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VC10 type designations
Vickers used a three or four digit number to distinguish between the
different subtypes of a design. For the VC10 these started with type 1100 which
was the prototype. As originally built all Standard VC10s had type designations
starting with 110x, and all Super VC10s started with 115x. Vickers held on to
this in all their proposed variants but when the RAF Tankers were produced that
convention was dropped. Eventually the type 1106 RAF C Mk. 1s received a type
designation 1180 after their tanker conversion, a designation that was
originally planned for the double deck VC10. All the designations below in
italics were not built, the ones in bold face did fly (with some still
Prototype Standard VC10.
BOAC production version, twelve built.
Two built for Ghana Airways, one with main deck cargo door, both with 4%
wing chord extension.
Three built for BUA with main deck cargo door and wing chord extension.
1104 Nigeria Airways version, none built.
1105 Original designation for the RAF version, this was
changed when the RAF decided to incorporate the main deck freight door.
Fourteen built for RAF transport command as VC10 C Mk 1. Modifications
included folding hatracks, machined cargo floor, Conway Rco.43
engines and fin fuel tank.
1107 RAF tanker, none built.
Prototype converted to airline standard for Laker airways, with type 1106
1110 Generic designation for VC10A. None built. Vickers later used this as an internal designation for the Sultan of Oman's VC10.
1111 Version of VC10A for BOAC. Not built.
VC10 K Mk 2, tanker conversion for RAF of type 1101, five converted.
1125 Standard (could be a hybrid Standard/Super design) VC10 for Aerolineas Argentinas, none built.
The specification for the Type 1158, Super
VC10s for Czechoslovakia.
Cover of the specification for the Type 1163, Super
VC10s for China.
Another unbuilt variant: A Super VC10 version for BUA.
Photos J. Hieminga
BOAC production version of the Super VC10, included in the super were:
wing chord extension, Conway Rco.43
engines and fin fuel tank, seventeen built.
1152 BOAC Super VC10 version with main deck freight door,
1153 Not built. Some sources claim that this variant was
designed for EAA but this was not the case.
Five Super VC10ís built for East African Airways with main deck freight
1157 Super VC10 for Varanair Siam, none built.
1158 Super VC10 for CSA, none built.
1161 Super VC10 for Nigeria Airways, none built.
1162 Super VC10 for Tarom, none built.
Allocated to a specification for Super VC10s for China. Specification shows both
full passenger and combined passenger/freight layouts so this version would have
had a main
deck freight door, none built.
Super VC10 K Mk 3, tanker conversion for RAF of type 1154, four
1166 Proposed conversion to RAF tanker VC10K Mk.3A, none
Super VC10 K Mk 4, tanker conversion for RAF of type 1151, five
1180 Proposed double deck version with 295 economy seats,
1181 Proposed double deck variant with better passenger
amenities, 286 economy seats, none built
VC10 C Mk 1 K, tanker conversion for RAF of type 1106, thirteen
1191 Proposed short haul version for BEA, none built.
Delivered as a type 1106 to the RAF this aircraft was leased to Rolls Royce for
airborne testing of the RB211 Turbofan engine. To accomplish this the no. 1 and
2 engines were removed and the pylon was modified to accept the larger RB211
engine, thereby creating a three-engined VC10. After flying for Rolls Royce for
five years the aircraft was flown to RAF Kemble, Glos, but never returned to
squadron service as it was found that the airframe was distorted. It was struck
off charge and robbed for spares, and for several years thereafter served as a
training aid for Special Air Service special forces troops.