View source for Vickers VC10

{{Short description|British narrow-body airliner}}
{{Redirect|VC10}}
{{Distinguish|McDonnell Douglas DC-10}}
{{EngvarB|date=August 2014}}
{{Use dmy dates|date=August 2014}}
{{Infobox aircraft
  |name = Vickers VC10
  |image = File:RAF Vickers VC10 K3 over the North Sea Lofting.jpg
  |caption = A [[Royal Air Force]] VC10 K.3 tanker over the North Sea in 2000.
  |type = [[Narrow-body aircraft|Narrow-body]] [[jet airliner]] and [[aerial refueling]] tanker
  |manufacturer = [[Vickers-Armstrongs]]
  |national_origin = United Kingdom
  |designer =  
  |first_flight = 29 June 1962
  |introduction = [[BOAC]], 29 April 1964
  |retired = [[Royal Air Force]], 20 September 2013
  |status = Retired
  |primary_user = [[BOAC]]
  |more_users = [[East African Airways]]<br />[[Ghana Airways]]<br />[[Royal Air Force]]
  |produced = 1962–1970
  |number_built = 54
  |variants =
}}

The ''' Vickers VC10''' is a retired mid-sized, [[narrow-body]] long-range British [[jet airliner]] designed and built by [[Vickers-Armstrongs|Vickers-Armstrongs (Aircraft) Ltd]] and first flown at [[Brooklands]], Surrey, in 1962. The VC10 is often compared to the larger Soviet [[Ilyushin Il-62]], the two types being the only airliners to use a rear-engined quad layout, while the smaller [[Lockheed JetStar]] [[business jet]] also has this engine arrangement. 

The VC10 was designed to operate on long-distance routes from the shorter runways of the era and commanded excellent [[hot and high]] performance for operations from African airports. The performance of the VC10 was such that it achieved the fastest crossing of the Atlantic by a subsonic jet airliner of 5 hours and 1 minute, a record that was held for 41 years, until February 2020 when a British Airways [[Boeing 747]] broke the record at 4 hours 56 minutes due to [[Storm Ciara]].<ref>{{cite web|url=http://www.vc10.net/Memories/testing_earlydays.html#AtlanticDash|title=Testing and early days|url-status=live|archive-url=https://web.archive.org/web/20150914022939/http://www.vc10.net/Memories/testing_earlydays.html#AtlanticDash|archive-date=14 September 2015|df=dmy-all}}</ref><ref>{{cite web|url=http://www.forces.net/news/tri-service/vc10-rafs-record-breaking-airliner|title=VC10: The RAF's Record Breaking 'Airliner'|website=forces.net|date=25 July 2016 |access-date=4 May 2018|url-status=live|archive-url=https://web.archive.org/web/20180123164157/https://www.forces.net/news/tri-service/vc10-rafs-record-breaking-airliner|archive-date=23 January 2018|df=dmy-all}}</ref><ref>{{cite news |title=Storm helps plane beat transatlantic flight record |url=https://www.bbc.co.uk/news/uk-england-london-51433720 |access-date=9 February 2020 |work=BBC News |date=9 February 2020}}</ref> Only the [[supersonic]] [[Concorde]] was faster at 2 hours, 52 minutes, 59 seconds. Although only a relatively small number of VC10s were built, they provided long service with [[BOAC]] and other airlines from the 1960s to 1981.

The VC10 was also used from 1965 as strategic air transports for the [[Royal Air Force]], and ex-passenger models and others were used as [[aerial refuelling]] aircraft. The 50th anniversary of the first flight of the prototype VC10, G-ARTA, was celebrated with a "VC10 Retrospective" Symposium and the official opening of a VC10 exhibition at [[Brooklands Museum]] on 29 June 2012. The type was retired from RAF service on 20 September 2013.<ref name=BBC24165590/> It has been succeeded in the aerial refuelling role by the [[Airbus A330 MRTT|Airbus Voyager]]. VC10 K.3 ZA147 performed the final flight of the type on 25 September 2013.

==Design and development==

===Background===
[[File:British Airways VC-10.jpg|A [[British Airways]] Vickers VC10 still in partial [[BOAC]] livery|thumb]]
Although privately owned, Britain's aviation industry had been government-managed in practice, particularly during the [[Second World War]]. Design and manufacture of transport aircraft had been abandoned to concentrate on production of combat aircraft with Britain's transport aircraft needs being met by the provision of US aircraft through [[Lend-Lease]]. In 1943, the [[Brabazon Committee]] introduced [[command economy]]-style principles into the industry, specifying a number of different types of airliners that would be required for the post-war years, though it assumed that US dominance in transport aircraft would translate into leadership in long-range airliners and conceded in principle that the industry might have to cede the long-range market to US makers.

During the 1950s, the government required the aviation industry to [[mergers and acquisitions|consolidate]]: in consequence only two engine makers were left by 1959: [[Rolls-Royce Limited|Rolls-Royce]] and [[Bristol Siddeley]]. In 1960, the [[British Aircraft Corporation]] (BAC) encompassed [[Vickers]], [[Bristol Aeroplane Company|Bristol]] and [[English Electric]]'s aviation interests, whilst [[Hawker Siddeley]] built on [[de Havilland]]'s heavy aircraft experience and [[Westland Aircraft|Westland]] consolidated helicopter manufacture.<ref>Hayward 1983, pp. 41–44.</ref> The British government also controlled route-licensing for private airlines and also oversaw the newly established publicly owned [[British Overseas Airways Corporation]] (BOAC) long-range and [[British European Airways]] (BEA) short and medium-range airlines.

In 1951, the [[Ministry of Supply]] asked Vickers-Armstrongs to consider a military troop/freight development of the [[Vickers Valiant|Valiant]] [[V bomber]] with trans-[[Atlantic Ocean|Atlantic]] range as a successor to the [[de Havilland Comet]].<ref name="Henderson5">Henderson 1998, p. 5.</ref> The concept interested BOAC, who entered into discussion with Vickers and the RAF.<ref name="Henderson5" /> In October 1952, Vickers were contracted to build a prototype which they designated the ''Type 1000'' ([[Vickers V-1000]]), followed in June 1954 by a production order for six aircraft for the RAF.<ref name="Henderson5" /> The planned civil airliner was known as the ''VC7'' (the seventh Vickers civil design).<ref name="Henderson6">Henderson 1998, p. 6.</ref><ref>Hayward 1983, pp. 22–24, 27.</ref> Development was prolonged by the need to meet the RAF's requirements for short take-off and a self-loading capability.<ref name="Henderson6" /> Work started on the prototype but by 1955 the aircraft's increased weight required a more powerful engine, causing BOAC to question the engine development cycle. In 1955, the government cancelled the RAF order in a round of defence cuts.<ref name="Henderson6" /> Vickers and the Ministry of Supply hoped that BOAC would still be interested in the VC7 but they were reluctant to support the production of another British aircraft following delays in the [[Bristol Britannia|Britannia]] programme and the crashes involving the [[de Havilland Comet]].<ref name="Henderson6" />

===Concept===
{{Stack|[[File:Vickers VC10 from the rear arp.jpg|thumb|VC10 from the rear, showing the position of its four engines]]
[[File:Vc10.tail.arp.jpg|thumb|The [[T-tail]] of a VC10]]}}
Though BOAC had ordered modified Comet 4s, it viewed the type as an intermediate rather than a long term type. In 1956, BOAC ordered 15 [[Boeing 707]]s. These were oversized and underpowered for BOAC's medium-range Empire (MRE) African and Asian routes, which involved destinations with "[[hot and high]]" airports that reduced aircraft performance, notably between [[Karachi]] and Singapore, and could not lift a full load from high-altitude airports like [[Kano, Nigeria|Kano]] or [[Nairobi]]. Several companies proposed a suitable replacement. [[De Havilland]] offered the [[de Havilland DH.118|DH.118]], a development of the Comet 5 project while [[Handley Page]] proposed the [[Victor B(SR).2|HP.97]], based on their V bomber, the [[Handley Page Victor|Victor]]. After carefully considering the routes, Vickers offered the VC10.<ref name="Harrison 494">Harrison 1965, p. 494.</ref> Crucially, Vickers was the only firm willing to launch its design as a private venture, instead of relying on government financing.<ref>Hayward 1983, pp. 24–25.</ref>

The VC10 was a new design but used some production ideas and techniques, as well as the [[Conway engines]], developed for the [[Vickers V-1000|V.1000]] and VC7. It had a generous wing equipped with wide [[Chord (aircraft)|chord]] [[Fowler flap]]s and full span [[leading edge slats]] for good take-off and climb performance; its rear engines gave an efficient clean wing and reduced cabin noise.<ref>Walker and Henderson 1998, pp. 18–18, 40, 49.</ref> The engines were also further from the runway surface than an underwing design, an important factor in operations from rough runways such as those common in Africa; wide, low-pressure tyres were also adopted with this same concern in mind.<ref>Harrison 1965, pp. 495–498.</ref> The VC10 was capable of landing and taking off at lower speeds than the rival 707 and its engines could produce considerably more thrust, providing good 'hot and high' performance, and was considered to be a safer aircraft.<ref>Walker and Henderson 1998, pp. 9–45.</ref>

The onboard avionics and flight-deck technology were extremely advanced, a quadruplicated automatic flight control system (a "super autopilot") was intended to enable fully automatic zero-visibility landings (though the autoland system did not work smoothly and finally was removed from the Super VC10s.).<ref>Walker and Henderson 1998, pp. 18, 26–27.</ref><ref>{{cite web|url=http://www.vc10.net/Technical/Autoland.html|title=Autoland on the VC10|website=www.vc10.net}}</ref> Capacity was up to 135 passengers in a two-class configuration. Vickers designer Sir [[George Edwards (aviation)|George Edwards]] is said to have stated that this plane was the sole viable option unless he were to reinvent the 707 and, despite misgivings on operating cost, BOAC ordered 25 aircraft. Vickers calculated that it would need to sell 80 VC10s at about £1.75 million each to break even so, apart from BOAC's 25, another 55 remained to be sold. Vickers offered a smaller version, the VC11, to [[British European Airways|BEA]] for routes like those to [[Athens]] and [[Beirut]] but this was rejected in favour of the [[Hawker Siddeley Trident]].

The aircraft featured Powered Flight Control Units an early type of [[electro-hydraulic actuator]]; these were produced by [[Boulton Paul]].<ref>{{cite web | url=https://www.vc10.net/Technical/hydraulics.html | title=Hydraulics }}</ref><ref>{{cite web | url=https://discovery.nationalarchives.gov.uk/details/r/C1201736 | title=Vickers Armstrong (Aircraft) LTD: VC 10; powered flight control units by Boulton Paul }}</ref>

===Production and order problems===
Vickers revamped its production plans to try to achieve break-even point with 35 sales at £1.5 million each, re-using jigs from the [[Vickers Vanguard]]. On 14 January 1958, BOAC increased its order to 35, with options for a further 20 aircraft, the largest civil order ever placed in Britain at that time;<ref name="Andrews Vickers p468">Andrews and Morgan 1988, p. 468.</ref><ref>Goldring, Mary. [https://books.google.com/books?id=T7QpXGn-QekC&pg=PA11 "Forced Change in the Aircraft Industry."] {{webarchive|url=https://web.archive.org/web/20161024032953/https://books.google.co.uk/books?id=T7QpXGn-QekC&pg=PA11&hl=en&sa=X&ei=SUkcU_iDGtKjhgeK04DwBA&ved=0CFcQ6AEwCD |date=24 October 2016 }} New Scientist, 3(61), 16 January 1958. pp. 10–12.</ref> these were to have smaller 109-seat interiors and more first-class seating. As the BOAC order alone reached the break-even point, the reuse of Vanguard jigs was abandoned and new production jigs made. To offer greater economy, Vickers began work on the ''Super 200'' development of the VC10 with more powerful [[Rolls-Royce Conway|Conway]] engines and a {{cvt|28|ft}} longer fuselage offering up to 212 seats, 23 more than the Boeing 707-320 series.<ref name="Harrison 495">Harrison 1965, p. 495.</ref><ref name = "cole 29">Cole 2000, p. 29.</ref>

By January 1960, Vickers was experiencing financial difficulties and was concerned that it would not be able to deliver the 35 VC10s without making a loss.<ref>Hayward 1983, pp. 38–39.</ref> It offered to sell ten Super 200s to BOAC at £2.7 million each only to find that BOAC was unconvinced it had a role for the already ordered 35 VC10s and doubted the airline's ability to fill all 200 seats.<ref name = "cole 29"/> The whole project looked to be facing cancellation prior to government intervention, supporting Vickers with an order for Super 200s being placed on 23 June 1960.<ref>Hayward 1983, pp. 46–48.</ref> The Super 200 extension was cut down to {{cvt|13|ft}} for the finalised ''Super VC10'' (Type 1150), the original design retrospectively becoming the ''Standard VC10'' (Type 1100).<ref name="Harrison 495-496"/>

In accordance with its contracts with Vickers, in May 1961, BOAC amended its order to 15 Standard and 35 Super VC10s, eight of the Supers having a new [[Combi aircraft|combi]] configuration with a large cargo door and stronger floor; in December the order was reduced again to 12 Standards. By the time deliveries were ready to begin in 1964, airline growth had slowed and BOAC wanted to cut its order to seven Supers. In May, the government intervened, placing an order for VC10s as military transports to absorb over-production. This lengthy, well-publicised trouble eroded market confidence in the type.<ref name="Harrison 495-496">Harrison 1965, pp. 495–496.</ref><ref>"Jet – When Britain Ruled The Skies: Episode 2". ''British Broadcasting Corporation''. 2012.</ref> BOAC chairman [[Gerard d'Erlanger]] and managing director [[Basil Smallpeice|Sir Basil Smallpeice]] resigned, defending the opinion that the airline was a profit-making company, not a sponsor of indigenous aircraft. BOAC's incoming chairman Sir [[Giles Guthrie]] was also anti-VC10; he proposed that the Vickers programme be shelved in favour of more 707s.

===Development and production===
[[File:BOAC-Cunard Vickers VC10 G-ASGC Duxford 2006 (03).jpg|thumb|upright|VC10 Type 1151 Flight Deck]]

The prototype Standard, G-ARTA, rolled out of the [[Brooklands|Weybridge]] factory on 15 April 1962. On 29 June, after two months of ground, engine and taxi tests, it was first flown by Vickers' Chief Test Pilot G.R. 'Jock' Bryce, Co-Pilot [[Brian Trubshaw]] and Flight Engineer Bill Cairns from Brooklands to Wisley for further testing.<ref name="Green">Green 1964, p. 228.</ref> By the end of the year, two more aircraft had been flown. Flight tests revealed a serious drag problem, which was addressed via the adoption of [[Dietrich Küchemann|Küchemann]] wingtips and "beaver tail" engine [[nacelle]] fairings, as well as a redesigned basal rudder segment for greater control effectiveness; these aerodynamic refinements considerably elongated the testing process.<ref>Cole 2000, pp. 69, 74.</ref> The certification programme included visits to [[Nairobi]], [[Khartoum]], Rome, [[Kano (city)|Kano]], [[Aden]], [[Harare|Salisbury]] and [[Beirut]]. A VC10 flew across the Atlantic to [[Montreal]] on 8 February 1964.

By this point, 7 of the original 12 Standards were complete and the production line was preparing for the Supers. A [[Certificate of Airworthiness]] was awarded on 23 April 1964 and the plane was introduced to regular passenger service between London and [[Lagos]] on 29 April.<ref name="Andrew Vickers p473">Andrews and Morgan 1988, p. 473.</ref><ref name = "cole 74">Cole 2000, p. 74.</ref> By the end of 1964, all production requirements had been fulfilled; Vickers (now part of [[British Aircraft Corporation|BAC]]) retained the prototype. The first Super VC10 was first flown from Brooklands on 7 May 1964. Although the Super was ostensibly a minor development of the Standard with an extra fuel-tank in the fin, testing was prolonged by the need to move each engine pair 11&nbsp;in (27&nbsp;cm) outboard as well as up and giving them a 3-degree twist.<ref name="Harrison 497">Harrison 1965, p. 497.</ref> This redesign resolved tailplane [[buffeting]] and fatigue issues incurred by operating the [[thrust reverser]]s. The two inboard engines could have thrust reversers installed (such as on military VC10s), matching the 707. There was 3.0% more wing area with the leading edge extension reducing aspect ratio and wing root thickness/chord ratios, improving low speed lift and reduced high Mach drag.

Later VC10 developments included the testing of a large main-deck freight-door and fitting new wing leading edges featuring a part-drooped, four-per-cent chord extension over the inboard two-thirds and a drooped, extended-chord wing-tip that allowed more economical high-altitude flying. (This mimicked the 1961 aerodynamics of the similar-looking but significantly different [[Ilyushin Il-62|Il-62]].) Further developments proposed included freighter versions, one with front-loading like the [[C-124 Globemaster II]]. Efforts focused on getting a BOAC order for a 250-seat "VC10 Superb", a move away from the VC10's initial MRE role into the area targeted by the [[Douglas DC-8|DC-8 Super Sixties]]. The VC10 would have needed an entirely new double-deck fuselage, which raised emergency escape concerns, and the design failed to attract orders.

==Operational history==
{{more citations needed section|date=July 2012}}
[[File:BOAC VC-10 1101.jpg|thumb|A [[British Overseas Airways Corporation]] (BOAC) Type 1101 at [[London Heathrow Airport]] in 1972]]
[[File:Ghana Airways VC-10 9G-ABO LHR 1972-9-17.png|A Ghana Airways VC10 at Heathrow Airport in 1972|thumb]]
[[File:VC-10 Gulf Air Heathrow - 1977.jpg|thumb|A [[Gulf Air]] VC10 on final approach to [[Heathrow Airport]] in 1977, with a spare engine temporarily mounted in a pod under the wing]]
[[File:Vickers VC-10 5H-MOG EAA LHR 08.07.73 edited-2.jpg|thumb|East African Airways Super VC10 arriving at London Heathrow from Nairobi in July 1973]]
[[File:British Airways Super VC-10.jpg|thumb|A [[British Airways]] Super VC10 in 1975]]

===Commercial service and sales===

A total of 12 Type 1101 VC10s were purchased in 1964–65, followed by 17 Type 1151 Super VC10s in 1965–69. The VC10 became an immensely popular aircraft in the BOAC fleet with both passengers and crew, being particularly praised for its comfort and low cabin-noise level. BOAC (and later British Airways) obtained higher load factors with the VC10 than with the 707 or any other aircraft in its fleet.<ref name="Encyclopedia Civil p778">Donald 1999, p. 778.</ref><ref name="Harrison 498">Harrison 1965, p. 498.</ref> Operational experience soon resulted in the deletion of the inboard thrust-reversers due to continued tailplane buffeting despite the engine repositioning. One BOAC Super VC10 was lost during the [[Dawson's Field hijackings]] in 1970.

[[Ghana Airways]] ordered three VC10s in January 1961: two to be fitted with a cargo door, known as Type 1102. The first was delivered in November 1964 and the second in May 1965. The third was cancelled.<ref name = "cole 131">Cole 2000, p. 131.</ref> Ghana Airways leased one aircraft to Tayaran Assharq Alawsat ([[Middle East Airlines]]; MEA), destroyed at [[Beirut]] during an Israeli raid in December 1968. The other was retired from service in 1980. MEA also leased the prototype aircraft that Vickers had kept until 1965, leased from [[Freddie Laker]]'s charter airline.<ref name="Jackson Civil p233">Jackson 1988, p. 233.</ref>

[[British United Airways]] (BUA) ordered two combi versions (Type 1103) in 1964, receiving them in October that year.<ref name = "cole 129">Cole 2000, p. 129.</ref> When BOAC ceased VC10 operations to South America, BUA took them over, purchasing Ghana Airways' cancelled third aircraft in July 1965 (Type 1103). The prototype aircraft was purchased from Vickers/BAC by Freddie Laker and converted from Type 1101 to Type 1109 in 1968. It was initially leased to Middle East Airlines, but returned to Laker in 1969.<ref>Walker and Henderson 1998, pp. 76–79.</ref> This particular aircraft never flew in Laker livery as it was sold on to British United to join their existing fleet. The prototype was damaged beyond economical repair in a landing accident at Gatwick in 1972, and the others were sold in 1973–74. One saw further service with Air Malawi, being retired in 1979. Another was sold to the Sultan of Oman as VIP transport and has been preserved at [[Brooklands#Brooklands Museum|Brooklands]] since its retirement in 1987. One aircraft went to the Royal Aircraft Establishment for equipment tests and was retired in 1980.

[[Nigeria Airways]] had planned to buy two VC10s but cancelled the order for financial reasons. They leased a BOAC aircraft from 1969, but it was destroyed in a landing accident at Lagos in November that year.<ref name = "cole 134">Cole 2000, p. 134.</ref> The final VC10 was one of the five Type 1154 Super VC10s built for [[East African Airways]] between 1966 and 1970. Of these, one was destroyed in a takeoff accident at Addis Ababa in 1972, and the other four were retired in 1977 and returned to BAC, subsequently being purchased by the RAF. After the last aircraft was delivered in February 1970, the production line closed, 54 airframes having been built. The 707 and [[Douglas DC-8]], with their superior operating economics, encouraged many of the world's smaller airports to extend their runways, thus eliminating the VC10's main advantage.

Marketing overtures were made elsewhere, particularly in Mexico, [[Argentina]], [[Lebanon]], [[Thailand]], [[Czechoslovakia]], and [[Romania]], often fronted by British politicians.<ref>Walker and Henderson 1998, pp. 29–32.</ref> The final serious enquiry for VC10s came from the Chinese [[CAAC Airlines]] in 1971. It was confirmed in 1972 but by then the production equipment had been broken up.<ref>Walker and Henderson 1998, pp. 32–33.</ref> Czechoslovakia, Romania and China eventually purchased the Ilyushin [[Il-62]].

BOAC's successor [[British Airways]] (BA) began retiring their Super VC10s from trans-Atlantic flights in 1974, mainly due to the [[1973 oil crisis]], and using them to displace standard VC10s. Ten of the eleven surviving standard models were retired in 1974–75. Of these, five were leased to [[Gulf Air]] until 1977–78, then purchased by the RAF.<ref>Walker and Henderson 1998, p. 64.</ref> One was leased to the Government of Qatar for VIP transport until 1981 when it was purchased by the RAF as an instructional airframe. The Government of the United Arab Emirates used another for similar purposes until 1981; it is preserved at [[Flugausstellung Hermeskeil|Hermeskeil]], Germany. The other three were traded in to Boeing as partial payment on new aircraft, and were scrapped at [[Heathrow Airport|Heathrow]]. The last standard VC10 in BA service, G-ARVM, was retained as a stand-by for the Super VC10 fleet until 1979. It was preserved at RAF Cosford in the British Airways Museum collection; its condition deteriorated after BA withdrew funding, being reduced to a fuselage in 2006 before being moved to the [[Brooklands#Brooklands Museum|Brooklands Museum]].

Retirement of BA's Super VC10 fleet began in April 1980 and was completed the following year. After failing to sell them to other operators, British Airways sold 14 of the 15 survivors to the RAF in May 1981 (the other went for preservation at [[Duxford Aerodrome]]). The VC10 served its intended market for only a decade and a half. Written down and amortised by the 1970s, it could have continued in airline service much longer despite its high fuel consumption, but high ground-noise levels sealed its fate. [[Hush kit|Hush-kitting]] the Conways was considered in the late 1970s, but rejected on grounds of cost.

===Military service===

====1960s and 1970s====
In 1960, the RAF issued Specification 239 for a strategic transport, which resulted in an order being placed by the [[Air Ministry]] with Vickers in September 1961 for five VC10s. The order was increased by an additional six in August 1962, with a further three aircraft cancelled by BOAC added in July 1964.<ref name="Andrews Vickers p474">Andrews and Morgan 1988, p. 474.</ref> The military version (Type 1106) was a combination of the Standard combi airframe with the more powerful engines and fin fuel tank of the Super VC10.<ref name="Andrews Vickers p475">Andrews and Morgan 1988, p. 475.</ref> It also had a detachable [[in-flight refuelling]] nose probe and an [[auxiliary power unit]] in the tailcone. Another difference from the civil specification was that all the passenger seats faced backwards for safety reasons.<ref name="vc10.net">{{cite web|url=http://www.vc10.net/History/RAFVC10s.html|title=VC10s in RAF service|publisher=vc10.net|access-date=3 June 2011|url-status=live|archive-url=https://web.archive.org/web/20110724122222/http://www.vc10.net/History/RAFVC10s.html|archive-date=24 July 2011|df=dmy-all}}</ref>

[[File:Vickers VC-10 C.1 XV106 FINN 30.07.77 edited-3.jpg|thumb|VC10 C.1 of [[No. 10 Squadron RAF]] at the Queen's Silver Jubilee display at [[RAF Finningley]] in 1977]]
The first RAF aircraft, [[British military aircraft designation systems|designated]] ''VC10 C Mk.1'', often abbreviated to ''VC10 C.1'', was delivered for testing on 26 November 1965;<ref name="Observer's">Green 1968, p. 26.</ref> deliveries to [[No. 10 Squadron RAF|No. 10 Squadron]] began in December 1966 and ended in August 1968. The VC10s were named after [[Victoria Cross]] (VC) medal holders, the names were displayed above the forward passenger door. During the 1960s, the VC10s of No. 10 Squadron operated two regular routes, one to the Far East to Singapore and Hong Kong, and the other to New York.<ref>Barfield and Wynn 1970, pp. 158–159.</ref> By 1970, roughly 10,000 passengers and 730,000&nbsp;lb of freight were being carried monthly by the VC10 fleet.<ref name = "BW 163">Barfield and Wynn 1970, p. 163.</ref>

In addition to the strategic transport role, the VC10 routinely served in the aeromedical evacuation and VIP roles. In its VIP role, the aircraft was commonly used by members of the British Royal Family, such as during [[Elizabeth II]]'s bicentennial tour of America, and by several British Prime Ministers; [[Margaret Thatcher]] reportedly insisted on flying by VC10.<ref name = "BW 159"/><ref name="malta"/> The aircraft proved capable of being flown non-stop by two flight crews, enabling several round-the-world flights, one such VC10 circumnavigated the globe in less than 48 hours.<ref name = "BW 159">Barfield and Wynn 1970, p. 159.</ref>

One aircraft (XR809) was leased to Rolls-Royce for flight testing of the [[RB211]] turbofan between 1969 and 1975.<ref name = "BW 163"/><ref name="testbed rr">Norris, Guy. [http://www.aviationweek.com/Blogs.aspx?plckBlogId=Blog%3a7a78f54e-b3dd-4fa6-ae6e-dff2ffd7bdbb&plckPostId=Blog%3a7a78f54e-b3dd-4fa6-ae6e-dff2ffd7bdbbPost%3a400aeb2d-68f5-48fb-90b6-fb586bf153aa "Weird and Wonderful – Flying Testbeds."] {{webarchive|url=https://web.archive.org/web/20140319221823/http://www.aviationweek.com/Blogs.aspx?plckBlogId=Blog%3a7a78f54e-b3dd-4fa6-ae6e-dff2ffd7bdbb&plckPostId=Blog%3a7a78f54e-b3dd-4fa6-ae6e-dff2ffd7bdbbPost%3a400aeb2d-68f5-48fb-90b6-fb586bf153aa |date=19 March 2014 }} ''Aviation Week'', 21 May 2010.</ref> On return to the RAF, it was discovered that the airframe was distorted, possibly due to the power difference between the RB211 on one side and the Conways on the other. It was considered uneconomical to repair and was partially scrapped, part of the airframe being retained for load training.<ref>Darling, K ''RAF Strike Command 1968 -2007: Aircraft, Men and Action'' p77</ref>

In 1977, studies began into converting redundant commercial VC10s into aerial refuelling tankers;<ref name="AI 1980 p160">''Air International'' October 1980, p. 160.</ref> the RAF subsequently issued a contract to [[British Aerospace]] to convert five former BOAC VC10s and four former East African Airways Super VC10s,<ref name="AI 1980 p159">''Air International'' October 1980, p. 159.</ref> designated ''VC10 K.2'' and ''VC10 K.3'' respectively. During conversion, extra fuel tanks were installed in the former passenger cabin; these increased the theoretical maximum fuel load to {{cvt|85|LT}} (K.2) and {{cvt|90|LT}} (K.3), the Super VC10's fin fuel tank making the difference. In practice, the fuel load was capped by the maximum take-off weight before the tanks were full. Both variants featured a pair of wing-mounted refuelling pods and a single centreline refuelling point, known as a Hose Drum Unit (HDU), installed in the rear freight bay; nose-mounted refuelling probes were also fitted.

Conversion of K.2, K.3 and K.4 tankers took place at [[British Aerospace]]'s [[Filton]] site. The K.3s had a forward freight door, facilitating the insertion of five upper fuselage tanks in the main fuselage; the K.2s lacked forward freight doors, thus a section of the upper fuselage was dismantled to insert the five upper tanks. In the K.2 and K.3 conversions, extensive floor reinforcement was installed to support the additional weight imposed by the five fuel tanks.

====1980s and 1990s====
In 1981, 14 former BA Super VC10s were purchased and stored for spare parts. In the early 1990s, to help the VC10 fleet replace the recently retired [[Handley Page Victor]] tankers, five of the stored aircraft were converted to ''VC10 K.4'' tankers.<ref>Barrie 1993, pp. 25–26.</ref> Shortly after entering service, extensive wing tank [[corrosion]] was discovered on the lower wing surfaces; this was attributed mainly to the storage method used prior to conversion, the wing tanks had been defuelled and filled with water as ballast. Extensive wing tank corrosion rectification work, including tank replacement, often took place during major services. The K.4 conversions, as with the K.2, lacked forward freight doors, thus it was decided that there would be no internal refuelling tanks fitted. The K.4 had identical refuelling equipment to the K.2 and K.3, but lacked the extra fuselage fuel tanks and retained the same fuel capacity as a Super VC10.

During the 1980s and early 1990s, the 13 surviving C.1s were equipped with wing-mounted refuelling pods (HDUs) and re-designated as ''VC10 C.1K'' two-point tanker/transports. No extra tanks were fitted, the fuel load remaining at 80&nbsp;tons (70&nbsp;tonnes). The conversions were undertaken by FR Aviation Limited based at [[Hurn Airport]], near Bournemouth.<ref>[http://www.flightglobal.com/pdfarchive/view/1990/1990%20-%200278.html?search=VC10 "BAe and FR win RAF tanker deal."] {{webarchive|url=https://web.archive.org/web/20160305204245/https://www.flightglobal.com/pdfarchive/view/1990/1990%20-%200278.html?search=VC10 |date=5 March 2016 }} ''Flight International'', 13 February 1990. p.18</ref> The in-flight refuelling probe was an original feature on the aircraft, but had been removed during the 1970s and 1980s due to lack of use; the probes were refitted prior to the conversion. Replacing the Conway engines with [[IAE V2500]] was studied but was not found to be cost-effective.<ref name = "barrie 26">Barrie 1993, p. 26.</ref>

In 1982, VC10 C.1s formed a part of the airbridge between RAF Brize Norton and [[Wideawake Airfield]] on [[Ascension Island]] during [[Operation Corporate]], the campaign to retake the Falkland Islands.<ref name="airinternational"/> VC10s were also used in a more unconventional sense – the [[Avro Vulcan]] bombers that participated in [[Operation Black Buck]] had been rapidly retro-fitted with the [[Delco Carousel|Dual Delco Carousel]] navigation system of the Super VC10s, enabling effective open-ocean navigation.<ref>Rowland White – Vulcan 607</ref> A pair of VC10s were also painted with Red Cross markings and used for casualty evacuation from neutral Uruguay during the conflict.<ref name="malta">[http://www.timesofmalta.com/articles/view/20130918/world/raf-to-retire-vc10s-after-50-years.486622 "RAF to retire VC10s after 50 years."] {{webarchive|url=https://web.archive.org/web/20140318224702/http://www.timesofmalta.com/articles/view/20130918/world/raf-to-retire-vc10s-after-50-years.486622 |date=18 March 2014 }} ''Times of Malta'', 18 September 2013.</ref>

In 1991, 9 K.2s and K.3s were deployed to bases in [[Bahrain]], [[Saudi Arabia]] and [[Oman]] as part of [[Operation Granby]], the UK's contribution to the [[Gulf War|First Gulf War]]. A total of 5,000 flight hours across 381 sorties were flown in the theatre, flying both aerial refuelling and logistical missions in support of coalition forces in combat with the occupying Iraqi forces in Kuwait.<ref name="malta"/><ref name="airinternational"/> VC10s remained stationed in the region throughout the 1990s, supporting allied aircraft enforcing no-fly zones over parts of Iraq, and during the [[Bombing of Iraq (1998)|1998 Airstrikes on Iraq]].<ref name="no 101">[http://www.raf.mod.uk/rafbrizenorton/organisation/101squadron.cfm "No. 101 Squadron."] {{webarchive|url=https://web.archive.org/web/20150513003957/http://www.raf.mod.uk/rafbrizenorton/organisation/101squadron.cfm |date=13 May 2015 }} ''Royal Air Force'', Retrieved: 22 March 2013.</ref><ref name = "barrie 25">Barrie 1993, p. 25.</ref>

During the [[1999 NATO bombing of Yugoslavia]], VC10 tankers were stationed at bases in Southern Italy to refuel NATO aircraft in the theatre, as part of ''Operation Allied Force''.<ref name = "no 101"/> The VC10s allowed [[Panavia Tornado|Tornado]] GR.1 fighter-bombers stationed at [[RAF Bruggen]] to conduct long-range strike missions against targets inside [[Serbia]].<ref name="airinternational"/>

====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|thumb|Flight Deck of a 101 Sqn VC10, 2005]]

In 2001, Oman-based VC10s were used in some of the first missions of the [[War in Afghanistan (2001–present)|war in Afghanistan]], refuelling US carrier-based aircraft carrying out strikes on Afghan targets. The VC10s provided air transport missions in support of British and allied forces stationed in Afghanistan fighting against the [[Taliban]], codenamed [[Operation Veritas]]. VC10s remained on long term deployment to the Middle East for twelve years, ending just before the type's retirement.<ref name = "no 101"/>

During the [[2003 invasion of Iraq]] by an American-led coalition, a total of nine VC10s were deployed to the theatre under [[Operation Telic]].<ref name="airinternational"/> In the aftermath of the invasion, multiple VC10s were commonly stationed in Iraq; in addition to logistics operations, more than a thousand casualties of the conflict were evacuated to [[Cyprus]] by VC10s.<ref name = "no 101"/> In June 2009, the remaining VC10s were withdrawn from Iraq, along with most other British military assets.<ref>[http://www.oxfordmail.co.uk/news/4418574.Flypast_marks_RAF_tankers__farewell_to_Iraq "Flypast marks RAF tankers' farewell to Iraq."] {{webarchive|url=https://web.archive.org/web/20140318031548/http://www.oxfordmail.co.uk/news/4418574.Flypast_marks_RAF_tankers__farewell_to_Iraq/ |date=18 March 2014 }} ''Oxford Mail'', 3 June 2009.</ref>

Between 2000 and 2003, the remaining K.2s were retired and scrapped. The surviving K.3s served as tanker/transports with [[No. 101 Squadron RAF|No. 101]] Squadron at Brize Norton, [[Oxfordshire]] and the single remaining K.4 supported [[No. 1312 Flight RAF|No. 1312 Flight]] at [[RAF Mount Pleasant]] in the [[Falkland Islands]].<ref name=Kingsley-Jones>{{cite web | url=http://www.flightglobal.com/news/articles/farnborough-raf-squadron-commander-details-vc10-retirement-plans-373990/ | title=FARNBOROUGH: RAF squadron commander details VC10 retirement plans | first=Max | last=Kingsley-Jones | publisher=Flight Daily News | date=10 July 2012 | url-status=live | archive-url=https://web.archive.org/web/20120713043901/http://www.flightglobal.com/news/articles/farnborough-raf-squadron-commander-details-vc10-retirement-plans-373990/ | archive-date=13 July 2012 | df=dmy-all }}</ref> In January 2010, VC10 passenger operations were temporarily suspended while an airworthiness review was carried out.<ref>Hoyle, Craig. [http://www.flightglobal.com/news/articles/royal-air-force-suspends-passenger-operations-with-vc10-337318/ "Royal Air Force suspends passenger operations with VC10 fleet."] {{webarchive|url=https://web.archive.org/web/20120610174750/http://www.flightglobal.com/news/articles/royal-air-force-suspends-passenger-operations-with-vc10-337318/ |date=10 June 2012 }} ''Flight International'', 19 January 2010.</ref>
[[File:Vickers VC-10 in aerial refuelling exercise 30.jpg|thumb|View from a Vickers VC10 during an aerial refuelling exercise]]
Following the [[2006 North Korean nuclear test]], a pair of VC10s were dispatched to [[Okinawa Prefecture|Okinawa]], Japan to undertake nuclear debris tests; this unusual task was performed using specialised sampling pods which replace the refuelling pods equipped as standard.<ref name="airinternational">'Aircraft of the RAF Part 2: Vickers VC10' ''Air International'' May 2008 pp. 56–60.</ref> During [[Operation Ellamy]], Britain's contribution to the [[2011 military intervention in Libya]], a small number of VC10s were dispatched to bases in the Mediterranean and were used to refuel NATO strike aircraft being used in the theatre.<ref name=odyssey_dawn>{{cite web |title= RAF tanker aircraft keep missions flying over Libya |url= https://www.gov.uk/government/news/raf-tanker-aircraft-keep-missions-flying-over-libya |publisher= [[Ministry of Defence (United Kingdom)]] |date= 18 July 2011 |url-status= live |archive-url= https://web.archive.org/web/20140317224312/https://www.gov.uk/government/news/raf-tanker-aircraft-keep-missions-flying-over-libya |archive-date= 17 March 2014 |df= dmy-all }}</ref>

The VC10 and [[Lockheed TriStar (RAF)|Lockheed TriStar]] tanker/transports were replaced in RAF service by the [[Airbus A330 MRTT]] Voyager under the [[Future Strategic Tanker Aircraft]] Project.<ref name = "barrie 27">Barrie 1993, p. 27.</ref><ref name=Osborne20130729>{{cite web | url=http://www.aviationweek.com/Blogs.aspx?plckBlogId=Blog:27ec4a53-dcc8-42d0-bd3a-01329aef79a7&plckPostId=Blog:27ec4a53-dcc8-42d0-bd3a-01329aef79a7Post:c8154877-26a7-481d-9e59-c69aff0cb745 | title=And Then There Were Three... | first=Tony | last=Osborne | date=29 July 2013 | publisher=Aviation Week | url-status=live | archive-url=https://web.archive.org/web/20130921054414/http://www.aviationweek.com/Blogs.aspx?plckBlogId=Blog:27ec4a53-dcc8-42d0-bd3a-01329aef79a7&plckPostId=Blog:27ec4a53-dcc8-42d0-bd3a-01329aef79a7Post:c8154877-26a7-481d-9e59-c69aff0cb745 | archive-date=21 September 2013 | df=dmy-all }}</ref> The type's final flights in RAF service took place on 20 September 2013, the final refuelling sortie was followed by a tour of the UK.<ref name=BBC24165590>{{cite web|title=Vickers VC10 jetliners fly last mission from RAF Brize Norton|url=https://www.bbc.co.uk/news/uk-england-oxfordshire-24165590|work=BBC News|date=20 September 2013|url-status=live|archive-url=https://web.archive.org/web/20130921081504/http://www.bbc.co.uk/news/uk-england-oxfordshire-24165590|archive-date=21 September 2013|df=dmy-all}}</ref><ref name=RAF20130919>{{cite web | url=http://www.raf.mod.uk/rafbrizenorton/newsweather/index.cfm?storyid=220D244C-5056-A318-A886E23E7E6AF909 | title=VC10 – The Final Chapter | publisher=Royal Air Force | date=19 September 2013 | access-date=19 September 2013 | url-status=live | archive-url=https://web.archive.org/web/20130921054302/http://www.raf.mod.uk/rafbrizenorton/newsweather/index.cfm?storyid=220D244C-5056-A318-A886E23E7E6AF909 | archive-date=21 September 2013 | df=dmy-all }}</ref> On 24 September, ZA150 made its last flight to [[Dunsfold Aerodrome]] for preservation at the Brooklands Museum, while ZA147 arrived at Bruntingthorpe on 25 September.

====Servicing and support====
All servicing of the RAF fleet of VC10s was undertaken at RAF Brize Norton in a purpose-built hangar. Known as "Base Hangar", when built in 1969 it was the largest cantilever-roofed structure in Europe; a quarter of a mile in length with no internal supports. Up to six VC10s could be positioned inside with adequate room remaining for working space around each aircraft.<ref>[http://www.british-history.ac.uk/report.aspx?compid=117029#n170 "Brize Norton: Introduction: A History of the County of Oxford: Volume 15."] {{webarchive|url=https://web.archive.org/web/20140424040940/http://british-history.ac.uk/report.aspx?compid=117029 |date=24 April 2014 }} ''British History Online''. 2006, pp. 205–218.</ref> During the late 1980s, plans to move major servicing to [[RAF Abingdon]] near to [[RAF Brize Norton]] were considered. Abingdon was closed and a new facility was built at [[RAF St Athan]], in South Wales – "1 Air Maintenance Sqn" (1 AMS); the first aircraft to undergo major servicing at the facility entered in January 1993.

After the closure of the British Aerospace factories at Brooklands/Weybridge and Hatfield, responsibility of design and all commercial activity transferred to British Aerospace (now [[BAE Systems]]) Manchester, Woodford and Chadderton sites. In the mid-1990s, when the design of detailed components was subcontracted, the design team transferred from Woodford to Chadderton. In 2003, responsibility for the commercial procurement of all spares items was undertaken by BAE Systems, at [[Samlesbury Aerodrome#BAE Systems Use|BAE Systems Samlesbury]]. The Chadderton site maintained responsibility for the MoD contracts for project managing modifications; major repairs and major maintenance being carried out at RAF St Athan.

==Variants==
;Commercial
* '''Vickers VC10 Type 1100''': Prototype; 1 built, (later converted to Type 1109)
* '''BAC VC10 Type 1101''': BOAC Standards; up to 35 ordered at various times; 12 built
* '''BAC Standard VC10 Type 1102''': Ghana Airways Standard combi's; 3 built (1 redesignated Type 1103)
* '''BAC Standard VC10 Type 1103''': British United Airways (BUA) Standard combi's; 2 built, (1 redesignated Type 1102)
* '''BAC Standard VC10 Type 1104''': Nigeria Airways Standards; 2 ordered, 0 built
* '''BAC Standard VC10 Type 1109''': converted from Type 1100 for lease to Laker Airways
* '''BAC VC10A Type 1110''': generic VC10A, not built
* '''BAC VC10A Type 1111''': VC10A for BOAC, not built
* '''BAC Type 1125''': Projected VC10 hybrid for Aerolineas Argentinas, not built
* '''BAC Super VC10 Type 1150''': generic Super VC10
* '''BAC Super VC10 Type 1151''': BOAC Supers, up to 22 ordered at various times; 17 built
* '''BAC Super VC10 Type 1152''': BOAC Super combi; 13 ordered, 0 built
* '''BAC Super VC10 Type 1154''': East African Airways Super combi; 5 built
* '''BAC Super VC10 Type 1180''': projected double-deck Super VC10 for 239 passengers, not built
* '''BAC Super VC10 Type 1181''': projected double-deck Super VC10 for 239 passengers, not built
* '''BAC VC11 Type 1400''': Scaled-down version of VC10 powered by four Rolls-Royce Spey engines and seating 80-138 passengers six abreast; cancelled in favor of the [[BAC One-Eleven]]

;Military
* '''VC10 C.1''': RAF designation for 14 '''VC10 Type 1106'''; Transport aircraft for RAF. Fourteen built.<ref name="Andrew Vickers p4746">Andrews and Morgan 1988, pp. 474–476</ref> 13 converted to VC10 C.1K,<ref name="ai508p57">Willis 2008, p. 57</ref> last one sent for conversion to C.1K during November 1995.{{sfn|March|1996|p=81}}
* '''VC10 C.1K''': RAF designation for 13 {{cnspan|'''VC10 Type 1180'''|date=November 2023}} transport/tanker aircraft converted from VC10 C.1, 2-point without maindeck tanks.<ref name="ai508p57"/><ref name="jupp219">Michell 2004, p. 219</ref>
* '''VC10 K.2''': RAF designation for 5 '''VC10 Type 1112''' in-flight refuelling tankers converted from Type 1101, 3-point with maindeck tanks,<ref name="AI 1980 p1591">''Air International'' October 1980, pp. 159–161.</ref>
* '''VC10 K.3''': RAF designation for 4 '''VC10 Type 1164''' in-flight refuelling tankers converted from Type 1154, 3-point with maindeck tanks.<ref name="AI 1980 p1591"/>
* '''VC10 K.3A''': RAF designation for 4 '''VC10 Type 1166''', proposed refuelling tanker conversion, not built 
* '''VC10 K.4''': RAF designation for 5 '''VC10 Type 1170''' in-flight refuelling tankers converted from Type 1151, 3-point without maindeck tanks

==Operators==

===Civilian operators===
{{Div col|colwidth=20em}}

; {{Flag|Bahrain}}
* [[Gulf Air]]
; {{Flag|Ceylon}}
* [[Air Ceylon]]
; [[File:Flag of the East African Community (no logo).svg|22px]] [[East African Community]]
* [[East African Airways]] (original operator)
; {{Flag|Ghana}}
* [[Ghana Airways]] (original operator)
; {{Flag|Lebanon}}
* [[Middle East Airlines]]
; {{Flag|Malawi}}
* [[Air Malawi]]
; {{Flag|Nigeria}}
* [[Nigeria Airways]]
; {{Flag|Sierra Leone}}
* [[Sierra Leone Airways]]
; {{Flag|United Kingdom}}
* [[BOAC]] (original operator)
* [[British Airways]]
* [[British Caledonian]]
* [[British United Airways]] (original operator)
* [[Laker Airways]] (aircraft was leased to [[Middle East Airlines]] and thus not directly operated by Laker Airways<ref>{{cite web|url=https://www.british-caledonian.com/G-ARTA.html |title=VC10 G-ARTA |publisher=British-caledonian.com |date=1972-01-28 |accessdate=2022-05-02}}</ref>)
* [[Rolls-Royce plc|Rolls-Royce]] (engine test bed)
{{div col end}}

===Military and government operators===
; {{Flag|Oman}}
* [[Oman]] Royal Flight
;{{QAT}}
* [[Military of Qatar]]
** [[Qatar Amiri Flight]]
; {{Flag|United Arab Emirates}}
* The Government of the [[United Arab Emirates]]
;{{UK}}
* [[Royal Air Force]] (original operator)
** [[No. 10 Squadron RAF]]
** [[No. 101 Squadron RAF]] last operator of the type.
** [[No. 1312 Flight RAF]]
* [[Royal Aircraft Establishment]]

==Accidents and incidents==
* On 28 December 1968, Middle East Airways 9G-ABP was destroyed at Beirut Airport in the [[1968 Israeli raid on Lebanon]].<ref name="VC10.net">{{cite web|url=http://www.vc10.net/History/incidents_and_accidents.html|title=Incidents and Accidents|url-status=live|archive-url=https://web.archive.org/web/20110724121112/http://www.vc10.net/History/incidents_and_accidents.html|archive-date=24 July 2011|df=dmy-all}}</ref>
* On 20 November 1969, [[Nigeria Airways Flight 925]] crashed on landing at Lagos, Nigeria killing all 87 passengers and crew.<ref name="VC10.net"/>
* On 27 November 1969, BOAC G-ASGK had a major failure of No.3 engine; debris from that engine damaged No.4 engine causing a fire. A safe overweight landing was made at Heathrow without any casualties.<ref name="VC10.net"/>
* On 9 September 1970, BOAC G-ASGN was hijacked, and on 12 September was blown up at [[Zarqa]], Jordan, in the [[Dawson's Field hijackings]].<ref name="VC10.net"/>
* On 28 January 1972, British Caledonian G-ARTA was damaged beyond economic repair in a landing accident at Gatwick.<ref name="VC10.net"/>
* On 18 April 1972, [[East African Airways Flight 720]] 5X-UVA crashed on take-off from Addis Ababa, Ethiopia, killing 43 of the 107 passengers and crew.<ref name="VC10.net"/>
* On 3 March 1974, BOAC G-ASGO was hijacked and landed at Schiphol, Netherlands, where the aircraft was set on fire and damaged beyond economic repair.<ref name="VC10.net"/>
* On 21 November 1974, [[British Airways Flight 870]] from [[Dubai]] to [[London Heathrow Airport|Heathrow]] carrying 45 people was hijacked in Dubai, landing at [[Tripoli, Libya|Tripoli]] for refuelling before flying on to [[Tunis]]. The three hijackers demanded the release of Palestinian prisoners, five in Egypt, two in the Netherlands.  One hostage was murdered; the hijackers surrendered after 84 hours to Tunisian authorities on 25 November. Captain Jim Futcher was awarded the [[Queen's Gallantry Medal]], the [[Guild of Air Pilots and Air Navigators]] Founders Medal, the [[BALPA|British Airline Pilots Association]] Gold Medal and a Certificate of Commendation from British Airways for his actions during the hijacking, returning to fly the aircraft knowing the hijackers were on board.<ref name=Medals>{{cite news|url=https://www.telegraph.co.uk/news/obituaries/2055787/Captain-Jim-Futcher.html|title=Captain Jim Futcher|publisher=Telegraph|access-date=31 May 2008|location=London|date=31 May 2008|url-status=live|archive-url=https://web.archive.org/web/20080531150513/http://www.telegraph.co.uk/news/obituaries/2055787/Captain-Jim-Futcher.html|archive-date=31 May 2008|df=dmy-all}}</ref>

* On the evening of 8 December 1988, Royal Air Force CMk1 XV109 suffered a left mainwheel tyre burst approximately 25 minutes into a flight from RAF Leuchars to [[RAF Brize Norton]]. The tyre debris ruptured the fuel lines between the left wing fuel tank and the numbers 1 and 2 engines, causing both (left) engines to shut down - leading to the loss of the left hand hydraulic system. Additionally, all 15,000&nbsp;lb of fuel was lost from the left wing tanks.  Following a successful double-asymmetric approach and landing at Brize Norton, all crew and passengers evacuated safely due to the potential fire risk with residual fuel leaking onto hot brakes.<ref name="VC10.net"/>

* On 18 December 1997, Royal Air Force XR806 was damaged beyond economic repair in a ground de-fuelling accident at [[RAF Brize Norton]].<ref name="VC10.net"/>

==Aircraft on display==
===Exhibited in its original form===
[[File:OmanVC10.jpg|thumb|Former Omani Royal Flight VC10 on display at the [[Brooklands Museum]]]]
* Type 1101 (registration G-ARVF) is on display in [[United Arab Emirates]] government colours at the [[Flugausstellung Hermeskeil]] at [[Hermeskeil]], Germany.<ref>[http://www.flugausstellung.de/flugzeuge.html "Flugzeuge Flugausstellung Peter Junior"] {{webarchive|url=https://web.archive.org/web/20151231084758/http://www.flugausstellung.de/flugzeuge.html |date=31 December 2015 }} ''Flugausstellung Junior'', Retrieved: 19 October 2015.</ref>
* Type 1103 (registration A4O-AB, formerly G-ASIX), originally owned by British United Airways before being sold to British Caledonian, it was later sold to the Omani government where it was used from 1974 to 1987 by the [[Sultan of Oman]] as his personal jet. On display in Omani Royal Flight colours at the [[Brooklands Museum]], Surrey, England.<ref>[http://www.brooklandsmuseum.com/index.php?/explore/vickers-1103-vc10-ex-g-asix-a4o-ab-1964/ "Vickers 1103 VC10 ex G-ASIX/A4O-AB (1964)."] {{webarchive|url=https://web.archive.org/web/20140321201416/http://www.brooklandsmuseum.com/index.php?%2Fexplore%2Fvickers-1103-vc10-ex-g-asix-a4o-ab-1964%2F |date=21 March 2014 }} ''Brooklands Museum'', Retrieved: 15 March 2013.</ref>
[[File:VC10 IWM Duxford.jpg|thumb|Super VC10 G-ASGC at [[Imperial War Museum Duxford]]]]
* Type 1151 (registration G-ASGC) is on display in [[BOAC-Cunard]] colours at the [[Imperial War Museum Duxford|Imperial War Museum, Duxford]], Cambridgeshire, England.<ref>[http://www.das.org.uk/Vickers%20Super%20VC10%20Type%201151%20G-ASGC.htm "Vickers Super VC10 Type 1151 G-ASGC."] {{webarchive|url=https://web.archive.org/web/20140316020502/http://www.das.org.uk/Vickers%20Super%20VC10%20Type%201151%20G-ASGC.htm |date=16 March 2014 }} ''Duxford Aviation Society'', Retrieved: 15 March 2013.</ref>
* Type 1180 C.1K XR808 "Bob" is on display outside at the [[Royal Air Force Museum Cosford]].<ref>[http://www.rafmuseum.org.uk/cosford/whats-going-on/news/vc10-xr808-prepares-for-final-move-to-cosford/  "VC10 XR808 prepares for final move to Cosford"] {{webarchive|url=https://web.archive.org/web/20150524051144/http://www.rafmuseum.org.uk/cosford/whats-going-on/news/vc10-xr808-prepares-for-final-move-to-cosford |date=24 May 2015 }} 6 May 2015 RAF Museum</ref>
* Type 1164 K.3 ZA150 c/n 885 formerly with East African Airways Type 1154 5H-MOG (and the last VC10 built) was delivered to [[Dunsfold Aerodrome]], Surrey on 24 September 2013 where it was preserved in taxiable condition by [[Brooklands Museum]].<ref>[http://www.brooklandsmuseum.com/index.php?/news/story/queen-of-the-skies-retires-to-dunsfold-park/ "‘Queen of the Skies’ retires to Dunsfold Park."] {{webarchive|url=https://web.archive.org/web/20140316011556/http://www.brooklandsmuseum.com/index.php?%2Fnews%2Fstory%2Fqueen-of-the-skies-retires-to-dunsfold-park%2F|date=16 March 2014}} ''Brooklands Museum'', 24 September 2013.</ref><ref>{{cite web|url=http://www.brooklandsmuseum.com/index.php?/news/story/vc10-stuns-crowds-at-wings-and-wheels-2015/%20%5B|title=Brooklands Museum|website=www.brooklandsmuseum.com|archive-url=https://web.archive.org/web/20160611102921/http://www.brooklandsmuseum.com/index.php?%2Fnews%2Fstory%2Fvc10-stuns-crowds-at-wings-and-wheels-2015%2F%20%5B|archive-date=11 June 2016|url-status=live|access-date=2015-09-10|df=dmy-all}}</ref> In August 2020 the airframe was sold to Kepler Aerospace with aims to operate it as a tanker in the US.<ref>{{Cite web |date=2020-08-24 |title=Kepler Aerospace aims to get former RAF VC10 flying again |url=https://ukaviation.news/kepler-aerospace-aims-to-get-former-raf-vc10-flying-again/ |access-date=2022-08-26 |website=UK Aviation News |language=en-GB}}</ref>
===Exhibition of nose or fuselage only===
* Type 1101 (registration G-ARVM) (fuselage only with a comprehensive VC10 Exhibition housed in the rear cabin) at [[Brooklands Museum]], Surrey, England.<ref>[http://www.brooklandsmuseum.com/index.php?/explore/vickers-1103-vc10-ex-g-asix-a4o-ab-1964/ "Vickers 1101 VC10 G-ARVM (1964)."] {{webarchive|url=https://web.archive.org/web/20140321201416/http://www.brooklandsmuseum.com/index.php?%2Fexplore%2Fvickers-1103-vc10-ex-g-asix-a4o-ab-1964%2F |date=21 March 2014 }} ''Brooklands Museum'', Retrieved: 13 April 2015.</ref>
* Type 1180 C.1K XV106 (forward fuselage) on public display at [[Avro Heritage Museum]], Woodford.<ref>[http://avroheritagemuseum.co.uk/vc10/ "Avro Heritage Museum - Vickers VC10 XV106"] 18 December 2018 Avro Heritage Museum</ref>
* Type 1180 C.1K XV108 (forward fuselage) on public display at [[East Midlands Aeropark]].<ref>[http://www.eastmidlandsaeropark.org/aeropark-exhibits.html "East Midlands Aeropark - Aeropark Exhibits"] 18 December 2018 East Midlands Aeropark</ref>
[[File:ZD241.jpg|thumb|Super VC10 K.4 ZD241 on display at Bruntingthorpe Aerodrome, Leicestershire. This airframe was scrapped in 2022.]]
*Type 1164 K.3 ZA148 c/n 883 formerly with East African Airways Type 1154 5Y-ADA (forward fuselage), delivered to the [[Classic Air Force]] collection at Newquay, Cornwall, 28 August 2013.<ref>[http://www.globalaviationresource.com/v2/2013/08/28/news-ex-raf-vickers-vc10-k3-za148-joins-classic-air-force-collection/ "Aviation News – Ex-RAF Vickers VC10 K.3 ZA148 Joins Classic Air Force Collection."] {{webarchive|url=https://web.archive.org/web/20140316020351/http://www.globalaviationresource.com/v2/2013/08/28/news-ex-raf-vickers-vc10-k3-za148-joins-classic-air-force-collection/ |date=16 March 2014 }} ''Global Aviation Resource'', 28 August 2013.</ref> Airframe scrapped October 2023, forward fuselage moved to [[South Wales Aviation Museum]] (SWAM).<ref>[https://cardiffstathan.blogspot.com/p/gjd-aerotech.html] "South Wales Aviation Group: St Athan - GJD Aviation Services" 17 November 2023</ref>
* Type 1164 K.3 ZA149 c/n 884 formerly with East African Airways Type 1154 5X-UVJ (forward fuselage), on display at [[Mahatta Fort#Al Mahatta Museum|Al Mahatta Museum]], [[Sharjah]], in Gulf Air colour scheme.<ref>[https://www.sharjah24.ae/en/sharjah/169333-al-mahatta-museum-showcases-historical-vickers-vc10- "Al Mahatta Museum showcases historical Vickers VC10”] 7 November 2016 (retrieved 18 December 2018) Sharjah24.ae</ref>

==Specifications (Type 1101)==
[[File:Vickers VC10 silhouette.png|thumb|VC10 silhouette drawing]]
{{Aircraft specs
|ref=''Macdonald Aircraft Handbook'',<ref name="Green"/> ''Flight International''<ref name="Harrison 497"/>
|prime units?=imp
<!--
        General characteristics
-->
|genhide=

|crew=4 + 3 flight attendants
|capacity=151 passengers
|length m=
|length ft=158
|length in=8
|span m=
|span ft=146
|span in=2
|height m=
|height ft=39
|height in=6
|wing area sqm=
|wing area sqft=2851
|empty weight kg=
|empty weight lb=139505
|gross weight kg=
|max takeoff weight lb=312000
|fuel capacity={{convert|17925|impgal|USgal L|abbr=on}}<ref name="jawa66p136-7">Taylor 1966, pp. 136–137.</ref>
<!--
        Powerplant
-->
|eng1 number=4
|eng1 name=[[Rolls-Royce Conway]] RCo 42
|eng1 type=[[turbofan]]s
|eng1 kn=<!-- jet/rocket engines -->
|eng1 lbf=21000<!-- jet/rocket engines -->

<!--
        Performance
-->
|perfhide=

|max speed kmh=
|max speed mph=580
|max speed kts=
|max speed mach=<!-- supersonic aircraft -->
|cruise speed kmh=<!-- if max speed unknown -->
|cruise speed mph=550<!-- if max speed unknown -->
|cruise speed note=at {{convert|38000|ft|m|abbr=on}} (econ cruise)<ref name="jawa66p136-7"/>
|range km=
|range miles=5850
|range nmi=
|ceiling m=
|ceiling ft=43000
|climb rate ms=
|climb rate ftmin=1920
|climb rate note=<ref name="jawa66p136-7"/>
|more performance=*'''Takeoff distance to 35 ft (11 m):''' {{convert|8280|ft|m|abbr=on}}<ref name="jawa66p136-7"/>
* '''Landing distance from 50 ft (15 m):''' {{convert|6380|ft|m|abbr=on}}<ref name="jawa66p136-7"/>

|avionics=
}}

==See also==
{{aircontent
|see also=
|related=
|similar aircraft=
* [[Boeing 707]]
* [[Douglas DC-8]]
* [[Ilyushin Il-62]]
|lists=
* [[List of aircraft of the Royal Air Force]]
* [[List of jet airliners]]
}}

==References==

===Citations===
{{Reflist|2}}

===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. [http://www.flightglobal.com/pdfarchive/view/1970/1970%20-%200191.html ''Far East Commuter: Britain's Military Jet Transport Service''.] ''Flight International'', 1970. pp.&nbsp;157–163.
* Barrie, Douglas. [http://www.flightglobal.com/pdfarchive/view/1993/1993%20-%202142.html ''Tanking Up: RAF Refuelling''.] ''Flight International'', 7 September 1993. pp.&nbsp;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. [http://www.flightglobal.com/pdfarchive/view/1965/1965%20-%202000.html "The Super VC-10".] ''Flight International'', 1 April 1965. pp.&nbsp;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}}.
*{{cite book |last1=March|first1=P.|title=Royal Air Force Yearbook 1996|year=1996|publisher= Royal Air Force Benevolent Fund|location=[[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}}.
*{{cite journal |last1=Prince|first1=Frank|title=Queen of the Skies: Homage to the Vickers VC-10 |journal=Air Enthusiast |date=March–April 2001|issue=92|pages=28–41 |issn=0143-5450}}
* Smallpeice, Sir Basil. ''Of Comets and Queens''. Shrewsbury:Airlife, 1981. {{ISBN|0-906393-10-8}}.
* [[John W. R. Taylor|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. {{ISSN|0306-5634}}. pp.&nbsp;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. {{ISSN|0306-5634}}. pp.&nbsp;56–60.
* ''The Putnam Aeronautical Review''. No.1, March 1989, Putnam.

==External links==
{{Commons category}}
* [https://www.baesystems.com/en/heritage/vickers-vc10 Vickers VC10 at BAE Systems site]
* [https://web.archive.org/web/20110114192045/http://www.raf.mod.uk/equipment/vc10.cfm Royal Air Force VC10 page]
* [http://www.vc10.net/ A little VC10derness – a website dedicated to the VC10]
* VC10 British Pathé newsreel footage: ([[Adobe Flash]] [[Flash Video|video]])
** [http://www.britishpathe.com/record.php?id=43438 "VC10 in the Clear"] {{Webarchive|url=https://web.archive.org/web/20110912124908/http://www.britishpathe.com/record.php?id=43438 |date=12 September 2011 }}, 1964
** [http://www.britishpathe.com/record.php?id=40907 "VC10 Proves Itself"] {{Webarchive|url=https://web.archive.org/web/20110611091359/http://www.britishpathe.com/record.php?id=40907 |date=11 June 2011 }}, 1965
** [http://www.britishpathe.com/record.php?id=45284 "BOAC VC10 Automatic Landing"] {{Webarchive|url=https://web.archive.org/web/20110611091629/http://www.britishpathe.com/record.php?id=45284 |date=11 June 2011 }}, 1968

{{Vickers aircraft}}
{{Authority control}}

{{DEFAULTSORT:Vickers VC10}}
[[Category:1960s British airliners]]
[[Category:Vickers VC10]]
[[Category:Quadjets]]
[[Category:T-tail aircraft]]
[[Category:Low-wing aircraft]]
[[Category:Aircraft first flown in 1962]]
[[Category:Aircraft with retractable tricycle landing gear]]