Vickers VC10

Aircraft Profile
 

Key Facts

Main Role:
Long-range commercial transport
Configuration:
Swept-wing T-tailed rear-engined jet
Country:
United Kingdom
Current Status:
Out of Service, Out of Production

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VC10 K.Mk.3 ZA149 refuels Typhoon ZH590
(photo, not known)

Development

It might be thought that an airliner which was specifically designed to meet a requirement which soon ceased to exist, and whose operating economics where publicly criticised by it’s principle operator, would have a very short service life. Yet, more than 40 years after its first flight, the VC10 is still considered a vital asset, albeit in a rather different role from that originally intended.

In 1954 the far-sighted Vickers design office began exploring jet-powered derivatives of the highly successful Viscount turboprop airliner and forthcoming Vanguard. Early studies resembled a Vanguard with a gently swept wing and rear-mounted engines attached to a Caravelle-style tail unit. Known as the Vanjet VC10, the design evolved into a three-engined airliner which was planned to be available in two versions: a short to medium range aircraft and a long-range aircraft. The former was aimed at routes flown by British European Airways (BEA) and the latter at British Overseas Airways Corporation (BOAC) routes. During the 1950s and 1960s these two state-owned companies were notorious for indecision, political meddling and lack of strategic planning. Although aircraft closely resembling the short-haul Vanjet were later to appear in the form of the Trident, Boeing 727 and Douglas DC-9, BEA (a soon-to-be Vanguard operator) failed to show any enthusiasm. BOAC was under political pressure at the time to buy a British jet to offset it’s planned purchase of Boeing 707s. It therefore showed interest in a long range aircraft for its Commonwealth routes to South Africa and Australia, but demanded a four-engined layout. Accordingly, the design was modified to accommodate four rear-mounted engines and other requirements.

In March 1957 BOAC issued a formal requirement for an airliner able to carry 34,000 lb (15,422 kg) over 4000 miles (6437 km), while being able to operate from ‘hot and high’ airfields which had runways too short to take Boeing 707s. In May 1957 BOAC announced that it would buy 35 VC10s to meet this requirement. Detailed design work started in March 1958.

The Vickers Type 1100, the VC10 prototype G-ARTA, made its maiden flight on 29 June 1962. This aircraft originally had a small wing of 140 ft 2 in (42.72 m) span and thrust reversers on all four engines. Development flying showed that cruise drag was slightly higher than estimated and a number of aerodynamic tweaks were progressively introduced into the design. Most notably, these included a beaver-tail extension fairing between the jet pipes of each engine pair, and a rearward extension of the engine pylon fairing. Certification was achieved on 23 April 1964, and BOAC introduced the Type 1101 VC10 into service on its London to Lagos route just six days later. This model introduced graceful curved wing tips which increased the wing area and reduced cruise drag.

Subsequently, Vickers delivered two Type/Model 1102s to Ghana Airways. These aircraft introduced a 4 per cent chord extension to the wing leading edge, between the root and mid-span. The wing also featured a large new fence near the root and a modified tip with slightly drooped leading edge. Another new feature was the addition of a large hydraulically powered side cargo door, 11 ft 8in (3.55 m) wide on the left side ahead of the wing on the second aircraft. Three similar aircraft were supplied to British United Airways (BUA) as the Type 1103.

In the meantime airports around the world had been busy extending their runways for Boeing 707/DC-8 operations, and the VC10s special capabilities were much less in demand. BOAC now wanted its initial order reduced and a stretched longer-range version introduced. The Super VC10s was a development which traded take-off performance against the ability to carry a much heavier payload. The fuselage was lengthened by 13 ft 0 in (3.96 m) and an internal fuel tank was fitted in the fin. Uprated Conway RCo 43 engines installed in nacelles angled 3 degrees nose-up and a strengthened structure were also a feature. The Super VC10 was originally planned as a 212-seater, but this was reduced to 163 seats at the insistence of BOAC. Two versions were built, the Type 1151 for BOAC which first flew on 7 May 1964 and the similar Type 1154 for East African Airways which incorporated a large cargo door and was configured for ‘combi’ mixed passenger/cargo operations. BOAC introduced the Super VC10 on its London-New York route on 1 April 1965.

Almost from the start, the VC10 and Super VC10 were popular with passengers, pilots and airline maintenance teams. The rear location of the engine gave a very quiet and vibration free cabin. The aircraft’s high performance, low landing speeds and excellent engine-out handling qualities endeared it to pilots, while dispatch reliability was never a problem. At the same time BOAC management publicly criticised the aircraft for poor operating economics and implied that they had been forced to ‘Buy British’ for purely political reasons. This had a damaging effect on potential export orders and production ceased in 1970 after only 54 had been completed. When BOAC’s financial calculations were finally published, they were shown to have been based on false assumptions. In fact the annual utilisation of the VC10 and Super VC10 was the highest in the BOAC fleet, its load factors were always significantly higher than the 707 and the actual operating profit was also the highest in BOAC, beating even the 707. BOAC later became British Airways, which operated it’s last VC10 service on 29 March 1981, having carried 13 million passengers without accident.

In parallel with deliveries of the Model 1151 to BOAC, the production line also delivered 14 Model 1106s. Built for the RAF as the VC10 C.Mk.1 these aircraft superficially appeared to be standard VC10s but were better described as short-fuselage Super VC10s. They had the Super VC10s wings, RCo 43 engines, fin fuel tank and most other features. Special features for the military aircraft included the Conway Mk 31 engines with thrust reversers on the outboard only, an auxiliary power unit (APU) in the tailcone to supply ground electrical power and compressed air for main engine starting, a specially reinforced full area cargo floor, 150 aft facing seats, a large side cargo door and provision for in-flight refuelling.

The RAF placed an order for five aircraft in September 1961, and subsequent orders brought the total to 14 aircraft. The first C.Mk.1 flew on 26 November 1965 and deliveries to 10 Sqn were completed by August 1968. The VC10 was the heaviest and most powerful aircraft the RAF had received up to that time and introduced a global transport capability which was entirely new to the RAF. All 14 aircraft were given the names of RFC/RAF holders of the Victoria Cross.

By the mid-1970s the VC10 and Super VC10s had mostly been withdrawn from airline service and were available at very low prices. In April 1978 British Aerospace was tasked with conducting a feasibility study into converting these aircraft into in-flight refuelling tanker aircraft for the RAF. The outcome was favourable and in July 1978 BAe was awarded a contract to convert nine aircraft. Five Type 1101s were to be converted to K.Mk.2 and four Type 1154 converted to K.Mk.3. The conversion was carried out by BAe Filton and involved first bringing the aircraft up to roughly C.Mk.1 standard in terms of airframe, engines and avionics. Five extra fuel tanks were fitted in the fuselage, together with a nose in-flight refuelling probe and three Flight Refuelling Ltd Hose Drum Units – one in the lower rear fuselage and one outboard under each wing. Other changes included additional avionics, a closed circuit TV system to monitor receiving aircraft and external lighting.

The first aircraft converted, a K.Mk.2 first flew on 22 June 1982, during the Falklands War. The last of the nine tankers was delivered to 101 Sqn on 24 September 1985. Another 5 Super VC10s were converted from 1990 to K.Mk.4 standard. The first flying on 30 July 1993.

The VC10 has proved to be an excellent tanker aircraft. It’s clean wing and rear mounted engines help to minimise trailing vortices, which on other tanker aircraft cause the refuelling hoses to bob around in the air flow. A steady hose basket is much easier to connect with. During operations over Afghanistan in 2001 US Navy and Marine fighter crews often preferred to tank from RAF VC10s rather than use nearer USAF tankers.

In early 2003 the RAF postponed for another year a decision on awarding a contract for a civilian-supplied replacement for the VC10 and Tristar tankers, ensuring that VC10s will remain in active service until as least 2009.

VC10 Type 1101 G-ARVB
(photo, BAE SYSTEMS)
Super VC10 Type 1151 G-ASGA
(photo, BAE SYSTEMS)

Variants

Requirement Specification: C.239 – C.Mk.1, ASR406 – K.Mk.2 & 3, ASR415/ASR416 – K.Mk.4
Manufacturers Designation: see below

Development History:
Vanjet VC10 Mk I Projected tri-jet medium range transport with Valiant-style wing with curved inboard leading edge. Vanguard fuselage, mid-set tailplane. 3 x rear-mounted RR Avon engines with centre unit in S-duct.
Vanjet VC10 Mk II Evolved tri-jet project with new wing with straight leading edge. 80-100 seats, 4/5 abreast.
Vanjet VC10 Mk III Evolved tri-jet project. Modified Vanguard fuselage, three rear-mounted RR Avon engines, mid-set tail. Nov 1956.
Vanjet VC10 Mk IV Evolved tri-jet project. 72-108 passengers, 4/6 abreast. Boeing 727-style larger centre engine intake. T-tail. Later modified with 4 engines in pairs for BOAC.
Vanjet VC10 Mk V Penultimate form of Vanjet tailored for BOAC requirements. 4 RR Conway RCo 10 engines in shared intakes. Acorn fairing below fin-top of T-tail. Vanguard cockpit shape replaced. 3000 miles range.
Type 1100 First prototype VC10, G-ARTA. Squared wingtips & thrust reversers on all 4 engines. Later converted to Type 1109
Type 1101 First production aircraft for BOAC. Thrust reversers on inboard engines only. Curved wingips increase wing span.
Type 1102 Version for Ghana Airways. 4% chord leading edge extension & additional wing fence near root. Second a/c ordered introduced a cargo door. Third a/c cancelled and converted to a Type 1103.
Type 1103 Version for British United Airways, very similar to Type 1102 with cargo door. One a/c taken from a cancelled Ghana Airways order.
Type 1104 Variant for Nigerian Airways. Order cancelled.
Type 1105 Original designation for RAF VC10 C.Mk.1 without port-side cargo door. Converted to Type 1106 on the production line.
Type 1106 VC10 C.Mk.1 for RAF. Effectively a Super VC10 with shortened fuselage, large cargo door and tail-mounted APU.
Type 1109 Type 1100 prototype converted with Type 1106 wing for Laker Airways
Type 1110 Generic designation for VC10A. None built.
Type 1111 Version of VC10A for BOAC. Not built.
Type 1112 Tanker conversion of Type 1101 for RAF as K.Mk.2
Type 1125 Projected VC10 hybrid for Aerolineas Argentinas
Type 1150 Generic designation for Super VC10
Type 1151 Super VC10 variant for BOAC. Longer fuselage (by 13ft) for 16 first class + 123 economy passengers. Fin-mounted fuel tank and uprated Conway engines with thrust reversers on all four engines.
Type 1152 Variant for BOAC with large cargo door and freight handling system for combi operations. Order cancelled.
Type 1153 Never built. Not EAA variant as given in some sources.
Type 1154 Variant for East African Airways with large freight door on port side forward of wing to allow mixed passenger/freight operation
Type 1164 Tanker conversion of Type 1154 for RAF as K.Mk.3
Type 1170 Tanker conversion of Type 1151 for RAF as K.Mk.4
Type 1180 Projected double-deck Super VC10 with 249 passengers
Type 1181 Projected double-deck Super VC10 with 273 passengers
VC10 C.Mk.1 Original RAF transport version. Short fuelage version of Super VC10
VC10 C.Mk.1(K) 13 C.Mk.1 converted to transport/tanker role. No extra fuel carried.
VC10 K.Mk.2 5 Type 1101 converted to in-flight refuelling tanker. No cargo door.
VC10 K.Mk.3 4 Type 1154 converted to in-flight refuelling tanker. Sealed cargo door & inboard thrust reversers removed.
VC10 K.Mk.4 5 Type 1151 converted to in-flight refuelling tanker as per K.Mk.3.
RB211 Testbed One ex-RAF Type 1106 sold to Rolls-Royce for flight testing of RB.211 on starboard side, replacing both Conways. XR809/G-AXLR
Super 212 VC10 Original 1959 proposal for Super VC10 with 212 seats, wing tip fuel tanks and fuel tank in fin. 28 ft (8.5 m) fuselage stretch.
Super VC10 200 Alternative project to Super 212, with 191 seats. Longer fuselage, enlarged pasenger doors. late 1959
VC10 LR/1 Projected long-range version aimed at London-Los Angeles route. Enlarged Super VC10 airframe, extra fuel tanks in freight hold. 123 passengers.
VC10 LR/2 Projected development of LR/1 with extra fuel tanks in wing root fairings as well as freight hold and strengthened structure
Super VC10 ‘Superb’ Projected Super VC10 with double-bubble fuselage incorporating lower deck passenger cabin. Total 265 seats
VC10 265 Alternative 265-seater project with double-deck fuselage, uprated engines
Pan Am Super VC10 Proposed version for Pan Am airline with extra fuel tanks in wing leading edge fillets and wingtip tanks, stretched fuselage, 2 crew cockpit, Conway 7 engines, US designed cabin interior. 196 seats. Included cargo variant.
Short-Haul VC10 Proposed reduced range version with clipped wings, extended fuselage for 221/230 seats. June 1966.
VC10 F-3 Freighter Projected dedicated freighter with side-loading cargo door. Max payload 80,000 lb.
VC10 F4 Freighter Nose-loading freighter with swing nose and palletized freight cabin. Project Nov 1962
VC10 Freighter Projected dedicated freighter with double-deck fuselage, clamshell nose doors, raised cockpit to give straight-through nose loading.
Multi-Role VC10 Early 1960s proposed military variant able to undertake tanker, transport, maritime patrol, free-fall bomber and missile carrying roles. Not built.
Type 1400 VC11 Projected (Oct 1959-spring 1961) short range development of VC10 with 4 RR Spey engines, 80-138 passengers 6-abreast, cancelled in favour of BAC 1-11
VC10 military transport project. Standard VC10 with bulged (area ruled) fuselage and undernose loading doors. 1965
Projected twin fuselage version, 1964, with 2 standard VC10 fuselages joined together and 4 engines, 300 passengers
Projected three fuselage version, 1964, with 3 standard VC10 fuselages and 6 engines, 450 passengers
Super VC10 Type 1151 G-ASGO in the classic
Gold Speedbird BOAC colour scheme
(photo, Keith McKenzie)
G-ASGO taxying in at Paya Lebar,
Singapore, in 1970
(photo, Keith McKenzie)

History

Key Dates:
March 1957    BOAC issues specification for aircraft for use on routes to Africa and Australia.
May 1957    BOAC signs letter of intent for 35 VC10s.
14 January 1958    BOAC signs order for 35 VC10s with options for another 20.
March 1958    First metal cut in construction of first prototype.
June 1960    BUA orders 2 VC10s with side cargo doors.
23 June 1960    BOAC orders 10 Super VC10s
September 1961    RAF initial order for 5 VC10s.
15 April 1962    Roll-out of first prototype at Brooklands.
29 June 1962    Maiden flight of first prototype (G-ARTA)
8 November 1962    Maiden flight of first production VC10 (G-ARVA)
October 1963    Start of 16,500 flying hours of proving flights by G-ARVF
23 April 1964    Certification of Airworthiness issued.
29 April 1964    BOAC introduces VC10 into regular passenger service (G-ARVJ).
7 May 1964    First flight of first Super VC10 (G-ASGA).
September 1964    First VC10 enters service with BUA.
27 January 1965    First VC10 delivered to Ghana Airways (9G-ABO).
1 April 1965    First Super VC10 introduced in service with BOAC (G-ASGD).
26 November 1965    Maiden flight of first VC10 C.Mk.1 for RAF
July 1966    First RAF VC10 C.Mk.1 handed over.
30 September 1966    First Super VC10 handed over to East African Airlines.
August 1968    Last VC10 C.Mk.1 delivered
February 1970    Last production aircraft delivered.
6 March 1970    Start of RB.211 test flying by VC10 testbed (G-AXLR)
July 1978    British Aerospace contract to convert 9 airliners to tankers
29 March 1981    Last British Airways scheduled Super VC10 flight.
22 June 1982    First flight of first converted K.2 (ZA141).
25 July 1983    First K.Mk.2 delivered to RAF (ZA140)
1 May 1984    101 Sqn reforms to operate VC10 K.Mk.2 & K.Mk.3
4 July 1984    Maiden flight of first K.Mk.3
1 February 1985    First K.Mk.3 handed over to RAF (ZA150)
14 May 1987    Last K.Mk.3 delivered to RAF
1 February 1990    BAe awarded contract to convert 5 Super VC10s to K.Mk.4 tankers.
28 April 1994    First K.Mk.4 delivered to RAF (ZD230).
2009    Expected retirement date
VC10 C.Mk.1 XV109 at Brize Norton
(photo, Keith McKenzie)
XV109 shows the large slat and flap area
available on the VC10
(photo, Keith McKenzie)

Operators

Military Operators

Royal Air Force 14 C.Mk.1, 5 K.Mk.2, 4 K.Mk.3, 5 K.Mk.4 + 1 Type 1101 for ground training
Government Agencies
RAE Bedford 1 Type 1103
Sultan of Oman Royal Flight 1 Type 1103
United Arab Emirates 1 Type 1101
Qatar Govt. 1 Type 1101 (leased)

Government Agencies

BOAC – later British Airways 12 Type 1101, 17 Type 1151
BUA – later British Caledonian 3 Type 1103
East African Airways 5 Type 1154
Ghana Airways 2 Type 1102
Gulf Air 5 Type 1101
Air Malawi 1 Type 1103
Laker Airways 1 Type 1109
Middle East Airlines 1 Type 1102 (leased), 1 Type 1100/1109 (leased)
Nigeria Airways 1 Type 1101, 1 Type 1101 (leased)
Air Ceylon 2 Type 1101 (leased)

Civilian Operators

Rolls-Royce Ltd 1 Type 1106 RB.211 Test-bed
Omani VC10 Type 1103 A40-AB landing
(photo, Peter Frei)
VC10 C.1K XV107 taxies in
(photo, not known)

Specifications

Vickers VC10 (Type 1101, 1102 & 1103)
Accomodation: Three crew + 135-151 economy seats (1101: typically 16 first class + 93 economy class passengers)
Dimensions: Length 158 ft 8 in (48.36 m); Height 39 ft 6 in (12.04 m); Wing Span 146 ft 2 in (44.55 m); Wing Area 1101: 2,851 sq ft (264.9 sq m) 1102/1103: 2,936 sq ft (272.8 sq m)
Engines: Four Rolls-Royce Conway RCo 42 Mk 540 turbofans rated at 20,370 lb st (9240 kg)
Weights: Operating Empty 1101: 149,868 lb (67,980 kg), 1102/1103: 146,979 lb (66,670 kg); Maximum Take-off 1101: 314,000 lb (142,430 kg), 1102/1103: 312,000 lb (141,520 kg); Maximum Payload 1101: 38,532 lb (17,840 kg), 1102/1103: 39,769 lb (18,039 kg)
Performance: Max level speed Mach 0.86, Maximum Cruising Speed 568 mph (914 kph) at 31,000 ft (9450 m); Economical Cruising speed 550 mph (886 kph) at 38,000 ft (11,600 m); Maximum rate of climb at sea level 1,920 ft/min (585 m/min); Service ceiling 42,000 ft (12,800 m); Range with maximum payload no allowances 5,040 miles (8,115 km), Range with maximum fuel no allowances 6,070 miles (9,765 km)
Vickers VC10 C.Mk.1 (Type 1106)
Accomodation: Four crew + maximum of 150 passengers, or 76 stretchers and 6 medical attendents
Dimensions: Length 158 ft 8 in (48.38 m) excluding probe; Height 39 ft 6 in (12.04 m); Wing Span 146 ft 2 in (44.55 m); Wing Area 2,932 sq ft (272.38 sq m)
Engines: Four Rolls-Royce Conway RCo.43 Mk 301 turbojets rated at 21,800 lb st (9888 kg) dry
Weights: Empty 146,000 lb (66,224 kg); Maximum Take-off 323,000 lb (146,510 kg); Maximum Payload 57,400 lb (26,037 kg)
Performance: Maximum Cruising Speed at 31,000 ft (9,450 m) 505 kts (581 mph, 935 kph); Economical Cruising speed at 30,000 ft (9,145 m) 370 kts (426 mph, 684 kph); Maximum rate of climb at sea level 3,050 ft/min (930 m/min); Service ceiling 42,000 ft (12,800 m); Range 3,385 nm (3,898 miles, 6273 km) with maximum payload.
Vickers Super VC10 (Type 1151 & 1154)
Accomodation: Three crew + 163-174 economy seats (1151: typically 16 first-class + 123 economy class passengers)
Dimensions: Length 171 ft 8 in (52.32 m); Height 39 ft 6 in (12.04 m); Wing Span 146 ft 2 in (44.55 m); Wing Area 2,932 sq ft (272.38 sq m)
Engines: Four Rolls-Royce Conway RCo 43D Mk 550 turbofans rated at 21,800 lb st (9888 kg)
Weights: Operating Empty 1151: 158,594 lb (71,937 kg), 1154: 154,679 lb (70,160 kg); Maximum Take-off 335,000 lb (151,953 kg); Maximum Payload 1151: 50,406 lb (22,860 kg), 1154: 60,321 lb (27,360 kg)
Performance: Maximum Cruising Speed Mach 0.86 or 581 mph (935 kph) at 31,000 ft (9450 m); Economical Cruising speed 550 mph (886 kph) at 38,000 ft (11,600 m); Maximum rate of climb at sea level 2300 ft/min (700 m/min); Service ceiling 42,000 ft (12,800 m); Range with maximum payload no allowances 4,720 miles (7,596 km), Range with maximum fuel no allowances 7,128 miles (11,470 km).
Vickers VC10 K.Mk.2 (Type 1112) – as for Type 1101 except:
Accomodation: Four crew + 18 seats
Dimensions: Length 158 ft 8 in (48.36 m) excl. refuelling probe
Engines: Four Rolls-Royce Conway RCo 43 Mk 550B turbofans rated at 21,800 lb st (9888 kg)
Weights: Operating Empty 134,200 lb (60,875 kg); Maximum Take-off 299,000 lb (135,622 kg)
Vickers VC10 K.Mk.3 (Type 1164) – as for Type 1154 except:
Accomodation: Four crew + 17 seats
Dimensions: Length 171 ft 8 in (52.32 m) excl. refuelling probe
Engines: Four Rolls-Royce Conway RCo 43 Mk 550B turbofans rated at 21,800 lb st (9888 kg)
Weights: Operating Empty ? lb (? kg); Maximum Take-off 323,000 lb (146,513 kg)
Two US Navy F/A-18Cs refuel from ZA149
during operations over Aghanistan
(photo, US Navy)
VC10 K.Mk3 ZA148 with 101 Sqn
(photo, not known)

Production

Design Centre

Head of Design Team: Ernest E Marshall
Design Offices: Vickers Aviation Ltd, Weybridge, Surrey

Manufacture

Vickers Aviation Ltd
(Brooklands Aerodrome, Weybridge, Surrey – from 1960: British Aircraft Corporation, BAC)
Version Quantity Assembly Location Time Period
1100 1 Brooklands Jan 1959-June 1962
1101 12 Brooklands 1962-July 1964
1102 2 Brooklands 1964-1964
1103 3 Brooklands 1964-1965
1106 14 Brooklands 1965-Aug 1968
Total VC-10: 32    
1151 17 Brooklands 1964-May 1969
1154 5 Brooklands 1966-Feb 1970
Total Super VC-10: 22    

Total Produced: 54 a/c (all variants)
[In addition, two fuselages where built for static load testing].
(Tailplane and fin built by Sud Aviation at Saint Nazaire, Cargo Doors supplied by Aviation Traders Ltd)

Tanker conversions:

British Aerospace PLC
(Filton, Bristol, Avon)
Version Quantity Assembly Location Time Period
1112 (K.2) 5 Filton May 1979-1984
1164 (K.3) 4 Filton 1984-Sept 1985
1170 (K.4) 5 Filton July 1990-1996
1106 (C.1K) 13 Filton 1992-Feb 1996

Production List

‘Jet Airliner Production List – Volume 2’
The Aviation Hobby Shop, UK, 1998   ISBN: ?
* Full production and service histories of several jetliners – including the VC10.

VC10 C.Mk.1 XR808 at Kai Tak in 1976
(photo, Keith McKenzie)
ZA147 in a tanking demo with a Nimrod over Kinloss
(photo, Keith McKenzie)

More Information

Books

‘Silent Swift Superb: The Story of the Vickers VC10’ [Order this book from UK]
by Scott Henderson
Scoval Publishing, UK, 1998   ISBN: 1 902236 02 5
* Very comprehensive, detailed and well illustrated history.

‘Vickers VC10 (Crowood Aviation Series)’ [Order this book from UK]
by Lance F Cole
Crowood Press, UK, 2000    ISBN: 1 86126 231 0
* Well researched history which complements the above title.

‘Legends of the Air 6: Boeing 707, Douglas DC-8, Vickers VC10’ [Order this book from UK]
by Stewart Wilson
Aerospace Publications, Australia, 1 Aug 1998   ISBN: 1 87567 136 6
* Includes clear and concise development and service history.

‘Vickers Aircraft since 1908’
by CF Andrews & EB Morgan
Putnam, UK, 1988   ISBN: 0 85177 815 1
* Includes 15 page chapter on the VC10.

‘VC-10 (Modern Civil Aircraft srs)’
by M. Hedley
Ian Allan Ltd, UK, Oct 1982   ISBN: 0 7110 121 48
* Concise history.

Magazines

Air Enthusiast No.92 March/April 2001

Links

A Little VC10derness
* Website dedicated to the VC10: news, history, technical details, data, photos, memories, links etc

AirPix.Net
* VC10 info: design history, operators, production, survivors, photos etc

TenWeb
* VC10 website: news, forum, links – several dead pages, not updated since 2001

Airliners.net
* Page of VC10 photos.

VC10 K.4
* Photo of VC10 K.4 taking-off.

BAC VC10 at Duxford
* Good photo of Duxford’s VC10.

Jet Photos Net
* Page of VC10 photos.

British Caledonian VC10
* Page of BCal VC10 photos.

VC10
* Page of VC10 photos.

Shop

Flight Simulator Models:
To be added.

Scale Models:
To be added.

Scale Drawings:
To be added.

Videos:

‘Classic Wings: Vickers VC10’ [Order this video from UK]
Avion Video.  Catalogue Number: VVC10
* History of the VC10 – includes footage of test flying from Wisley and Heathrow, winter trials in Canada and service with several different airlines, plus coverage of the RAF’s VC10s.

4 thoughts on “Vickers VC10

  1. I have a photocopy of a blue print for the furnishings of the super VC 10. The man who had it was a designer and it was with his effects. I want to know if anyone wants it as i dont want to throw it away. I have no idea of the year. If anyone can help me with this please e-mail. Thank you

  2. I have correspondence (1957/8) between Ernest T Marshall, Head of Design at Vickers Armstrong and my Great Uncle Eddy Hicks who was initiating the design of the VC10. In one letter it says ….. BOAC have decided to have our VC10 aeroplane without the downstairs lounge. We are therefore reverting to the layout with the upstairs lounge. …..
    This suggests that Eddy was already designing a 747 type aircraft way ahead of Boeing!
    I sent copies of the correspondence to the Brooklands Museum many years ago but never received any acknowledgement!!

  3. I have been trying to find the length of the nose refuelling probe fitted to the RAF VC10. It is needed to make the finishing touches to a flying R/C model. I used to fly this wonderful aeroplane in the pure passenger form VC10 cc1, RAF version. I have trawled lots of web sites with no luck, help!!

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