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weight and performance calculations for the Vickers VC-10 type 1101
British United Airways (BUA) VC10 Model 1103. This picture shows nicely the clean lines of the Vickers VC-10. Crossing the coast probably at Peacehaven , UK.
Vickers VC-10 type 1101
role : jet airliner
importance : ****
first flight : 29 Juni 1962 (G-ARTA), at Brooklands, flown by G.R.”Jock” Bryce , Vickers test pilot.
operational : April 1964 (BOAC route London LHR – Lagos, Nigeria LOS):
country : United-Kingdom
ICAO aircraft type designator : VC10
production : 12 model 1101, 2 model 1102, 3 model 1103, 14 model 1106 for the RAF and 1 model 1109, built at Brooklands
general information :
The VC10 was equipped with lots of flaps and slats for good take-off and hot & high performance and could operate from primitive airstrips with intercontinental range. However, the runways at airfields in the third world were extended and hardened for the benefit of the 707 and DC-8, eliminating a strong VC10 point of sale and the good TO performance only made the VC10 less economical. However, the aircraft became very popular with passengers, because of the spacious 6-seat wide fuselage and the high speed. As a result, the VC-10 achieved an occupancy rate of 71.6% compared to the average of 52.14% on the North Atlantic route, allowing the VC-10 to raise more money than its rival, the 707. The operating cost per flight hour was also significantly lower than that of the 707, 510 GBP versus GBP 486 for the VC-10. In addition, in some cases it was the only large jet airliner that could take off fully loaded from hot & high airports. A big problem was that the BOAC received a subsidy to fly the "uneconomical" VC-10, the BOAC was careful to disclose the true performance figures because otherwise it would lose the subsidy...
Despite the disappointing sales, the 54 aircraft sold were just enough for Vickers to play quite.
It was specially designed for the BOAC, which initially, in May 1957, ordered 35 aircraft and an option on 20 more. When Vickers offered the larger Super VC10 type 1151 with transatlantic range, BOAC reduced its order to 12 pieces, in favor of the Super VC10.
Other models were the 1103 with cargo door, of which 3 were built for British United Airways (BUA). The 1100 was the prototype, which later went to Laker. The type 1102 was for Ghana Airways (2 pieces). The type 1106 was the VC10C.1 of the RAF, which entered service with 14. Equipped with a fintank, Conway 550 engines as with the Super VC10, an APU, aft-facing seats, AAR tube, a cargo door and a reinforced floor. These were later converted into flying tankers, designated as type 1180 (VC10C.1k)
The type 1112 were ex-BOAC type 1101s that were also converted into tankers for the RAF, designated VC10K.2. They got Conway 550 engines. The first made its first flight on June 22, 1982, and it was commissioned by 101SQ in May 1984.
British Airways VC10 srs 1101 G-ARVM c/n 815
The RAF still had the VC10 in service as a tanker in 1998.
The VC10 was quieter than the 707, due to the turbofans. It is equipped with Fowler flaps.
The VC-10 had a small periscope for the crew to have a look at the tail during flight to check for ice accumulation.
primary users : BOAC (12), British United Airlines (BUA 3), British Caledonian, Ghana Airways (2 type 1102), Laker (1), RAF (14), Middle East Airlines, Gulf Air, Nigeria Airways, Oman Royal flight, Air Malawi
Accommodation :
flight crew : 3 cabin crew : 6
flight crew consist of pilot, co-pilot and flight engineer, provision for navigator and supernumerary
passengers : seating for 135 in all- economy deluxe class seats ( 33 -in pitch)
high density seating for max 151 passengers (equal to exit limit)
engine : 4 Rolls Royce Rco.42 Conway 540 turbofan engines of 93.44 [KN] (21006 [lbf])
Measured geometrical tail-angle : 15.° Measured chord at tip : 2.76 [m]
dimensions :
wingspan : 44.55 [m], length overall: 48.36 [m], length of fuselage : 40.53 [m]
height : 12.04 [m] wing area gross : 272.4 [m^2] fuselage exterior width : 3.76 [m]
weights :
empty weight : 65160 [kg]
operating empty weight : 66961 [kg] max. structural payload : 18039 [kg]
Zero Fuel weight (ZFW) : 85000 [kg] max. landing weight (MLW) : 96160 [kg]
max. take-off weight : 141520 [kg] weight usable fuel : 63967 [kg] (81486 [litres])
performance :
Max. operating Mach number (Mmo) : 0.861 [Mach] (933 [km/hr]) at 9450 [m]
critical Mach speed : 0.86 [Mach]
max. cruising speed : 898 [km/hr] (Mach 0.855 ) at 11600 [m] (35 [%] power)
economic cruising speed : 886 [km/hr] (Mach 0.84 ) at 11600 [m]
service ceiling : 12800 [m]
range with max fuel and MTOW : 9410 [km] (ATA domestic fuel reserves - 370.0 [km] alternate)
description :
*Cantilever low-wing monoplane with retractable landing gear with nose wheel
engines attached to the tail, landing gear attached to the wings, fuel tanks in the wings and wing center section
*Wings : alluminium alloy fail safe wing structure
with trailing edge single-slotted Fowler flaps with full-span slotted LE flaps (slats) ,with spoilers airfoil : Vickers
average thickness/chord ratio : 11.0 [%], sweep angle 3/4 chord: 32.5 [°]
incidence at root : 4.00 [°], dihedral : 3.0 [°]
*Tail Unit: Cantilever all-metall structure with tailplane mounted at tip of fin
*Fuselage : Oval light-alloy semi-monocoque pressurized fail-save structure
BUA VC-10 srs 1011 G-ARTA, the prototype.
calculation : *1* (dimensions) :
wing chord at root : 10.23 [m]
measured wing chord at tip : 2.76 [m]
measured geometric tail-angle : 15.0 [° ]
taper ratio : 0.270 [ ]
mean wing chord : 6.11 [m]
wing aspect ratio : 7.29 []
Oswald factor (e): 0.678 []
seize (span*length*height) : 25939 [m^3]
calculation : *2* (fuel consumption) :
oil consumption : 1.0 [kg/hr]
fuel consumption (econ. cruise speed) : 5794.9 [kg/hr] (7382.1 [litre/hr]) at 27 [%] power
fuel burn per seat per hour (average seating) : 51.62 [litre], sfc : 57.8 [kg/KN/h]
calculation : *3* (weight) :
weight engine(s) dry : 8400.0 [kg] = 22.47 [kg/KN]
weight 22.7 litre oil tank : 1.93 [kg]
oil tank filled with 2.4 litre oil : 2.1 [kg]
oil in engine 4.6 litre oil : 4.1 [kg]
weight all fuel lines and pumps containing 94 litres fuel : 252.7 [kg]
weight engine cowling : 971.8 [kg]
weight thrust reversers (on outboard engines only): 317.7 [kg]
total weight propulsion system : 9950 [kg](7.0 [%])
***************************************************************
Accommodation cabin facilities :
VC-10 22 x 6-abreast = 132 + 3 = 135 seats at 33-ins pitch.
typical 1-class cabin layout for 135 passengers : economy : pitch : 83.8 [cm] 33.0 [-in] ( 3+3 ) seating in 22.5 rows
weight passenger seats (width 50.3 [cm]) : 724.3 [kg]
weight cabin crew seats : 30.0 [kg]
weight flight crew seats : 63.0 [kg]
high density seating passengers : 151 [pax] at mainly 6 -abreast seating in 26.0 rows, pitch 78.7 [cm] 31.0 [-in]
pax density, normal seating : 0.730 [m2/pax], high density seating : 0.652 [m2/pax]
weight 5 toilets : 150.3 [kg]
weight 4 galleys : 248.4 [kg]
weight overhead stowage for hand luggage (total : 7.8 [m3] = 163 55x35x25cm carry-on trolleys) : 121.9 [kg]
weight 2 misc. stowage closets : 50 [kg]
weight 2 wardrobe closets : 67.5 [kg]
weight 47 windows (47 x 38 cm) made of acrylic glass : 199.8 [kg]
weight 2 (1.83 x 0.86 [m]) main entry doors : 152.6 [kg]
weight 2 (1.68 x 0.61 [m]) crew/service doors : 99.4 [kg]
weight 3 (main door size : 1.22 x 1.52 [m]) freight doors (belly) : 293.3 [kg]*
total usable belly baggage/cargo hold volume : 38.2 [m3]
passenger compartment volume : 126 [m3]
cabin volume (usable), excluding flight deck : 191 [m3]
passenger cabin max width : 3.50 [m] cabin length : 28.14 [m] max cabin height : 2.26 [m]
floor area : 92.9 [m2], cabin width at floor : 3.18 [m]
19.6 [%] of cabin floor area is occupied by toilets & galleys, the same at high density seating
weight cabin facilities : 2150.5 [kg]
First class 4-abreast seating
safety facilities :
weight 4 type III over wing emergency exits (0.51 x 0.96 [m]): 103.4 [kg]
evacuation time with 151 passengers : 42 [sec]
weight 4 hand fire extinguisher : 11 [kg]
central aisle : 0.48 [m] wide
weight flight data recorder (FDR): 20.0 [kg]
weight oxygen masks & oxygen generators (deploy cabin alt.>4267m): 87.8 [kg]
weight emergency flare installation : 10 [kg]
weight 4 emergency evacuation slides : 115.4 [kg]
weight safety equipment & facilities : 442 [kg]
fuselage construction :
fuselage aluminium frame : 14356 [kg]
floor loading (payload/m2): 194 [kg/m2]
weight rear pressure bulkhead : 212.7 [kg]
fuselage covering ( 340.4 [m2] duraluminium 3.72 [mm]) : 3331.5 [kg]
weight paint fuselage : 71.5 [kg]
In 1969 Nigeria Airways bought the VC10 1101 G-ARVA from the BOAC, but this aircraft was lost 2 months later on 20 Nov'69 when during the approach to Lagos airport Nigeria , the crew misjudged the altitude and the aircraft flew into the ground. All 87 passengers were killed. Registration 5N-ABD c/n 804
weight aluminium floor beams : 396.9 [kg]
weight cabin furbishing : 831.3 [kg]
weight cabin floor : 1433.8 [kg]
weight (sound proof) isolation : 331.4 [kg] TO-noise level : 115.4 [EPNdB]
weight 42681 [litre] main central fuel tank empty : 853.6 [kg]
weight empty 281 [litre] potable water tanks : 24.9 [kg]
weight empty waste tank : 13.3 [kg]
weight engine mounts : 187 [kg]
weight fuselage structure : 22043.6 [kg]
Avionics :
weight HF/VHF radio and Selcal : 8.0 [kg]
weight Marconi Doppler and Bendix transponder : 7.0 [kg]
weight weather radar : 25.0 [kg]
BOAC VC10 type 1101 G-ARVM cockpit
weight ARINC 550 Automatic Direction Finding (ADF) equipment : 8.0 [kg]
weight ARINC 521D Distance Mesuring Equipment (DME) : 5.0 [kg]
weight Instrument Landing System (ILS/VOR) : 5.0 [kg]
weight Integrated Flight System / double "super autopilot" : 40.0 [kg]
automated power control & autoland system* : 30.0 [kg]
weight Cat I minima DH 60m RVR >=600m landing system : 15.0 [kg]
weight artificial horizons, gyro-compass, radio altimeters : 7 [kg]
weight engine monitoring gauges & control switches : 28 [kg]
weight reserve ADI, ASI, alti-meter, compass, engine temp. and rpm indicators : 15 [kg]
weight avionics : 194.0 [kg]
Systems :
Air-conditioning and pressurization system maintains sea level conditions up to 7275 [m] and gives equivalent of 2000 [m] at 12500 [m]. pressure differential : 0.63 [bar] (kg/cm2) pressurized fuselage volume : 340 [m3] cabin air refreshment time : 3.0 [min]
weight air-conditioning and pressurization system : 191 [kg]
weight lighting : 44.6 [kg]
weight 2 independent 210 [bar] hydraulic systems : 87.7 [kg]
weight 40kVA electricity alternators : 33.8 [kg]
weight ram air turbine for emergency electric power : 5.0 [kg]
weight 22Ah battery : 28.5 [kg]
weight controls : 18.5 [kg]
weight systems : 403.9 [kg]
total weight fuselage : 25234 [kg](17.8 [%])
Nigeria Airways VC-10 srs 1101 G-ARVL at Ikeja airport, Lagos. Note the Fokker F27 in the back ground.
***************************************************************
wing construction :
total weight aluminium ribs (104 ribs) : 4556 [kg]
weight 4 wing fuel tanks empty for total 39498 [litre] fuel : 592 [kg]
weight 326 [litre] vent surge tanks : 39 [kg]
weight wing covering (painted aluminium 3.76 [mm]) : 5525 [kg]
total weight aluminium spars : 6899 [kg]
weight wings : 16980 [kg]
weight wing/square meter : 62.33 [kg]
weight bleed air thermal leading-edge anti-icing : 49.0 [kg]
weight two boundary layer fences : 91.7 [kg]
weight ailerons (13.6 [m2]) : 424.0 [kg]
weight fin (30.2 [m2]) : 1226.4 [kg]
weight rudder (10.7 [m2]) : 322.1 [kg]
weight tailplane (horizontal stabilizer) (46.4 [m2]): 1593.8 [kg]
weight elevators (13.6 [m2]): 229.2 [kg]
weight paint wing & tail surfaces : 146.6 [kg]
weight flight control hydraulic servo actuators: 43.2 [kg]
Gulf Air VC10 srs 1101 approaching with full flaps. The pod under the wing was used to transport spare engines to remote locations. Gulf Air took over some 1101s from the BOAC and used them until 1977.
weight trailing-edge single slotted Fowler flaps (47.2 [m2]) : 960.8 [kg]
weight leading edge slats (24.2 [m2]) : 417.6 [kg]
weight spoilers (9.8 [m2]) : 153.4 [kg]
total weight wing construction : 23269 [kg] (34.8 [%])
*******************************************************************
landing gear :
tire pressure main wheels : 11.50 [Bar] (nitrogen), ply rating : 26 PR
tire speed limit : 364 [km/hr]
total tyre footprint : 0.71 [m2]
Runway LCN at MTOW (0.76m radius of rigidity) : 52 [ ]
Aircraft Classification Number (ACN), MTOW on rigid runway and medium subgrade strength (B) : 27 [ ]
Can also operate from unpaved runways subgrade B
wheel pressure : 15567.2 [kg]
wheel track 6.53 [m], wheelbase : 20.08 [m]
weight 8 Dunlop 50.0 x 18.0 main wheels (1270 [mm] by 457 [mm]) : 976.6 [kg]
weight 2 nose wheels : 122.1 [kg]
weight multi-disc wheel-brakes : 100.0 [kg]
weight Hydro-air flywheel detector type anti-skid units : 9.0 [kg]
weight oleo-pneumatic shock absorbers : 113.3 [kg]
weight wheel hydraulic operated retraction system : 1315.9 [kg]
weight undercarriage struts (four-wheel bogies) with axle 3876.9 [kg]
total weight landing gear : 6513.8 [kg] (4.6 [%]
*******************************************************************
Ghana Airways flew two VC10 type 1102 fitted with an large hydraulically operational cargo door on the upper deck. In this way it could be used as combi aircraft for cargo or passengers .
********************************************************************
calculated empty weight : 64967 [kg](45.9 [%])
aircraft equipment and service utensils:
weight oil for 12.6 hours flying : 13.4 [kg]
unusable fuel in engine and tanks 692.6 litre fuel : 543.7 [kg]
weight lifejackets : 60.8 [kg]
weight 2 life rafts (dinghy) : 84.4 [kg]
First class catering on board a VC10
weight catering : 180.2 [kg]
weight water : 248.7 [kg]
weight crew : 729 [kg]
weight crew luggage, navigation chards, flight docs (NOTOC), manuals, miscellaneous items : 134 [kg]
operational weight empty : 66961 [kg] (47.3 [%])
********************************************************************
useful load breakdown :
weight 135 passengers : 10395 [kg]
weight luggage : 2160 [kg]
weight cargo : 5484 [kg] (cargo + luggage/m3 belly : 166.0 [kg/m3])
zero fuel weight (ZFW): 85000 [kg](60.1 [%])
weight fuel for landing (1.9 hours flying) : 11160 [kg]
max. landing weight (MLW): 96160 [kg](67.9 [%])
max. fuel weight : 130928 [kg] (92.5 [%])
payload with max fuel : 114 passengers + luggage 10592 [kg]
published maximum take-off weight : 141520 [kg] (100.0 [%])
calculation : * 4 * (engine power) :
power loading (Take-off) : 379 [kg/KN]
power loading (Take-off) 1 PUF: 505 [kg/KN]
max. total take-off power : 373.8 [KN]
British Caledonian VC-10 type 1103, G-ASIW a combi version. Freddie Laker's BUA merged with Caledonian Airways in 1970 to become British Caledonian and flew the three 1103s and the prototype, G-ARTA, which had to be written off after a hard landing on 28 Jan'72.
calculation : *5* (loads) :
manoeuvre load : 1.0 [g] at 9000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.0 [g]
design flight time : 4.00 [hours]
design cycles : 17020 sorties, design hours : 68080 [hours]
max. wing loading (MTOW & flaps retracted) : 520 [kg/m2]
wing stress (2 g) during operation : 137 [N/kg] at 2g emergency manoeuvre
calculation : *6* (angles of attack) :
angle of attack zero lift : -1.79 ["]
max. angle of attack (stalling angle, clean) : 11.22 ["]
max. angle of attack (full flaps) : 13.73 ["]
Stick pusher stall warning for to high pitch up angle at lift-off
angle of attack at economic cruise speed : 2.83 ["]
BOAC VC10 Type 1101 G-ARVM c/n 815
calculation : *7* (lift & drag ratios) :
lift coefficient at angle of attack 0° : 0.15 [ ]
lift coefficient at max. speed : 0.29 [ ]
lift coefficient at max. angle of attack (clean): 1.09 [ ]
max. lift coefficient ( 30 [° ] flaps) : 1.60 [ ]
drag coefficient at max. speed : 0.0341 [ ]
drag coefficient at econ. cruise speed : 0.0361 [ ]
induced drag coefficient at econ. cruise speed : 0.0096 [ ]
drag coefficient (zero lift) : 0.0264 [ ]
lift/drag ratio at econ. speed : 8.45 [ ]
calculation : *8* (speeds) :
minimum control speed (Vmc) equal to V1
minimum unstick speed (Vmu) at TO angle 14.4 ° : 279 [km/u] (151 [kt])
take-off decision speed (V1) : 289 [km/u] (156 [kt])
take-off rotation speed (VR) : 303 [km/u] (164 [kt])
lift-off speed (VLOF) : 326 [km/u] (176 [kt]) at pitch angle : 10.8 [°]
take-off safety speed (V2) : 329 [km/u] (178 [kt])
flap retraction speed (V3) at 500m (OW loaded : 135725 [kg]): 333 [km/u] (180 [kt])
steady initial climb speed (V4) : 355 [km/u] (192 [kt])
climb speed (to FL150 with 52 [%] power) : 468 [km/hr] (253 [kt])
max. endurance speed (Vbe): 470 [km/u] min. fuel/hr : 5127 [kg/hr] at height : 5182 [m]
x
VC10 prototype G-ARTA pictured during a test flight
max. range speed (Vbr): 868 [km/u] (0.83 [mach]) min. fuel consumption : 6.45 [kg/km] at cruise height : 11887 [m]
max. cruising speed : 898 [km/hr] (485 [kt]) at 11600 [m] (power:29 [%])
max. operational speed (Mmo) : 933 [km/hr] (Mach 0.86 ) at 9450 [m] (power:36 [%])
airflow at cruise speed per engine : 79.9 [kg/s]
speed of thrust jet : 2111 [km/hr]
initial descent speed 10000 - 7315 [m]: Mach 0.82
descent speed 7315 - 3048 [m]: 537 [km/u] (290 [kt])
approach speed 3048 - 500 [m] (clean): 463 [km/u] (250 [kt])
minimum control speed (MCS) Vmca (clean): 279 [km/u] (151 [kt])
stalling speed clean at 500 [m] height at Max.Landing Weight : 96160 [kg]): 266 [km/u] (144 [kt])
Ghana Airways VC-10 srs 1102 9G-ABO on final approach to London Heathrow airport, 1972
final approach speed (landing speed) at sea-level with 30 [°] flaps VREF (max. landing weight): 253 [km/u] (137 [kt])
ICAO Aircraft Approach Category (APC) : C
stalling speed at sea-level with 30 [°] flaps VSO (max. landing weight): 195 [km/u] (105 [kt]
stalling speed at sea-level with 30 [°] flaps VSO at 141520 [kg] AUW): 236 [km/u] (127 [kt]
rate of climb (max. continuous power) at sea-level ROC (loaded, 52 % power) : 584 [m/min]
rate of climb at sea-level ROC (loaded, 75 % power) : 1219 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 52 % power on remaining engines) : 129 [m/min]
can not stay on height 1000 [m] with 2 engines out, immediate emergency landing needed
rate of descent from FL240 to FL100 (7315m > 3048m): 1393 [m/min] (4570 [ft/min])
rate of descent during approach with landing gear extended, with use of spoilers: 221 [m/min] (3.7 [m/s])
Oman Royal Flight VC-10 srs 1103 reg. A4O-AB, April 1978 LHR apt.
The Omani government had this VC10 in service for the longest time, until 1987, this aircraft is now kept in the museum at Brooklands.
calculation : *9* (regarding various performances) :
low wheel pressure, can also take off from unpaved runways
take-off distance at sea-level gravel/packed earth field : 2500 [m]
Brake kinetic energy capacity : 2349 [KW]
FAR TO runway length (TOFL) requirement at TOW 141520 [kg] standard day at SL (= ASDA) : 2478 [m]
ICAO Aerodrome Reference Code : 4D
Take-off flap setting : 10 [° ]
+++ FAA certification landing distance : +++
landing weight : 96160 [kg], TE flap setting : 30 [°]
runway condition : dry , landing over 50ft (15m) at threshold at sea-level
without use of thrust reversers, glideslope : 3.00 [°]
CAR landing runway length at SL from 15 [m], dry runway : 1882 [m] (6175 [ft])
CAR landing runway length at SL from 15 [m], wet runway: 2145 [m] (7037 [ft])
max. lift/drag ratio : 12.12 [ ]
Air Malawi VC-10 type 1103. Note the main door just in front of the wing, in the type -1151 this door is placed behind the wing. Reg 7Q-YKH
climb to 5000 [m] with max payload : 7.92 [min]
climb to 10000 [m] with max payload : 24.37 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
max. ceiling fully loaded (mtow- 60 min.fuel): 135725 [kg] ) : 15600 [m]
ceiling limited by max. pressure differential 16750 [m]
max. theoretical ceiling (OWE + 60 min.fuel) : 18800 [m] with flying weight :72756 [kg]
calculation *10* (action radius & endurance) :
range with max. payload: 8220 [km] with 18039.0 [kg] max. useful load (88.4 [%] fuel)*
range with high density pax: 8889 [km] with 151 passengers (94.6 [%] fuel)*
range with typical two-class pax: 9140 [km] with 135 passengers (96.9 [%] fuel)*
range with max.fuel and MTOW : 9475 [km] with 9 crew and 114 passengers and 0 [kg] cargo*
ferry range (calculated): 10007 [km] with 3 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 96145 [litre] fuel : 11493 [km]*
* calculated ranges without fuel reserves
Available Seat Kilometres (ASK) : 1301581 [paskm]
useful load with range 1000km : 18039 [kg]
useful load with range 1000km : 151 passengers
production (theor.max load): 16199 [tonkm/hour]
production (useful load): 16199 [tonkm/hour]
production (passengers): 130086 [paskm/hour]
oil and fuel consumption per tonkm : 0.358 [kg]
calculation *11* (operating cost) :
fuel cost per hour at econ.speed (7382 [litre]):4429 [eur] (17 [pax-km/litre fuel])
fuel cost per seat 1000km flight (145 [pax] 2-class seating): 34.51 [eur/1000PK]
oil cost per hour: 4 [eur]
Publicity photo of the VC10 cabin interior. Looks like early photo with the overhead luggage stowage as open racks. Later production aircraft had closed overhead luggage stowage.
crew cost per hour : 1200 [eur]
list price 2024 : 128 [mln USD]
average flying hours in 1 year : 2750 [hours] technical life : 25 [year]
real average service life : 24 [years]
depreciation : 24 [years] to 10% residual value
financing interest per flying hour : 1047 [EUR]
write off per flying hour : 1611 [EUR]
mean time between engine failure (MTBF) : 6202 [hr]
can continue fly on 3 engines, low risk for emergency landing for PUF
BOAC VC10 unboarding at Nairobi , Kenya
workhours per day : 8.95 [hr]
average flight hours till crash : 0.79 [mln hr] (288 service years)
safe flight hours till fatality : 9103 [hr] (3.3 service years)
reservation pax liability/flying hour : 14.15 [SDR*] (17.69 [eur])
insurance cost per hour : 744 [eur] insurance rate : 4.3 [%]
engine maintenance cost per hour : 392.1 [eur]
wing maintenance cost per hour : 149.8 [eur]
fuselage maintenance cost per hour : 42.55 [eur]
tire life (time till worn out) : 97 [cycles]
maintenance cost per hour (excluding engines): 871 [eur]
direct operating cost per hour: 10317 [eur], DOC per km : 11.64 [eur]
DOC per seat 1000km flight (145 [pax] 2-class seating): 79.31 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 76.08 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.64 [eur/kg] (= DOC/tonkm)
passenger service charge (depart at Schiphol): 11.34 [eur]
security service charge (depart at Schiphol): 10.08 [eur]
airport take-off fee / passenger : 6.55 [eur/pax]
airport landing fee / passenger : 6.55 [eur/pax]
retour ticket price 1000km trip : 250.42 [eur/pax]
price retour ticket Schiphol-Barcelona : 294.04 [eur/pax]
In 1967 VC-10 1102 c/n 824 from Ghana Airways was leased to Middle East Airlines, but this aircraft 9G-ABP was blown up on December 28, 1968 at Beirut airport by Israeli commandos.
1 fatal accidents with a total of 87 fatalities > see the accident file
Literature :
Jane’s all the world aircraft 1964-65 page 127,128
KIJK straalverkeersvliegtuigen page 46-49
Jane’s Commercial transport aircraft page 41
Wat is dat voor een vliegtuig 1963 page 242,243
Verkeersvliegtuigen Moussault page 159
Aircraft Performance Database > VC10
Air international april’98 page 253
Air international mei’98 page 297-303
The complete story of the Vickers VC10
Verkeersvliegtuigen nu en straks page 56,57
Verkehrsflugzeuge page 26-29
Oddities & Innovations (vc10.net)
Alles over de luchtvaart page 57
The fliers handbook page 84
confidence rating regarding source data : medium - all information is only available from news, social media or unofficial sources
.
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
(c) B van der Zalm 09 February 2026 contact : info.aircraftinvestigation@gmail.com ac jetpax 2020.py python 3.7.4
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