The Vickers VC-10 was a British-built long-range quadjet introduced in the 1960s. Vickers only built 54 aircraft, and these served with airlines and the military – mainly in the UK but elsewhere too. Over its long service (it remained with the RAF until 2013), the military – and UK RAF in particular – became the main operator. This was due to both its performance in tough environments and its later capability to be converted for tanker use. This is a testament to its performance, design, and durability.
Developing the VC-10
Vickers-Armstrongs was manufacturing aircraft from 1927, initially with a strong military focus. After the Second World War, it started to build dedicated passenger aircraft, including the VC1, Vickers Viscount, and Vickers Vanguard. The VC-10 was the culmination of this – its largest and last passenger aircraft manufactured.
Vickers already has passenger aircraft success with the Viscount. Photo: Getty Images
Its popularity with the military started before it ever entered service. It was initially designed in 1951 in collaboration with the RAF, with the Vickers 1000 intended as a military transport aircraft. The RAF lost interest in 1955, though, and it was commercial use that finally saw the development of the VC-10.
The British airline BOAC wanted a jet that was better suited to its African, Middle Eastern, and Asian routes than the Comet or the Boeing 707. The VC-10 was designed to meet these tough hot, and high operating conditions. It featured powerful engines, which were fuselage-mounted engines. This made a good choice for rough or dusty runway conditions. Only the VC-10 and the Ilyushin Il-62 have such a design.
Initial airline use
There were two main variants of the VC-10. Vickers also developed the Super VC10. This used more powerful engines and extended the fuselage by just over eight meters (taking capacity up to around 210).
BOAC was the initial and by far the largest airline operator of the VC-10. It launched service in April 1964 and went on to operate over 30 aircraft (with more Super VC-10s than standard VC-10s).
BOAC was by far the largest airline operator of the VC-10. Photo: Getty Images
In the UK, British United Airways also ordered the VC-10, with three aircraft in its fleet. It was also popular with African airlines, with Air Ceylon, Air Malawi, East African Airways, Ghana Airways, Middle East Airlines, Nigeria Airways, and Gulf Air all operating the type.
Most airlines retired the type relatively early. Despite its strong performance, the operational cost was high with four powerful engines. High ground noise was also a problem. British Airways, which took on BOACs aircraft, started retiring them during the oil crisis of the early 1970s. The Super VC-10s lasted longer, with the last aircraft moving to the RAF in 1981.
The VC-10 was a great aircraft, but fuel-hungry and noisy Photo: Getty Images
Popular with the military from the start
Although the RAF had lost interest during the development of the VC-10, this soon returned. The RAF, and several other air forces, realized the benefits of the VC-10. Its solid performance in hot and dry environments and powerful engines was perfect for military operations. Perhaps even more so than with commercial airlines, where the higher operating costs soon became an issue.
It also focused on short-field performance, giving more flexibility that suited the military well. It used a high T-tail design which increased performance from short runways and had wide flaps and full-span leading-edge wing slats.
The UK RAF took its first aircraft just two years after the VC-10 entered service, in December 1966. It ended up taking 13 aircraft over the next two years. They served with 10 Squadron on various transportation and freight roles, including regular flights to the Far East. They also started operating VIP flights for the government and Royal Family (a role served by their replacement Airbus A330s today).
A few other governments or air forces saw the same advantages and took early delivery of the type as a transport option.
One of RAFs first VC10 aircraft in 1977. Photo: RuthAS via Wikimedia
Conversions brought further military use
After retirement from most airline use, the VC-10 rose again in military service. Key to this was a successful project to convert the type for aerial refueling purposes. This was not the original purpose of the VC-10 but became appealing after its successful initial military use and increasing availability on the used aircraft market.
The RAF contracted British Aerospace to initially convert five former BOAC and four former East African Airways VC-10s and Super VC-10s into aerial refueling tankers in 1977. This took place at the Filton site. The conversion was successful, with additional fuel tanks and pods under the wings. It was a challenge, however, with floor strengthening needed and large sections of the fuselage removed for access on non-cargo models.
The VC-10 went on to have a long second service as a tanker. Photo: Getty Images
Through the 1980s, further aircraft were converted. Some of these underwent a similar full conversion, while others did not have additional internal tanks added. The VC-10s supported various operations during the 1980s, 1990s, and 2000s – including the Falklands War and conflicts in the Middle East. The VC-10s and Super VC-10s in standard and tanker roles lasted well into the 2000s. Retirements picked up in the early 2000s, but in 2010, the RAF was still operating 14 aircraft. The last five aircraft were retired in 2013.
The VC-10 is an important aircraft in British manufacturing history, with distinguished airline and military service. Did you ever fly on a BOAC VC-10 or with any of the other operators? We would love to hear your flight experiences, or thoughts about the type, in the comments.
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