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| British Aerospace VC10 |
Militarymedia.net - Included in the production of the 54 Vickers VC10 and Super VC10 are 14 transports for the RAF that combine the features of both variants. Apart from having the VC10's short fuselage, almost all of the technical features of the VC10 C.Mk 1 belong to the Super VC10, including an upgraded engine, stronger structure, wet fins (integral tank), extended front edge and increased gross weight. To meet RAF requirements, the C.Mk 1 also features a tail-mounted Artouste auxiliary power unit, large cargo doors and reinforced floors for heavy haulage.
Thirteen aircraft (the 14th being the RB.211 engine test stand) were equipped with in-flight refueling probes and, between 1991 and 1992, these aircraft acquired Mk 32 HDUs (drum-hose units) under each outer wing. Known as the VC10 C.Mk 1Ks, this dual role tanker/transport continues to provide exemplary service with the No10. To meet the RAF's demand for tankers, the No101 received nine secondhand civilian aircraft which were completely rebuilt by BAe Bristol. Five British Airways VC10 became VC10 K.Mk 2 tankers and four East African Model 1154 Super became VC10 K.Mk 3 tankers. The RAF bought the last 14 British Airways Supers, three of which were cannibalized and the rest were kept for possible conversion into tankers at a later date.
On 30 July 1993, the first of five VC10 K.Mk 4s, converted from a stored fuselage, was flown for the first time. This three-point tanker has no auxiliary fuel tank and is used for short-range operations. The K.Mk 2 and K.Mk 3 are generally carried to the C.Mk 1 standard, but do not have the passenger windows and cargo doors closed. Five large double-coated tanks were added above the floor, and three HDUs were installed, an Mk 17B in the rear fuselage and an Mk 32 under each outer wing. The VC10 served during the 1991 Gulf War and during the NATO Allied Forces operation against Serbia in 1999.
All VC10 aircraft were decommissioned in 2013. It was replaced by the KC-30 Voyager.
