The Vickers VC10 holds a special place in aviation history as one of the most elegant and innovative airliners ever built. Designed in the early 1960s to meet the unique requirements of British overseas routes, it became a distinctive icon of British engineering. Though it never achieved the commercial success of its American counterparts, the VC10 remains beloved for its quietness, comfort, and exceptional performance. It also just happens to be this author’s all time favorite passenger jet. Whilst I never flew on one, I had the pleasure of being around the jet in the UK and Cyprus as an air cadet, as well as seeing the last ‘living’ RAF VC10 displaying a fast taxi at Bruntingthorpe’s Cold War jets display back in 2019. Let’s explore the history of the VC10, its design, legacy, and influence on aviation.
The prototype
The VC10 was developed by Vickers-Armstrongs as a long-range airliner capable of operating from short and hot-and-high runways, particularly in Africa and the Middle East. The British Overseas Airways Corporation (BOAC) needed an aircraft that could service these demanding ‘Empire’ routes, where American jets like the Boeing 707 struggled. The VC10 was practically designed to fit the bill, and first flew on June 29, 1962. The VC10 was an immediate standout with its distinctive rear-mounted engines and T-tail design, which sat approximately 39 feet (11.9 meters) above the ground. These combined to give it excellent short-field performance and a smooth ride.
The variants
The initial production model, the Standard VC10, entered service with BOAC in 1964. It featured four Rolls-Royce Conway engines mounted at the rear, which reduced cabin noise significantly compared to other jets of the era. The Super VC10, introduced later, had a longer fuselage and increased passenger capacity, making it more competitive for long-haul operations.
Another major variant was the RAF VC10 C1, adapted for military transport. Later, several VC10s were converted into air-to-air refueling tankers, extending their service life well into the 21st century. The RAF finally retired the last VC10 in 2013, marking the end of a remarkable 49-year operational run.
The career of a legend
A total of 54 Vickers VC10s were built between 1962 and 1970. 32 of those were VC10s and 22 were Super VC10s. 27 were converted to tankers for the Royal Air Force. Whilst a number of airlines flew the type, it’s hard to deny that it looked its best in BOAC’s beautiful blue and gold livery.
Operator Number of VC10s Operated
BOAC 12
Royal Air Force (RAF) 28
British United Airways (BUA) 4
British Caledonian 4
East African Airways 5
Ghana Airways 2
Gulf Air 5
Nigeria Airways 2
Qatar Government 1
Rolls-Royce 1
Royal Aircraft Establishment 1
Sultan of Oman Royal Flight 1
Sierra Leone Airways 1
United Arab Emirates Government 1
Middle East Airlines (leased) 2
Air Malawi 1
Despite its technical excellence, the VC10 struggled commercially. BOAC, under political pressure, eventually favored the Boeing 707, limiting the VC10’s sales to just 54 aircraft. This trend was so prolific that BOAC was often referred to as the ‘Boeing Only Airways Corporation’. However, the VC10’s reputation for reliability, comfort, and performance made it a firm favorite amongst flight crews, as well as featuring heavily in BOAC’s advertising.
One of my favorite accounts of handling the VC10 comes from Mike Bannister’s book ‘Concorde; The thrilling account of history’s most extraordinary airliner‘. Captain Bannister started his career on the VC10 before moving on to Concorde, and describes an absolutely terrifying Dutch roll practice exercise which, at the time, was done in the real aircraft.
I had the pleasure of walking on the wing of the Bruntingthorpe VC10 back in 2019, and the sheer size of them (complete with huge wing fences) really struck me. The VC10’s impressive speed also set it apart. It held the record for the fastest transatlantic crossing by a subsonic airliner, 5 hours and 1 minute. It held this record until a British Airways 747-400 broke it in 4 hours and 56 minutes thanks to Storm Ciara. Concorde would go on to make the fastest Atlantic crossing in history, making the supersonic journey from JFK to LHR in 2 hours, 52 minutes and 59 seconds. While airlines moved on to larger twin-aisle jets, the VC10 remained in military service, proving its versatility and durability over decades of use. In addition to more cost efficient aircraft coming into production in the latter part of the 20th century, the VC10 also suffered thanks to noise abatement regulations, with its low bypass Conway engines known for their distinctive ‘cackle’.
Immitation is the highest form of flattery
One of the most visually similar aircraft to the VC10 was the Soviet-designed Ilyushin Il-62. Introduced in the mid-1960s, the Il-62 shared the VC10’s rear-mounted engines and T-tail design, leading to frequent comparisons. However, the Il-62 was a less refined execution of the concept. The weight distribution of the Soviet aircraft was such that it required a lengthy tailwheel to prevent it from tipping backward when parked. Whilst the Il-62 became a workhorse for Aeroflot and several Eastern Bloc airlines, it never matched the VC10’s elegance or handling characteristics.
In popular culture
The VC10’s striking design made it a natural fit for pop culture. One of its most famous appearances was in the classic TV series Thunderbirds, where the fictional “Fireflash” airliner bore an undeniable resemblance to the VC10, right down to its sleek fuselage and rear-mounted engines. Though the fireflash did somewhat trump the VC10 with its wing root passenger lounges and a service ceiling of 250,000 feet…
The VC10 has appeared in countless films and documentaries about aviation, and its unique silhouette has made it a favorite among aircraft enthusiasts and model makers. Today, numerous retired VC10s remain preserved in museums.
A lasting legacy
Although the VC10 never achieved widespread commercial success, it remains a cherished symbol of British aerospace engineering. Its innovative design, record-breaking speed, and nearly five decades of service ensure its place in aviation history. For those lucky enough to have flown on one, the VC10 represents an era when air travel was as stylish as it was practical.
What are your memories of the VC10? Let us know in the comments.
Cover photo: Wal Nelowkin, JetPhotos
16 Responses
Thanks for sharing the article.
I had the opportunity to fly BOAC VC 10 to London from Singapore in April 1968. It was an experience I will always cherish. It was a beautiful “bird,” indeed. 😘
I embarked on an RAF VC 10 at the age of 24 en route from Brise Norton to a teaching position in Singapore leaving everything and everyone familiar to me. I can’t recall the hours it took but I remember thinking how crazy am I. It was the beginning of a life of travel and adventure that has brought me from Singapore to Cyprus to Canada to Germany and back to Canada with many travels fitted in the pauses. The VC10 brought me back to UK from Singapore. Two incredibly meaningful journeys I will never forget. She was a beautiful plane so much more comfortable and glamorous than the sardine cans flying today
1971 I flew from Changi, Singapore to Brize Norton, Oxford 18hrs on RAF VC10 refuelling Gan and Cyprus, can only describe landing and taking off from Gan like being on an aircraft carrier great plane to fly on though. Then took 12 hrs to get from Brize Norton to Durham
Hi
What did you mean “BOAC Favoured Boeing 707 due to political pressure”
I flew on a BUA VC10 from Toronto to abbotinch airport in Scotland in May 1968, beautiful quiet flight.
My father David Green was posted to Brize Norton in 1st July 1966 as one of the first Navigators on VC10’s. On 31st July 1969 he became a world record holder for completing a round the world flight in a VC10 in 45 hours 15 minutes. He loved the aircraft. His love of flying has been inherited by me. I obtained my wings in 1977 and still fly today 48 years later.
In the 80’s I took a flight to Faro in Portugal from London and a company named Air Ops {I thought it was Air Oops at first} I was delighted to see was using a VC10. I’d watched them as a young boy from the Queen’s Building at Heathrow and was impressed with the steep take off.
On this particular flight, as we were about to land, the pilot did a GoAround as we found out later a plane had entered the runway. I can still feel the sensation as I was pushed back in my chair and the rate of climb was astonishing. A great memory.
Such a beautiful aircraft – As a young boy I loved seeing it when visiting Heathrow, possibly Luton too ? And ,of course , Duxford back in the 70s….
The executive version at Brooklands is also very nice.
I finally got to fly on one in 2005, when a group of us flew on an RAF Tanker VC10 from Brize Norton on a refuelling sortie over the North Sea – now that was special !
In 1973, from an ad in the classifieds in London, I got a cheapo ticket on British Air Ferries to Ostend Belgium connecting to an East African Airways flight to Nairobi on a VC10 with touchdowns in Rome and Addis Ababa, Ethiopia. After 2 months adventures, I flew back to London on an EAA VC10. I remember them as very comfortable, even luxurious flights, with meat and eggs for breakfast.
Fast forward to 1982, on a round-the-world trip, my girlfriend and I got cheap tickets on Aeroflot from Singapore to Moscow, touchdown in New Delhi, on the copycat Ilyushin IL62. Very competent plane, perfect landings, and so many miles on it the paint was wearing off the armrests. Breakfast was cold cuts on black rye bread with free open bottles of Vodka and Brandy. The stewardesses had the icy blue eyes of Arctic wolves.
As a 15 year old ATC Cadet with 1232 City of Dundee Sqdn, on annual camp for a week in 1970 at RAF Brize Norton, along with 2365 Brechin Sqdn, we were ordered to board a beautiful VC 10 which took off from Brize and came into land, we thought, an hour later at Glasgow Prestwick Airport (in South Ayrshire, Scotland).
No sooner had the wheels hit the tarmac, the throttles were opened and we took off again into a circuit of the airport.
This manoeuvre, which I think is called circuits and bumps, carried on for another hour, until after the last bump, we took off and headed south.
An hour later when we touched down again at Brize, we were off again for another hour of C&Bs.
Eventually, the aircraft landed and I won’t describe what had happened in the previous 2 hours when the Stewards had handed out NAAFI orange juice, crisps and sweets, (probably out of date) but it was so bad that, even the American exchange Pilot, who was on this training flight, had to run the length of the plane to lock himself into one of the “bathrooms”.
When the Stewards opened the aircraft doors, after we eventually stopped after 4 hours, at the Passenger Terminal apron, I’m sure I remember everyone crawling out of the plane and refusing Dinner in the Junior Ranks Mess.
Apart from all that I always thought that the VC10 was a powerful, capable and beautiful aircraft and that the RAF and MoD certainly got their money’s worth, over the years.
As a BOAC/ BA employee from 1968 I was lucky enough to fly several times on the VC10 both on scheduled and non scheduled flights. One interesting flight was my first scheduled flight from London to Sydney on Super VC10 GASGG via Zurich/Tehran/Calcutta/Hong Kong/Darwin/Sydney with the landing at Tehran on the flight deck. 2 weeks later I flew home on the same aircraft this time via Nandi/Honolulu/Los Angeles/New York/London with landing at Honolulu on the flight deck. I also went on training flights to to Prestwick/Shannon/Stanstead with some great crews. My final flight was on 1st April 1981 on GASGL on its ferry flight to RAF Abingdon to hand it over to the RAF. This was the last flight of a BA VC10 out of LHR. I now work as a volunteer steward at Brooklands Museum still I am still involved with the VC10. A great aircraft !
I was fortunate enough to have my first ever flight in a VC10 as a spotty 13 year old Air Cadet, way back in 1979.
We flew from Abingdon to Brize Norton and back, seated backwards as RAF standard, what I remember as pretty murky weather
Happy days
I flew on BA Super VC10 which had the original BOAC livery from Bandar Seri Begawan International Airport in Brunei in 1981 to LHR. I was going back to School in the UK Winter time I was 14 at the time. I seem to remember the pilot saying that this was to be its last long haul flight before its retirement (March of 1981) . It put the icing on the cake for me, as I had been on many the original British jet passenger aircraft fleet, including BAC 1-11, Trident 2 and 3, Super VC 10 , Dash 8. Unfortunately I didn’t get to fly on the Viscount and Vangard . I have also flown on a South African Airways B707, Garuda and KLM DC10s and a L1011 Tristar Gulf Air , countless 747 200s (with original JT9D engines) not to mention the original Airbus A300B4. A particular flight I was on was MAS MH684 in 1980 which unfortunately suffered a premature landing coming into KL that year. Luckily I was not on that sector.
I flew on BA Super VC10 which had the original BOAC livery from Bandar Seri Begawan International Airport in Brunei in 1981 to LHR. I was going back to School in the UK Winter time I was 14 at the time. I seem to remember the pilot saying that this was to be its last long haul flight before its retirement (March of 1981) . It put the icing on the cake for me, as I had been on all the original British jet passenger aircraft fleet, including BAC 1-11, Trident 2 and 3, Super VC 10 , Dash 8. Unfortunately I didn’t get to fly on the Viscount and Vangard. I had flown on a 707, DC10 and L
Did anyone ever fly or have details of the British Caledonian VC10 flights from Gatwick to Buenos Aires in the 1970’s and the routing (stops) that were included
October 1973. Darwin to Heathrow via Singapore and the gulf. Superb aircraft.
Previously Heathrow to Sydney on Quantas 707 “City of Townsville”.
No comparison.