Vickers VC10

Vickers-Armstrongs (Aircraft) Ltd

Company type	Private company
Industry	Aerospace, Aircraft manufacturing
Headquarters	Brooklands, Surrey , United Kingdom
Products	Vickers VC10 jet airliner

Overview

The Vickers VC10 is a British narrow-body, medium-sized jet airliner developed and manufactured by Vickers-Armstrongs (Aircraft) Ltd. Its maiden flight took place at Brooklands, Surrey, in 1962. The VC10 shares a distinctive rear-engine four-jet configuration, a design feature also found on the larger Soviet Ilyushin Il-62 and the smaller Lockheed JetStar business jet.

Design and Performance

Engineered specifically for long-haul flights departing from shorter runways common during its era, the VC10 excelled in "hot and high" conditions, making it particularly suitable for African airports. Notably, it set a record for the fastest transatlantic crossing by a subsonic jet airliner, completing the journey in 5 hours and 1 minute. This record stood unchallenged for 41 years until February 2020, when a British Airways Boeing 747 surpassed it with a time of 4 hours and 56 minutes, aided by Storm Ciara. Only the supersonic Concorde was quicker, completing the crossing in 2 hours, 52 minutes, and 59 seconds. Despite a limited production run of just 54 units between 1962 and 1970, the VC10 served airlines such as BOAC extensively from the 1960s through to 1981.

Military Use and Legacy

Beginning in 1965, the Royal Air Force adopted the VC10 as a strategic transport aircraft. Several former passenger variants were converted into aerial refueling tankers. The aircraft's 50th anniversary was commemorated on 29 June 2012 with a "VC10 Retrospective" Symposium and an official exhibition launch at Brooklands Museum. The RAF retired the VC10 from active service on 20 September 2013, with its refueling duties taken over by the Airbus Voyager (A330 MRTT). The final flight of a VC10 K.3 (ZA147) occurred on 25 September 2013.

Background

File:British Airways VC-10.jpg

A British Airways Vickers VC10 still displaying partial BOAC livery

Although the aviation sector in Britain was privately owned, it operated under government control in practice, especially during the Second World War. The focus shifted away from designing and producing transport aircraft to prioritize combat aircraft manufacturing, with British transport requirements fulfilled by US planes supplied through Lend-Lease. In 1943, the Brabazon Committee implemented command economy principles within the industry, outlining various categories of airliners needed after the war. However, it acknowledged that American dominance in transport aircraft would likely extend to long-range airliners, conceding that British manufacturers might have to yield this market segment to US companies.

Throughout the 1950s, government policy mandated consolidation within the aviation industry, resulting in only two engine manufacturers remaining by 1959: Rolls-Royce and Bristol Siddeley. By 1960, the British Aircraft Corporation (BAC) had unified the aviation operations of Vickers, Bristol, and English Electric. Meanwhile, Hawker Siddeley expanded upon de Havilland's expertise in heavy aircraft, and Westland centralized helicopter production. Additionally, the British government regulated route licensing for private airlines and managed the newly formed state-owned carriers: long-haul operator British Overseas Airways Corporation (BOAC) and short-to-medium range airline British European Airways (BEA).

In 1951, the Ministry of Supply commissioned Vickers-Armstrongs to explore a military troop and cargo variant of the Valiant V bomber capable of trans-Atlantic flights as a potential successor to the de Havilland Comet. BOAC showed interest and engaged in discussions with both Vickers and the RAF. By October 1952, Vickers received a contract to develop a prototype designated Type 1000 (Vickers V-1000), followed by a June 1954 production order for six units intended for RAF service. The civilian airliner version was termed the VC7 (the seventh civil design by Vickers). Progress was delayed due to the necessity of fulfilling RAF specifications for short take-off capability and self-loading features. Although prototype construction commenced, by 1955 increased weight demands necessitated a more powerful engine, prompting BOAC to reconsider its commitment given concerns over engine development timelines. Subsequently, defence budget reductions led to cancellation of the RAF order in 1955. Despite hopes from Vickers and the Ministry of Supply that BOAC would proceed with the VC7 project, BOAC hesitated to endorse another British aircraft amid setbacks experienced during the Britannia program and accidents involving the de Havilland Comet.

Concept

File:Vickers VC10 from the rear arp.jpg

Rear view of the VC10 highlighting the placement of its four engines

File:Vc10.tail.arp.jpg

The T-tail configuration of a VC10

Although BOAC had placed orders for upgraded Comet 4 models, it regarded the aircraft as a temporary solution rather than a permanent one. In 1956, BOAC procured 15 Boeing 707 jets. However, these planes were too large and lacked sufficient power for BOAC’s medium-range Empire (MRE) routes across Africa and Asia. These routes included airports situated at "hot and high" locations, which impaired aircraft performance—especially on sectors such as Karachi to Singapore—and prevented full payload operations at high-altitude airports like Kano or Nairobi. Various manufacturers proposed alternatives to meet these requirements. De Havilland presented the DH.118, an evolution of the Comet 5 design, while Handley Page suggested the HP.97, derived from their V bomber, the Victor. After thorough evaluation of route demands, Vickers introduced the VC10. Notably, Vickers was unique in committing to develop its aircraft as a private venture without depending on government funding.

The VC10 represented a fresh design approach but incorporated certain production methodologies and components—including the Conway engines initially created for the V.1000 and VC7 projects. It featured a spacious wing outfitted with broad chord Fowler flaps and full-span leading edge slats, enhancing takeoff and climb capabilities. Its rear-mounted engines contributed to an aerodynamically clean wing and lowered cabin noise levels. Positioning the engines higher above ground than underwing configurations was advantageous for operations on rugged airstrips commonly found in Africa; accordingly, wide, low-pressure tires were also implemented to support this operational need. The VC10 could operate at slower speeds during takeoff and landing compared to the competing Boeing 707 and delivered significantly greater engine thrust, resulting in superior performance under 'hot and high' conditions. It was also regarded as a safer aircraft overall.

Its onboard avionics suite and cockpit technology were highly sophisticated for the time. The aircraft featured a quadruplicated automatic flight control system—referred to as a "super autopilot"—designed to allow fully automatic landings in zero-visibility conditions (although this autoland capability did not function reliably and was eventually removed from Super VC10 variants). The seating capacity accommodated up to 135 passengers arranged in a two-class layout. Sir George Edwards, Vickers’ chief designer, reportedly stated that this aircraft was the only viable solution unless he were to redesign the Boeing 707 entirely. Despite concerns about operating expenses, BOAC placed an order for 25 units. Vickers estimated that breakeven would require sales of approximately 80 VC10s at around £1.75 million each; with BOAC’s commitment accounting for only 25 units, an additional 55 sales were necessary. A smaller variant named the VC11 was offered to BEA for routes such as those to Athens and Beirut, but BEA declined this in favor of the Hawker Siddeley Trident.

The aircraft incorporated Powered Flight Control Units—an early form of electro-hydraulic actuator—manufactured by Boulton Paul.

Production and order challenges

Vickers adjusted its manufacturing strategy aiming to reach the break-even threshold by selling 35 units priced at £1.5 million each, initially planning to reuse jigs from the Vickers Vanguard. On 14 January 1958, BOAC expanded its commitment to 35 aircraft, with options for an additional 20, marking the largest civil aviation order in Britain at that time; these planes were designed with smaller cabins accommodating 109 passengers and increased first-class seating. Once the BOAC order met the break-even target, the plan to reuse Vanguard jigs was abandoned in favor of creating new production tooling. To enhance cost-effectiveness, Vickers initiated development of the Super 200 variant of the VC10, featuring more powerful Conway engines and a fuselage extended by 28 ft (8.5 m), allowing seating for up to 212 passengers—23 more than the Boeing 707-320 series.

By January 1960, Vickers faced financial strain and feared delivering all 35 VC10s would result in losses. The company proposed selling ten Super 200 models to BOAC at £2.7 million each; however, BOAC was skeptical about the necessity of these additional aircraft given its existing VC10 order and questioned whether it could fill all 200 seats. The project risked cancellation until government intervention occurred, backing Vickers with an order for Super 200s on 23 June 1960. The Super 200’s fuselage extension was subsequently reduced to 13 ft (4.0 m) for the finalized Super VC10 (Type 1150), while the initial design was redesignated as the Standard VC10 (Type 1100).

Following contractual agreements with Vickers, BOAC revised its order in May 1961 to include 15 Standard and 35 Super VC10s, with eight Supers configured as combi models featuring a large cargo door and reinforced flooring; by December, the order for Standards was cut back to 12. As deliveries commenced in 1964, slowed airline expansion led BOAC to seek a reduction to seven Super VC10s. In response, government intervention resulted in an order for military transport versions of the VC10 to absorb excess production capacity. This prolonged and widely publicized difficulty undermined confidence in the aircraft’s market potential. BOAC chairman Gerard d'Erlanger and managing director Sir Basil Smallpeice resigned, emphasizing their view that BOAC was a profit-driven airline rather than a patron of domestic aircraft manufacturing. Their successor, chairman Sir Giles Guthrie, also opposed the VC10 program and advocated shelving Vickers’ project in favor of acquiring additional Boeing 707s.

Development and production

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Cockpit of a VC10 Type 1151

The initial Standard prototype, registered G-ARTA, was unveiled at the Weybridge facility on 15 April 1962. After undergoing two months of ground handling, engine run-ups, and taxiing trials, it took to the air for the first time on 29 June. The maiden flight was piloted by Vickers' Chief Test Pilot G.R. 'Jock' Bryce, accompanied by Co-Pilot Brian Trubshaw and Flight Engineer Bill Cairns, departing from Brooklands to Wisley to continue evaluations. By year-end, two additional aircraft had completed their initial flights. Testing uncovered significant drag issues that were mitigated through the implementation of Küchemann wingtip designs and "beaver tail" fairings on the engine nacelles, alongside a revised basal rudder segment enhancing control authority; these aerodynamic modifications extended the duration of flight trials substantially. The certification process involved stops in Nairobi, Khartoum, Rome, Kano, Aden, Salisbury, and Beirut. Notably, a VC10 completed a transatlantic flight to Montreal on 8 February 1964.

At this stage, seven out of the original twelve Standard models had been completed, with production shifting focus toward the Supers. The aircraft received its certificate of airworthiness on 23 April 1964 and commenced scheduled passenger operations between London and Lagos on 29 April. By the close of 1964, all manufacturing targets had been met; Vickers—by then integrated into the BAC—retained possession of the prototype. The inaugural flight of the Super VC10 took place from Brooklands on 7 May 1964. Although the Super was essentially an incremental advancement over the Standard with an additional fuel tank installed in the fin, testing was extended due to adjustments requiring each engine pair to be repositioned 11 in (27 cm) outward and upward while incorporating a three-degree twist. This configuration addressed tailplane buffeting and fatigue problems caused by operating the thrust reversers. The inner two engines could be equipped with thrust reversers (similar to military VC10s), aligning with capabilities found on the Boeing 707. The wing area increased by approximately 3.0%, with leading-edge extensions reducing aspect ratio as well as wing root thickness-to-chord ratios, enhancing low-speed lift and diminishing drag at high Mach numbers.

Subsequent VC10 variants featured trials involving a large main-deck cargo door and modifications to wing leading edges that included a partial droop extending over four percent of chord across the inner two-thirds of the wing and an elongated drooped wingtip designed to improve fuel efficiency during high-altitude cruise. (These aerodynamic enhancements resembled those introduced in 1961 on the superficially similar but fundamentally different Il-62.) Additional proposals encompassed freighter versions, including one with a front-loading capability akin to the C-124 Globemaster II. Development efforts concentrated on securing a BOAC contract for a 250-seat "VC10 Superb," marking a shift from the original medium-range role toward competing with aircraft like the DC-8 Super Sixties. The Superb concept would have required an entirely new double-deck fuselage design, which raised concerns regarding emergency evacuation procedures; ultimately, this design did not attract any orders.

Commercial use and acquisitions

Between 1964 and 1965, twelve Type 1101 VC10s were procured, followed by seventeen Type 1151 Super VC10s delivered from 1965 to 1969. The VC10 gained significant popularity among BOAC’s passengers and crew alike, largely due to its superior comfort and notably quiet cabin environment. BOAC, and later British Airways, consistently achieved higher passenger load factors with the VC10 compared to the Boeing 707 or any other aircraft in their fleet. Operational feedback led to the removal of the inboard thrust reversers after persistent tailplane buffeting issues remained despite relocating the engines. One Super VC10 operated by BOAC was lost during the 1970 Dawson's Field hijackings.

In January 1961, Ghana Airways placed an order for three VC10s, with two configured as cargo variants designated Type 1102. Deliveries occurred in November 1964 and May 1965 for the first two units, while the third order was cancelled. Ghana Airways leased one of these aircraft to Middle East Airlines (MEA), which was destroyed during an Israeli raid on Beirut in December 1968. The remaining aircraft was withdrawn from service in 1980. MEA also leased the original prototype retained by Vickers until 1965, which had been leased from Freddie Laker’s charter airline.

British United Airways (BUA) acquired two combi-type VC10s (Type 1103) in October 1964. Following BOAC’s discontinuation of VC10 operations to South America, BUA assumed these routes and purchased Ghana Airways’ cancelled third aircraft in July 1965 (Type 1103). Freddie Laker bought the prototype from Vickers/BAC and converted it from Type 1101 to Type 1109 in 1968; it was initially leased to Middle East Airlines before returning to Laker in 1969. This aircraft never operated under Laker’s livery as it was sold to British United Airways to complement their fleet. The prototype sustained irreparable damage during a landing accident at Gatwick in 1972, while other BUA VC10s were sold off between 1973 and 1974. One of these later served Air Malawi until its retirement in 1979; another was sold as VIP transport to the Sultan of Oman and has been preserved at Brooklands Museum since its retirement in 1987. Additionally, one aircraft was utilized by the Royal Aircraft Establishment for equipment testing before being retired in 1980.

Nigeria Airways had intended to acquire two VC10s but cancelled due to financial constraints. They leased a BOAC aircraft starting in 1969; however, it was lost in a landing accident at Lagos that November. The final VC10 produced was among five Type 1154 Super VC10s built for East African Airways between 1966 and 1970. One of these was destroyed during a takeoff accident at Addis Ababa in 1972, with the remaining four withdrawn from service in 1977 and returned to BAC before being acquired by the Royal Air Force. After delivering the last unit in February 1970, production ceased with a total of fifty-four airframes completed. The superior operating economics of Boeing 707s and Douglas DC-8s encouraged many smaller airports worldwide to extend runways, thereby negating the VC10’s primary advantage.

Marketing efforts targeted additional regions including Mexico, Argentina, Lebanon, Thailand, Czechoslovakia, and Romania, often involving British political figures. The last significant inquiry came from China’s CAAC Airlines in 1971, confirmed in 1972; however, by that time manufacturing equipment had been dismantled. Ultimately, Czechoslovakia, Romania, and China procured Ilyushin Il-62 aircraft instead.

British Airways (BA), successor to BOAC, began phasing out Super VC10s from transatlantic services starting in 1974—largely influenced by the 1973 oil crisis—replacing them with standard VC10s on other routes. Ten of eleven remaining standard models were retired between 1974 and 1975; five were leased to Gulf Air until around 1977–78 before being sold to the Royal Air Force. Another was leased as VIP transport to Qatar’s government until purchased by the RAF for instructional use in 1981. Similarly, an aircraft used by the United Arab Emirates government for VIP purposes until that year is now preserved at Hermeskeil Museum in Germany. Three others were traded-in with Boeing as partial payment for new planes and dismantled at Heathrow Airport. The last standard VC10 operated by BA (registration G-ARVM) served as a backup for Super VC10s until retirement in 1979; it was preserved at RAF Cosford within the British Airways Museum collection but deteriorated following withdrawal of funding and was reduced to a fuselage by 2006 before transfer to Brooklands Museum.

Retirement of BA’s Super VC10 fleet commenced in April 1980 and concluded the following year. After unsuccessful attempts to sell them commercially, fourteen out of fifteen remaining Super VC10s were sold to the RAF in May 1981; one example was preserved at Duxford Aerodrome. The VC10 fulfilled its designed market role for only about fifteen years. Although fully depreciated by the seventies and theoretically capable of extended airline service despite high fuel consumption, excessive ground noise ultimately ended its commercial viability. Consideration was given during the late seventies to installing hush kits on Conway engines but this option was dismissed due to prohibitive costs.

1960s and 1970s

In 1960, the RAF released Specification 239 seeking a strategic transport aircraft, which led the Air Ministry to commission Vickers in September 1961 for an initial batch of five VC10s. This order expanded by six more units in August 1962, with an additional three aircraft—initially cancelled by BOAC—added in July 1964. The military adaptation, designated Type 1106, combined the Standard combi fuselage with the more powerful engines and fin fuel tank from the Super VC10 model. Notable differences included a detachable nose probe for in-flight refuelling and an auxiliary power unit housed in the tail cone. For safety reasons, all passenger seats were arranged to face rearwards, differing from the civil configuration.

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VC10 C.1 of No. 10 Squadron RAF at the Queen's Silver Jubilee display at RAF Finningley in 1977

The RAF’s first VC10, officially known as VC10 C Mk.1 or simply VC10 C.1, was delivered for evaluation on 26 November 1965; subsequent deliveries to No. 10 Squadron commenced in December 1966 and concluded by August 1968. These aircraft bore names honoring recipients of the Victoria Cross, displayed prominently above the forward passenger entrance. Throughout the 1960s, No. 10 Squadron’s VC10s operated two primary routes: one connecting to Singapore and Hong Kong in the Far East, and another linking to New York. By 1970, the fleet was transporting approximately 10,000 passengers and carrying around 730,000 lb of cargo each month.

Beyond its strategic transport duties, the VC10 regularly fulfilled aeromedical evacuation and VIP transport roles. Its VIP service included use by British Royal Family members during events such as Elizabeth II's bicentennial visit to America, as well as by several Prime Ministers; notably, Margaret Thatcher was known to prefer travel aboard VC10s. The aircraft demonstrated capability for nonstop operation with dual flight crews, enabling multiple circumnavigations of the globe—one such flight completed a global circuit in under two days.

One particular airframe (XR809) was leased by Rolls-Royce between 1969 and 1975 for testing the RB211 turbofan engine. Upon its return to RAF service, structural distortion was detected—likely caused by asymmetric power between the RB211 on one side and Conway engines on the other—which rendered repairs uneconomical; consequently, it was partially dismantled with some sections retained for load training purposes.

Starting in 1977, investigations were initiated to convert surplus commercial VC10 airframes into aerial refuelling tankers; this led to a contract awarded to British Aerospace for modification of five ex-BOAC VC10s alongside four former East African Airways Super VC10s, which were redesignated as VC10 K.2 and VC10 K.3, respectively. The conversion process involved installing additional fuel tanks within the former passenger cabin area that elevated maximum theoretical fuel capacity to 85 long tons (86 t) for K.2 models and 90 long tons (91 t) for K.3 variants—the latter benefiting from the Super VC10’s fin fuel tank design. However, actual fuel load was limited by maximum take-off weight restrictions rather than tank volume alone. Both tanker versions were equipped with two wing-mounted refuelling pods plus a central Hose Drum Unit (HDU) located in the rear cargo bay; detachable nose refuelling probes were also fitted.

All conversions of K.2, K.3, and later K.4 tankers were performed at British Aerospace's Filton facility. The K.3 variants featured a forward freight door that allowed installation of five upper fuselage tanks within the main cabin; conversely, K.2 models lacked such doors necessitating partial removal of upper fuselage sections for tank insertion. Additionally, both variants underwent significant floor reinforcement to support the increased weight imposed by these supplementary fuel tanks.

1980s and 1990s

In 1981, fourteen retired BA Super VC10s were acquired and kept in storage to serve as a source of spare parts. During the early 1990s, five of these stored aircraft were converted into VC10 K.4 tanker variants to support the VC10 fleet in replacing the recently decommissioned Handley Page Victor tankers. Soon after their introduction into service, significant corrosion was detected on the lower surfaces of the wing tanks. This damage was primarily linked to the storage procedure prior to conversion, where the wing tanks had been drained of fuel and filled with water as ballast. Repairing this corrosion often required extensive work during major maintenance checks, including replacement of affected tanks. The K.4 models, like the earlier K.2 conversions, did not feature forward freight doors; consequently, internal refuelling tanks were not installed. While the K.4 shared identical refuelling systems with the K.2 and K.3 variants, it did not have additional fuselage fuel tanks and retained the same fuel capacity as a Super VC10.

Throughout the 1980s and into the early 1990s, the thirteen remaining C.1 aircraft were outfitted with wing-mounted refuelling pods (HDUs) and redesignated as VC10 C.1K two-point tanker/transports. These conversions did not include extra fuel tanks, maintaining a fuel load of 80 tons (70 tonnes). FR Aviation Limited at Hurn Airport, near Bournemouth, carried out these modifications. The aircraft's original in-flight refuelling probes had been removed during earlier decades due to disuse but were reinstalled before conversion. Although studies considered replacing the Conway engines with IAE V2500 powerplants, this option was deemed financially impractical.

In 1982, VC10 C.1s played a critical role in establishing an airbridge between RAF Brize Norton and Wideawake Airfield on Ascension Island during Operation Corporate, the mission to reclaim the Falkland Islands. Additionally, VC10 technology contributed indirectly to Operation Black Buck, where Avro Vulcan bombers were swiftly equipped with the Super VC10’s Dual Delco Carousel navigation system to enable precise long-range oceanic navigation. Furthermore, two VC10s were painted with Red Cross insignia for use in casualty evacuation missions from neutral Uruguay during this conflict.

By 1991, nine K.2 and K.3 tankers were deployed across bases in Bahrain, Saudi Arabia, and Oman for Operation Granby, the UK's involvement in the First Gulf War. These aircraft accumulated approximately 5,000 flight hours over 381 sorties, conducting both aerial refuelling and logistical support for coalition forces engaged against Iraqi troops occupying Kuwait. Throughout the 1990s, VC10s remained operational in the region, supporting allied enforcement of no-fly zones over Iraq and participating in the 1998 airstrikes on Iraq.

During the 1999 NATO bombing of Yugoslavia, VC10 tankers were positioned at southern Italian bases to provide aerial refuelling for NATO aircraft engaged in Operation Allied Force. This capability enabled Tornado GR.1 fighter-bombers stationed at RAF Bruggen to execute extended-range strike operations against targets within Serbia.

2000s

File:US Navy 050111-N-1444C-004 Royal Air Force Flight Lt. Ronnie Trasler (captain), Flying Off Paul Summers (co pilot), Flight Lt. Mick Hardwick (engineer) and Squadron Leader Kev Brookes (navigator) of 101 Squadron RAF.jpg

Flight deck of a 101 Sqn VC10, 2005

In 2001, VC10 aircraft based in Oman participated in some of the initial operations during the Afghanistan conflict, providing aerial refuelling to US carrier-launched aircraft conducting strikes on Afghan targets. These VC10s supported British and coalition forces engaged in combat against the Taliban under the codename Operation Veritas. They maintained a continuous deployment in the Middle East for twelve years, concluding shortly before their retirement.

During the 2003 invasion of Iraq led by a US coalition, nine VC10s were sent to support Operation Telic. Following the invasion, several VC10s remained stationed in Iraq, where they carried out logistical duties and evacuated over a thousand wounded personnel to Cyprus. By June 2009, all remaining VC10s were withdrawn from Iraq alongside most other British military forces.

Between 2000 and 2003, the last K.2 models were retired and dismantled. The remaining K.3 variants operated as tanker/transports with No. 101 Squadron at Brize Norton, Oxfordshire, while the sole surviving K.4 supported No. 1312 Flight at RAF Mount Pleasant in the Falkland Islands. Passenger flights using the VC10 were temporarily halted in January 2010 pending an airworthiness assessment.

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View from a Vickers VC10 during an aerial refuelling exercise

After the 2006 North Korean nuclear test, two VC10s were deployed to Okinawa, Japan to conduct nuclear debris sampling; this specialized mission involved replacing standard refuelling pods with dedicated sampling pods. During Operation Ellamy, which represented the UK's involvement in the 2011 military intervention in Libya, a limited number of VC10s operated from Mediterranean bases to refuel NATO combat aircraft engaged in operations there.

The VC10, alongside the Lockheed TriStar tanker/transports, was succeeded in RAF service by the Airbus A330 MRTT Voyager as part of the Future Strategic Tanker Aircraft initiative. The RAF conducted its final VC10 missions on 20 September 2013; after completing their last refuelling sortie, the aircraft undertook a nationwide farewell tour. Subsequently, on 24 September ZA150 completed its last flight to Dunsfold Aerodrome for preservation at Brooklands Museum, while ZA147 was delivered to Bruntingthorpe on the following day.

Maintenance and Support

The entire RAF VC10 fleet was maintained at RAF Brize Norton within a specially designed hangar known as the "Base Hangar." Constructed in 1969, this facility featured the largest cantilever roof in Europe at the time, extending a quarter of a mile without any internal columns. It could accommodate up to six VC10 aircraft simultaneously, with sufficient space around each for maintenance activities. In the late 1980s, proposals emerged to relocate major maintenance to RAF Abingdon, located near Brize Norton. However, after Abingdon's closure, a new maintenance center was established at RAF St Athan in South Wales—named "1 Air Maintenance Squadron" (1 AMS)—where the first aircraft underwent extensive servicing starting January 1993.

Following the shutdown of British Aerospace's Brooklands/Weybridge and Hatfield factories, design and commercial responsibilities shifted to British Aerospace (now BAE Systems) facilities in Manchester, Woodford, and Chadderton. By the mid-1990s, as component design subcontracting increased, the design team moved from Woodford to Chadderton. From 2003 onwards, BAE Systems at Samlesbury took over commercial procurement for all spare parts. Meanwhile, Chadderton retained oversight of Ministry of Defence contracts involving project management for modifications; major repairs and comprehensive maintenance continued at RAF St Athan.

Variants

Commercial

• Vickers VC10 Type 1100: The prototype model; one unit produced and later converted into Type 1109
• BAC VC10 Type 1101: Built to BOAC specifications; up to 35 ordered at different times with 12 constructed
• BAC Standard VC10 Type 1102: Combi configuration for Ghana Airways; three built (one later redesignated as Type 1103)
• BAC Standard VC10 Type 1103: Combi version for British United Airways (BUA); two built (one subsequently redesignated as Type 1102)
• BAC Standard VC10 Type 1104: Intended for Nigeria Airways; two ordered but none produced
• BAC Standard VC10 Type 1109: Converted from Type 1100 for leasing to Laker Airways
• BAC VC10A Type 1110: A generic VC10A variant that was never built
• BAC VC10A Type 1111: VC10A model intended for BOAC; not constructed
• BAC Type 1125: Planned hybrid VC10 for Aerolineas Argentinas; never built
• BAC Super VC10 Type 1150: Generic designation for Super VC10 series
• BAC Super VC10 Type 1151: BOAC Super variants; up to 22 ordered at various intervals with 17 completed
• BAC Super VC10 Type 1152: BOAC Super combi version; thirteen ordered but none built
• BAC Super VC10 Type 1154: Super combi variant for East African Airways; five manufactured
• BAC Super VC10 Type 1180: Proposed double-deck Super VC10 seating 239 passengers; not constructed
• BAC Super VC10 Type 1181: Another planned double-deck Super VC10 for 239 seats; not built
• BAC VC11 Type 1400: A scaled-down iteration powered by four Rolls-Royce Spey engines seating between 80 and 138 passengers in a six-abreast layout; project canceled in favor of the BAC One-Eleven

Military

• VC10 C.1: RAF designation for fourteen VC10 Type 1106 transport aircraft; all fourteen produced. Thirteen were later converted to VC10 C.1K models, with the final conversion commencing in November 1995.
• VC10 C.1K: RAF designation for thirteen transport/tanker aircraft converted from the C.1 variant, classified as Template:Cnspan, equipped with two-point refueling but lacking main deck tanks.
• VC10 K.2: RAF label for five in-flight refueling tankers converted from Type 1101 (designated as VC10 Type 1112), featuring three-point refueling systems including main deck tanks.
• VC10 K.3: RAF term for four tanker aircraft converted from the Type 1154 model (VC10 Type 1164), outfitted with three-point refueling and main deck tanks.
• VC10 K.3A: Proposed tanker conversion designated as VC10 Type 1166 by the RAF; this variant was not produced.
• VC10 K.4: RAF designation assigned to five in-flight refueling tankers converted from the Type 1151 model (VC10 Type 1170), equipped with three-point refueling but without main deck tanks.

Civilian operators

Template:Country data Bahrain

• Gulf Air

Template:Country data Ceylon

• Air Ceylon

File:Flag of the East African Community (no logo).svg East African Community

• East African Airways (initial operator)

Template:Country data Ghana

• Ghana Airways (initial operator)

Template:Country data Lebanon

• Middle East Airlines

Template:Country data Malawi

• Air Malawi

Nigeria

• Nigeria Airways

Template:Country data Sierra Leone

• Sierra Leone Airways

United Kingdom

• BOAC (initial operator)
• British Airways
• British Caledonian
• British United Airways (initial operator)
• Laker Airways (aircraft was leased to Middle East Airlines and thus not directly operated by Laker Airways)
• Rolls-Royce (used as an engine test platform)

Military and government operators

Template:Country data Oman

• Royal Flight of Oman

Template:QAT

• Military of Qatar
  • Qatar Amiri Flight

Template:Country data United Arab Emirates

• Government of the United Arab Emirates

Template:UK

• Royal Air Force (initial operator)
  • No. 10 Squadron RAF
  • No. 101 Squadron RAF, final operator of the model
  • No. 1312 Flight RAF
• Royal Aircraft Establishment

Accidents and incidents

• On 28 December 1968, Middle East Airways aircraft 9G-ABP was destroyed during the 1968 Israeli raid on Lebanon at Beirut Airport.
• On 20 November 1969, Nigeria Airways Flight 925 crashed while landing in Lagos, Nigeria, resulting in the deaths of all 87 passengers and crew.
• On 27 November 1969, BOAC flight G-ASGK experienced a critical failure in engine No.3; debris from this engine damaged engine No.4, which caught fire. The aircraft executed a safe overweight landing at Heathrow with no casualties.
• On 9 September 1970, BOAC G-ASGN was hijacked and subsequently destroyed on 12 September at Zarqa, Jordan, as part of the Dawson's Field hijackings.
• On 28 January 1972, British Caledonian G-ARTA sustained damage beyond repair in a landing accident at Gatwick Airport.
• On 18 April 1972, East African Airways Flight 720, registration 5X-UVA, crashed during takeoff from Addis Ababa, Ethiopia, causing the loss of 43 out of 107 passengers and crew.
• On 3 March 1974, BOAC G-ASGO was hijacked and forced to land at Schiphol Airport in the Netherlands, where it was set on fire and rendered uneconomical to repair.
• On 21 November 1974, British Airways Flight 870, en route from Dubai to Heathrow with 45 people aboard, was hijacked in Dubai. The aircraft stopped in Tripoli for refueling before proceeding to Tunis. The hijackers demanded the release of Palestinian prisoners held in Egypt and the Netherlands. One hostage was killed during the ordeal. After an 84-hour standoff, the hijackers surrendered to Tunisian authorities on 25 November. Captain Jim Futcher received multiple honors including the Queen's Gallantry Medal, the Founders Medal from the Guild of Air Pilots and Air Navigators, the British Airline Pilots Association Gold Medal, and a British Airways Certificate of Commendation for his conduct during the incident.
• On the evening of 8 December 1988, Royal Air Force VC10 CMk1 XV109 experienced a left mainwheel tire burst approximately 25 minutes after departing RAF Leuchars en route to RAF Brize Norton. The resulting debris severed fuel lines between the left wing tank and engines No.1 and No.2, causing both left engines to shut down and loss of the left hydraulic system. Additionally, all fuel from the left wing tanks was lost. Following a successful asymmetric approach and landing at Brize Norton, all occupants evacuated safely due to fire risk from leaking fuel on hot brakes.
• On 18 December 1997, Royal Air Force XR806 was damaged beyond economic repair during a ground defueling incident at RAF Brize Norton.

Preserved in original condition

File:OmanVC10.jpg

Ex-Omani Royal Flight VC10 exhibited at the Brooklands Museum

• The Type 1101 (registration G-ARVF) is showcased in the colours of the United Arab Emirates government at the Flugausstellung Hermeskeil located in Hermeskeil, Germany.
• The Type 1103 (registration A4O-AB, previously G-ASIX), initially operated by British United Airways before its transfer to British Caledonian, was subsequently acquired by the Omani government. It served as the personal aircraft of the Sultan of Oman from 1974 until 1987. This aircraft is displayed in Omani Royal Flight livery at the Brooklands Museum, Surrey, England.

File:VC10 IWM Duxford.jpg

Super VC10 G-ASGC at Imperial War Museum Duxford

• Displayed in BOAC-Cunard colours at the Imperial War Museum, Duxford in Cambridgeshire, England, is the Type 1151 (registration G-ASGC).
• The Type 1180 C.1K XR808, nicknamed "Bob," is exhibited outdoors at the Royal Air Force Museum Cosford.
• Formerly operated by East African Airways as Type 1154 registration 5H-MOG and noted as the last VC10 constructed, Type 1164 K.3 ZA150 c/n 885 was delivered to Dunsfold Aerodrome, Surrey, on 24 September 2013. It is maintained in taxiable condition by the Brooklands Museum. In August 2020, this airframe was purchased by Kepler Aerospace with plans to operate it as a tanker within the United States.

Display of nose or fuselage sections only

• Type 1101 (registration G-ARVM) (fuselage segment exclusively, featuring an extensive VC10 Exhibition located in the rear cabin) exhibited at Brooklands Museum, Surrey, England.
• Type 1180 C.1K XV106 (forward fuselage section) available for public viewing at Avro Heritage Museum, Woodford.
• Type 1180 C.1K XV108 (forward fuselage portion) displayed at East Midlands Aeropark.

File:ZD241.jpg

Super VC10 K.4 ZD241 on exhibit at Bruntingthorpe Aerodrome, Leicestershire. This airframe was dismantled in 2022.

• Type 1164 K.3 ZA148 c/n 883, previously operated by East African Airways Type 1154 5Y-ADA (forward fuselage), was transferred to the Classic Air Force collection in Newquay, Cornwall, on 28 August 2013. The airframe was scrapped in October 2023, with the forward fuselage relocated to the South Wales Aviation Museum (SWAM).
• Type 1164 K.3 ZA149 c/n 884, formerly with East African Airways Type 1154 5X-UVJ (forward fuselage), is exhibited at Al Mahatta Museum, Sharjah, painted in Gulf Air livery.

Specifications (Type 1101)

File:Vickers VC10 silhouette.png

Silhouette illustration of the VC10

See also

Bibliography

• Andrews, C.F. and Morgan E.B. Vickers Aircraft since 1908. London: Putnam, 1988. ISBN 0-85177-815-1.
• Barfield, Norman and Humphrey Wynn. Far East Commuter: Britain's Military Jet Transport Service. Flight International, 1970. pp. 157–163.
• Barrie, Douglas. Tanking Up: RAF Refuelling. Flight International, 7 September 1993. pp. 25–27.
• Benn, Tony. The Tony Benn Diaries 1940–1990. Arrow, 1996. ISBN 0-09-963411-2.
• Cole, Lance. Vickers VC10. Ramsbury: Crowood Press, 2000. ISBN 1-86126-231-0.
• Donald, David (editor). The Encyclopedia of Civil Aircraft. London: Aurum Press, 1999. ISBN 1-85410-642-2.
• Green, William. Aircraft Handbook. London: Macdonald & Co., 1964.
• Green, William. The Observer's Book of Aircraft. London: Frederick Warne & Co., 1968.
• Harrison, N.F.G. "The Super VC-10". Flight International, 1 April 1965. pp. 494–498.
• Hayward, Keith. Government and British Civil Aerospace: A Case Study in Post-war Technology Policy. Manchester University Press, 1983. ISBN 0-71900-877-8.
• Hedley, Martin. VC-10. Modern Civil Aircraft Series, London: Ian Allan, 1982. ISBN 0-7110-1214-8.
• Henderson, Scott. Silent, Swift, Superb: the Story of the Vickers VC10. Scoval, ISBN 1-902236-02-5.
• Jackson, A.J. British Civil Aircraft 1919–1972: Volume III. London: Putnam, 1988. ISBN 0-85177-818-6.
• March, P. Royal Air Force Yearbook 1996. Royal Air Force Benevolent Fund, Fairford, UK.
• Michell, Simon (editor). Jane's Civil and Military Aircraft Upgrades 1994–1995. Coulsdon, UK: Jane's Information Group, 1994. ISBN 0-7106-1208-7.
• Powell, David. Tony Benn: a Political Life. Continuum Books, 2001. ISBN 0-8264-5699-5.
• Prince, Frank. "Queen of the Skies: Homage to the Vickers VC-10." Air Enthusiast, March–April 2001, issue 92, pp. 28–41.
• Smallpeice, Sir Basil. Of Comets and Queens. Shrewsbury: Airlife, 1981. ISBN 0-906393-10-8.
• Spooner, Nigel. A History of Aviation at Brooklands in 100 Objects. Barnsley, England: Pen & Sword Airworld, 2024. ISBN 978-1-52679-091-0.
• Taylor, John W. R. Jane's All the World's Aircraft 1966–67. London: Sampson Low, Marston & Company Ltd., 1966.
• "VC 10: Transport to Tanker". Air International, October 1980, Vol 19 No. 4. Template:ISSN pp. 159–165, 189.
• Walker, Timothy and Scott Henderson. Silent Swift Superb: The Story of the Vickers VC10. Scoval, 1998. ISBN 1-90223-602-5.
• Willis, Dave. "Aircraft of the RAF-Part 2: Vickers VC10". Air International, May 2008, Vol 74 No. 5. Template:ISSN pp. 56–60.
• The Putnam Aeronautical Review, No.1, March 1989, Putnam.

External links

• Overview of the Vickers VC10 on the BAE Systems website
• Royal Air Force information page on the VC10
• Dedicated website focused on the VC10, titled "A little VC10derness"
• British Pathé archival footage featuring the VC10: (Adobe Flash video)
  • "VC10 in the Clear" Archived version available from 12 September 2011, originally from 1964
  • "VC10 Proves Itself" Archived snapshot dated 11 June 2011, footage from 1965
  • "BOAC VC10 Automatic Landing" Archived on 11 June 2011, originally filmed in 1968