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
8 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 !