The Jet That Almost Joined TAA
The French Caravelle was one of the world’s first short‑ to medium‑haul jet airliners and, for a time, it was poised to become TAA’s first pure jet. The aircraft emerged from an official French government design competition and was built by Sud‑Est, later reorganised as Sud Aviation, at Toulouse. Its clean lines, quiet rear‑mounted engines and modern cabin made it a symbol of the new jet age in Europe.
In 1953, the French government authorised construction of two prototypes of the Caravelle S.E.210. The original design envisaged three SNECMA Atar turbojets grouped in the tail, but this was soon revised in favour of two Rolls‑Royce Avon turbojets mounted in pods on either side of the rear fuselage. This configuration, with engines mounted behind the cabin, reduced cabin noise and turbulence and became a hallmark of later jet designs.
The first Caravelle prototype flew on 27 May 1955, marking France’s entry into the commercial jet era. The second prototype followed on 6 May 1956, and the first production Caravelle I took to the air on 18 May 1958. Air France and Scandinavian Airlines System (SAS) introduced the type into scheduled service in mid‑May 1959, making the Caravelle one of the earliest jetliners in regular European service.
Early production aircraft delivered to European carriers were later upgraded to Caravelle III standard with more powerful Rolls‑Royce Avon engines, improving performance and reliability. At this time, TAA was closely watching developments overseas and saw in the Caravelle a potential solution for its long‑distance domestic routes, particularly the demanding trans‑continental service to Perth.
The Vision for TAA’s First Jet
In 1954, TAA’s Engineering Manager, John Watkins, undertook an extensive overseas study tour to examine emerging aircraft types. During this tour, he inspected the Caravelle in France and was deeply impressed by its advanced design. In a detailed report submitted on his return, Watkins described the aircraft as “a most impressive design, using two Rolls‑Royce Avon 26 jet engines mounted in lateral pods projecting from either side of the rear fuselage, aft of the pressure cabin.”
Watkins recognised that the Caravelle’s rear‑mounted engines, swept wings and pressurised cabin represented a significant step forward compared with contemporary turboprop designs. He believed the aircraft could offer TAA a competitive advantage on longer domestic routes by combining higher speed with passenger comfort and reduced noise levels.
Read the draft report by John Watkins
On the basis of Watkins’ assessment, TAA took an option on the French Sud‑Est Caravelle for use on the Perth route, with an eye to future expansion. The airline saw the Caravelle as a modern, efficient jet that could complement its existing fleet and position TAA at the forefront of domestic jet operations in Australia.
By the mid‑1950s, TAA’s interest had progressed beyond casual observation. The airline had formally taken a position on the Caravelle with an option for two aircraft, anticipating that they would become the backbone of its future jet services to Western Australia.
The Jet Age Decision
On 5 July 1957, during discussions in Paris, Australian National Airlines Commission Chairman Warren McDonald secured an extension of TAA’s option to purchase two Caravelle SE210 aircraft for delivery in May–June 1960. This was a significant step: it effectively aligned TAA’s re‑equipment plans with the Caravelle’s production schedule.
Comparative studies at the time suggested that the Caravelle’s direct operating cost per mile would be around 15% lower than that of the Lockheed Electra turboprop. Its higher cruising speed also promised shorter block times. On the Sydney–Adelaide–Perth route, TAA estimated a Caravelle round trip block time of 11 hours 49 minutes, compared with 13 hours for the Electra.
TAA therefore sought approval to purchase two SE210 Caravelles fitted with Rolls‑Royce Avon Series 200 engines. The airline argued that a Caravelle fleet would provide an appropriate balance against Ansett‑ANA’s planned equipment and would ensure that TAA remained technologically competitive.
By this stage, the Caravelle had accumulated more than 2,000 flying hours, including a demonstration tour of the United States. In contrast, the prototype Lockheed Electra had not yet flown. TAA’s submission to the Government stated that “significantly more profitable and successful operation would be assured with a fleet of two Caravelles than two Electra aircraft.”
Ansett‑ANA, however, took a different view. Reg Ansett considered the Caravelle too advanced and preferred to standardise on the Lockheed Electra turboprop, which he believed offered a more conservative and economically manageable step between piston aircraft and future jets.
The Jet That Never Was
By the late 1950s, TAA had moved beyond preliminary interest and had formally planned to re‑equip part of its fleet with Caravelle jet airliners. Contracts were signed, and the Caravelle was intended to become TAA’s first pure jet type, particularly for the long Perth route where its speed and comfort would be most evident to passengers.
What followed became one of the most significant re‑equipment controversies in Australian domestic aviation. In early 1958, both major domestic airlines submitted proposals for new aircraft: Ansett‑ANA sought to import four Lockheed Electra turboprops, while TAA applied to purchase two Sud‑Aviation Caravelle jets.
Aircraft magazine later reported:
“The Menzies Federal Cabinet, in an extraordinary decision made in the early morning hours of 28 March 1958, rejected the application of Ansett‑ANA to import four Lockheed Electra turboprops and the application of Trans‑Australia Airlines to buy two Sud‑Aviation Caravelle jets.”
The Minister for Civil Aviation, Senator Shane Paltridge, explained that the Government had blocked the introduction of pure jet commercial travel on economic grounds. He argued that the domestic airline system was passing through “a grave economic crisis” and that stability was essential — something he believed would be jeopardised if both airlines introduced entirely new and different aircraft types at the same time.
Under this policy, the only new aircraft type initially approved for domestic use was the Vickers Viscount 800‑series turboprop, which both airlines were already familiar with. This decision effectively froze TAA’s Caravelle plans, despite the airline’s strong technical and economic case.
At a Commission meeting on 28 March 1958, Commissioner John Ryland stated:
“We have no reason whatever to withdraw from our judgement that the Caravelle is the most appropriate purchase for operation of the Perth route.”
Commission Chairman Warren McDonald wrote to Senator Paltridge on 29 April 1958 expressing deep concern at the rejection of TAA’s Caravelle proposal. Meanwhile, Qantas had proposed purchasing five Lockheed Electras for its own operations, adding further complexity to the Government’s deliberations.
After discussions between Prime Minister Robert Menzies, Senator Paltridge and Reg Ansett, the Government directed that both domestic airlines should avoid “undue multiplicity of types.” Within six weeks, Cabinet reversed its earlier decision and allowed both TAA and Ansett‑ANA to purchase two Lockheed Electra Mk2 aircraft each, effectively standardising the new domestic equipment on a single turboprop type.
The Airlines Equipment Act 1958 followed, providing financial support for aircraft purchases and laying the groundwork for what became known as the Two Airline Agreement. This policy framework ensured that both major domestic airlines operated broadly similar fleets and capacities, but it also curtailed TAA’s freedom to choose the Caravelle.
Within TAA, morale suffered. The airline, which had pioneered the Convair and Viscount in Australian service, now found itself compelled to accept Ansett’s preferred aircraft type. Many within TAA regarded the outcome as a political compromise that favoured Ansett‑ANA and denied TAA the opportunity to introduce the pure jet aircraft it had carefully evaluated and contracted for — the Caravelle.
TAA’s Caravelle order was ultimately cancelled, and the aircraft became “the TAA jet that never was” — a symbol of how government policy and competitive pressures shaped the course of Australia’s domestic jet age.
(1) National Archives of Australia: A12111, 1/1962/29/17
