausts of
Hiroshima and Nagasaki. From the conquest of Poland and the Battle of Britain. on to
Schweinfurt and Reg.shong and the ultimate defeat of the Third Rekh mastery of the air THE FIGHTER-BOMBERS
wag probably the single moat important part of the struggle NAk0 turned ticket into victory.
SBD Dauntless (oval) (red)
Ito metier what colors, no matter what markings, no matter which ally they flew for,
TBF Avenger (oval) (red)
these great doe birds turned the tide, voter the tide moo 'analog swiftly against us.
Of the many thousands of &craft, on both sides, that were built to take part In that epk
(TBM)
conflict known as wend war T.. preekns few remain.
Vierbild Buckles are made with recant photos of some of the lest remaining flyable
examples of Me .0fin greatest combat entail, mostly from the ere 1939.1941, They are
in tell color+ and protected with a nee, costing of clear, shong eposy it portion of the THE ENEMY
nercheut price from each Wirt,. Buckle will be donated to help preserve these last
emaining warbirds tor generation yet to tome who otherwise would never know the
A6M2 Zero (replica)
g reatness or these classtc aircraft, (oval) (red)
Order for yourself, for Father's Day or both.
Please send me Warbird Buckles at $7.95 each, as indicated.
Please add 75 cents per order for postage and handling. Calif. res. add 6% tax.
Name
Address
City State Zip
Your Bankamericard or Master Charge welcome BAC No
M.C. No.
Signature if BAC jor M.C.
Send to: WARBIRD BUCKLES-3953 Alma Ct.—Pleasanton, California 94566
110
lbs. Test flying with the new engine
had been done in the 19th plane off
the production line. After the Series III
was established, in service, most of
the Series I and IA machines were
brought up to Series III standard in the
early Sixties.
SANTA MARIA
The 42nd Caravelle produced, a
Series III, was to gain some fame in
the U.S. since it was delivered to
General Electric on 25 June 1960 and
re-engined with two 16,100 lbs. CJ806-
23C turbofans. As N420GE with the
name "Santa Maria" this plane formed
the prototype for a proposed Caravelle
VII. It made its first flight on 29 De-
cember 1960 and in September 1961
Trans World Airlines ordered 20 of this
new version, following United's lead of
a year and a half before, and two
months after United had started serv-
ices with the type. The TWA order
was later canceled and the airline
ordered the DC-9 instead. The four
aircraft already under construction at
cancellation time were completed as
Series VII-N machines and delivered to
other airlines. The VII-N distinguished
itself from earlier versions through
noise suppressors mounted on the en-
gines, R.A.29 Mk. 531 Avons.
All during the Fifties the popularity
of the Caravelle continued to grow,
reflected in the orders that came in
from all over the world, culminating in
the 20 ordered by United. At the time
this order was placed, it represented
the largest single order for any version
of the Caravelle yet and it was all the
more significant coming from the major
U.S. operator. This no doubt had a
bearing on many other airlines when
they selected short-range jet equip-
ment.
MANY REFINEMENTS
More than 200 refinements were
made in the Series VI-R to comply with
FAA requirements, but they were all
detail changes and the only outwardly
visible difference's with the Series III
was the slightly bulged cockpit roof
to give more head room inside,
and the larger cockpit windows to
give better visibility. Both these fea-
tures were retained on VI-R aircraft
for other airlines (Iberia, Panair do
Brasil, Cruzeiro do Sul, TAP-Portugal,
LAN-Chile, Austrian Airlines and King-
dom of Libya Airlines).
Improvements in the design and
construction methods, as well as a re-
inforcement of the structure had made
the Series VI-R a 1,450 mile aircraft.
It had two RA.29 Mk.533R Avons of
12,600 lbs. thrust. Empty weight was
57,397 lbs. and maximum takeoff
weight 110,230 lbs., including a maxi-
mum payload of 18,398 lbs. Cruising
speed at 35,000 ft. was 488 mph with a
normal service ceiling of 39,370 ft.
Takeoff distance at maximum takeoff
weight was 6,760 ft. and the landing
distance at maximum landing weight
of 104,985 lbs. was 5,643 ft.
NEW VERSIONS
During the Sixties Sud developed a
second-generation of. the basic Cara-
velle design. Called the Caravelle
Horizon, they were originally offered as
Super A and Super B versions, pow-
ered by the 16,100 General Electric
CJ805-23C and the Pratt and Whitney
JT8D-1 of 14,000 lbs. respectively.
Both these powerplants were turbofans
and both had thrust reversers (first in-
troduced on United's VI-R). The Super
A first flew on 31 August 1962, but no
orders were ever placed and the model
was soon dropped. Like the Super A,
the Super B had a fuselage stretched
by seven and a half feet to 112'6" and
embodied a number of aerodynamic
refinements to the wings and the fuse-
lage. This necessitated that the cabin
windows were placed four inches high-
er than with earlier versions.
Renamed the Super Caravelle, the
Super B made its first flight on 3
March 1964 and went into limited
production for Finnair, Syrian Arab Air-
lines and Sterling Airways of Denmark.
The Super Caravelle carried a maxi-
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mum of 94 passengers, at a cruising
speed of 517 mph.
THE DOUGLAS LINK
With United Airlines flying the Cara-
velle and a TWA order on the books,
the Douglas Aircraft Corporation saw
its traditional leadership in the manu-
facturing of airliners endangered and
in 1962 the company signed an agree-
ment with Sud whereby Douglas would
market the aircraft in North America.
At one time during the negotiations
Douglas even considered building the
Caravelle under license for the U.S.
and Canadian markets. For this pur-
pose Sud proposed the Caravelle 10R,
a variant based on the Super Cara-
velle, but. with a 107' 33/4" fuselage
for 89 passengers in all-tourist accom-
modation. Pratt and Whitney JT8D-1
engines were to power this Caravelle.
However, Douglas was never success-
ful in selling the aircraft and after the
two-year contract had expired, it came
out with its own DC-9.
Sud meanwhile had proposed the
Caravelle 11R, a mixed passenger-
freight version of the 1OR with a large
freight door in the port fuselage ahead
of the wing and the standard fuse-
lage length of the earlier Caravelles,
112'6". First flight was made on 21
April 1976 and a small number were
built for European and African airlines.
P.O. Box 229
Phone 414-425-4860
THE FINAL STRETCH
There appeared to be some more
stretch in the basic Caravelle fuselage
a Aerospatiale (as Sud was now
known after a series of mergers in-
volving all state-owned aircraft manu-
facturers in France) proved. The Cara-
velle 12 had a fuselage longer by 10'
6" to seat a maximum of 128 passen-
gers. Powered by two Pratt and Whit-
ney JTBD-9 turbofans of 14,500 lbs.
each, the -12 was ordered only by
Sterling Airways of Denmark and Air
Inter, the French domestic airline. First
flight took place on 29 October 1970.
The Caravelle went out of produc-
tion in 1973 after the 280th and last
production example was delivered to
Air Inter. During its 18-year production
run it became an inspiration to de-
signers in the United States, Britain,
Western Europe and the Soviet Union.
It had pioneered short-haul jet opera-
tions which everyone had said could
not be done by jet planes. But above
all it showed that after the total de-
struction of the once glorious French
aircraft industry, France could get back
into the mainstream of world aviation
by using its own products.
Today more than 200 Caravelles re-
main in operation throughout the
world. Not only with major carriers
such as Air France, but also with an
Airplanes your
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SPORT AVIATION. Junior
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uncounted number of smaller and
CARWIN charter companies. And it may easily
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SOUVENIR
The Battle of Britain
COMBAT Caravelle makes its last revenue flight.
f l •ir -oil
A true AIR CLASSIC she certainly
LIBRARY Is.
****** APPENDIX: U.S.-REGISTERED
2
W4, Antique )k
Our tenth CARAVELLES
A total of 23 Caravelles were en- •--% Aircraft k
year as FIGHTERS OVER THE DES-
ERT/Shores/North Africa WW
pgs.
TANKS & ARMOURED VEHI-
$8.95 tered into the U.S. civil aircraft register.
Operable British Sperry
Gyro Horizon
BEAUTIFUL • THRILLING • NOSTALGIC
Thrill to the magnificently restored
Besides the 20 United Air Lines air-
specialist II, ill., 256 pgs.
LOG OF THE LIBERATORS/
$6.95 CLES 1900-1945 / Illustrated,
272 pgs. $12.95 craft, there were three others entered Made for the Fabulous antique planes at the unique Shan-
non Air Museum, the only commer-
SPITFIRE
booksellers of Birdsall/B-24s in action, 360
pgs. $12.95
GERMAN ARMY & NAVY UNI-
FORMS WWI/Hoffschmidt/III.,
for special purposes. Following are de-
tails of these 23 aircraft: $19.95
cial antique plane museum east of
the Mississippi. See equipment dis-
THE MIGHTY EIGHTH/Free- plays, movies of early flying pio-
aircraft, ships, man/AAF in England WWII,
195 pgs.
SMALL ARMS IN PROFILE
$8.95
KELLEY INSTRUMENTS, INC. neers, the air library and other avi-
360 pgs. $14.95 (VOL 1) / Classic military UNITED AIRLINES: 20 Caravelle 6R, 1008 South Santa Fe ation memorabilia. These aircraft are
armor & THE LORE OF FLIGHT/Taylor/
1000 III., color, 470 pgs. $16.95
weapons $19.95
TANK DATA -1'2 / Mks / WWII delivered during June 1961 through Wichita, Kansas 67211 on display (all in flight condition):
1914 Standard E.1 • 1916 Sped VII
1927 Pitcairn Mallwing
militaria titles. HISTORY OF AVIATION/Tay-
lor/1500 color illustrations,
tank development, illustrated,
212 pgs. $8.95
February 1962. All aircraft received 1929 Curtiss Robin • 1945 1-3 Cub
1927 Travel Alr 2000
names of French cities, all pre-fixed
****** 360 pgs.
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The Ships of 1917-37 $6.95 THE FRENCH FOREIGN LE-
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2 Jul 61
6 Jul 61
Perform a
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color, 305 pgs. $14.98 90 N1005U Grenoble
91 N1006U Saintes
31 Jul 61
11 Aug 61
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ARMOR, WEAPONS
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FIGHTING VEHICLES / Ellis /
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SECRET WEAPONS OF THE
HERALDRY & REGALIA OF
94 N1009U Rouen 7 Oct 61 Reduce if overweight . MUSEUM
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research, 258 pgs. .... $8.95
modern, 160 pgs. $6.95 95 N1010U Strasbourg 20 Oct 61
Give Heart Fund
e--
THE GREAT TANKS/Ellis/Ma- 96 N1011U Dijon 26 Oct 61 American Heart Associationt
FIGHTING TANKS/Icks/Tanks jor tank designs of WWII, ill.,
97 N1012U Lille 11 Nov 61 SHANNON AIRPORT, FREDERICKSBURG, VA.
from 1916-32, illustrated, 250 220 pgs. $8.95 For brochure write Box A509, Fredericksburg, Va. 22401
pgs. $8.95 PICTORIAL HISTORY OF U.S. 98 N1013U Arles 23 Nov 61 Courtesy car to and from Sheraton.Fredericksburg
TANKS ARE MIGHTY FINE/ Motor Inn and Shannon Green Golf Course.
ARMY/Gurney/Revol. to Viet- 99 N1014U Nice 30 Nov 61
Stout/Chrysler tanks pre-war nam, 3000 illus. $11.95
to 1970 $5.95 PICTORIAL HISTORY OF NOR-
100 N1015U Saint Nazaire 8 Dec 61
GERMAN MILITARY UNI- MANDY CAMPAIGN/Mason/ 101 N1016U Nantes 14 Dec 61
FORMS 1933-45 / Comprehen- 102 N1017U Cannes
160 pgs. nix/maps $14.95 29 Dec 6
sive pictures and drawings, JAPANESE INFANTRY WEA-
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103 N1018U Bordeaux 4 Jan 62
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Fully ill. history $10.95
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24 Feb 62
Forgotten heroes • • •
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$7-95 Recklessly brave and grimly determined, the World
RISE AND FALL OF GERMAN MILITARY VEHICLES OF THE
AIR FORCE/Tantum/Illus., 423 WORLD/Foss/200 pgs. $7.95 GARRET CORPORATION: Caravelle 6R War II glider pilots endured not only the enemy's flak
c/n 138 was operated with U.S. regis- but foul Weather, inexperienced towplane pilots,
041.1.• Allt VIM
Cal.114g l=r11.75 nA tration N210G for some time during the gliders that shed parts in midair, and inadequate
io
ORDER FORM
early Sixties as a development aircraft. planning at high levels. Here is the saga of the men
-70
Mail to:
It was sold to Iberia Spanish Airlines who flew the fragile canvas and plywood motorless
on 11th January 1965. aircraft into Sicily, Normandy, southern France,
, S. CARWIN & SONS, Ltd. Holland, and across the Rhine to deliver reinforce-
BOX 147, CANOGA PARK, CA 91304
GENERAL ELECTRIC used c/n 42 as ments to embattled paratroopers. Moving and horri-
N420GE with the name "Santa Maria" fying, inspiring and shocking, theglider pilots' story
Please enter my immediate order for the following is superbly chronicled here, often in their own dra-
books. Cash 0 Check D or M.O. 0 is enclosed as the prototype for the proposed
matic words.
in the amount of $ for the following Caravelle VII with GE engines. TWA
books, shipped prepaid:
placed an order for 20 which was later
cancelled. Delivered on 25th July
1960, it made its first flight with GE
engines on 29th December 1960 and
was returned to Sud in 1962 to be con-
verted to the Series 10A prototype. In
July 1960 it was converted to a Series
pl and deivered to Air France. THE GLIDER GANG
0Air R
Robat Hunt & Plitc! , An Eyewitness History of World War II Glider Combat
David Mogen California residents please add 6% sales tax. Over- SUD AVIATION flew c/n 42, the proto-
by Milton Dank
THF seas residents add $1.00 additional postage per book. type Series 6R for United, under the
ORMANDY Ship to:
U.S. registration N2001 U for demon- J. B LIPPINCOTT COMPAN P • 55
East Washington Square, Philadelphia, Pa. 19105
AC 577
CAMPAIGN
stration purposes in the U.S. for a short Yes! Please send THE GLIDER GANG by Milton Dank. My check or
Name time during 1961. Although this air- money order for $10.95 is enclosed, plus 750 for shipping.
craft was finished in full United Air Name
Address
City
Lines colors, it was never delivered to Address
the carrier. Its French registration was City State Zip
Residents ol AR. CA. la NJ. NM, NY, NC, ND. PA , TN. WA, and WI please add stale
State Zip F-WJAP and later it became PP-CJC an.E local taxes.
L.
L
of Cruzeiro do Sul, Brazil.