kalizzi

Jan thank you for your nice words and encouraging my humble posts. I remember as a child the road to our home ran parallel to the hold position at the end of the runway at the old Baghdad International (Al-Muthanna) airport which was downtown. This was in the 1960s. Whenever we drove past there and there was an aircraft taking off, we can tell by seeing it taxi off the apron, or if landing, especially at dusk, the runway lights would be lit, my dad used to pull over his car and we both get out and watch it do so. This was one of the most important things that instilled the love of flying into me since childhood. I still remember the VC-10 in BOAC colours with its musical shrill of pure turbojets stopping at the threshold and revving up to test the engines, then revving down and a couple of moments later start their take off run. I distinctly remember the VC-10 as a more vocal and a bit smokier than other passenger jets of its era. And there is a side to every aircraft that we overlook, the aesthetics of the model. This was a very beautiful clean sleek aircraft. I remember BOAC ads in magazines and publications bragging about the VC-10 for a long time, too. Thank you again and best wishes. Khalid

Thank you Rick for your great suggestion, and your kind words. I will look it up. My main passion is props, classical! of the likes of the DC3, the Electra, the DC2, the Catalina, The DC4, the DC6 and the Connie! Is there a group for people with such interest?

The latest addition to my hangar, here is some brief history below: The history of the Type 1101 BOAC Standard VC10 can be traced back to 1951, when BOAC was shown an early prototype of a Vickers Valiant modified for military troop deployment. The Valiant’s maiden flight had taken place in May 1951 and, due to its range and speed, the V-bomber was considered to be suitable as the basis for a military transport capable of transporting 120 passengers 2,100 nautical miles. This specification, whilst demanding at the time, sowed the seeds for a capable transatlantic jet. The prototype was designated the Vickers V-1000. The V-1000 was powered by the then new turbofan Rolls-Royce Conway, which offered greatly increased power and range. Vickers intended to make the military-designated V-1000 into a six-abreast civilian airliner, the VC-7, to be pitched at BOAC. As the prototype of the V-1000 was developed, it became increasingly apparent that it was suffering from being overweight. Vickers felt that increasing power with the new, more powerful, Rolls-Royce Conways and changing the way that the aircraft was manufactured to lower some of the weight penalties would make the V-1000 more viable. The Ministry of Supply felt differently in 1955, however, and cancelled the V-1000. This was to be a very controversial move. At the time the American manufacturers were readying their new transatlantic jets (the Boeing 707 and the Douglas DC-8), and with Pan Am’s large order of 707s and DC-8s the time was right for a British-built alternative. With the government’s cancellation and some reticence within BOAC to purchase the VC-7, however, this opportunity was missed. In fact the government decided to allow BOAC to purchase 15 Boeing 707s with the caveat that no further money should be spent on American-made aircraft. It was at this time that there appeared to be a reversal in the direction of the government concerning the VC-7, but the damage was done and the inaction had lost any real competitive advantage that the British aviation industry might have had. A year later BOAC sent out proposals for a high-performance long range airliner to operate on their African and Asian routes. This proposal was sent to both de Havilland and Vickers. Both firms were reluctant to take on the proposal but Vickers was the first firm to respond, and in early 1958 this resulted in the signing of a 35-airframe contract with options for 20 more. The VC10 was born. This wasn’t going to be a return to the now three-year-old design of the VC-7 but a completely new aircraft. It was to have features and capabilities designed to meet the challenges exclusive to the African and Asian air routes, the most significant being the short length of the runways compared to those found on the transatlantic routes. This meant that the 707 and DC-8, which both required long runways, were not well suited to the African and Asian routes. High altitudes and high temperatures were also involved, so Vickers was handed a very demanding requirement, which led to the iconic design of the VC10. The Vickers design group overcame the issue of shorter take-off requirements by moving the engines to the rear of the aircraft; this allowed a much larger flap and control surface area. The power of four Rolls-Royce Conways allowed for a much larger payload to be carried off the short runways when compared to the equivalent 707 and DC-8s. The negative effects of high altitude operations were negated by the clean wing principle. Unlike their competitor’s airframes with pod-mounted engines, the engines were in the rear of the aircraft, which allowed for a clean wing that utilises 100% of the available area of a wing to maximum effectiveness. The power of the engines and the excellent flight characteristics afforded by the clean wing principle also allowed the VC10 to make longer non-stop flights, which was ideal for the BOAC routes. Unfortunately for the VC10 project, the popularity of the 707 and DC-8 airframes resulted in the runways on BOAC’s routes being lengthened to allow these types to operate from runways which were once exclusively the domain of the VC10. As the world’s airlines moved to the Boeing and Douglas airframes, the VC10’s advantage was ebbing. Throughout the development of the VC10 the specifications were expanded – quite literally in the case of the later Super VC10 which featured a stretched fuselage – but the key design principles of rear-mounted engines and a clean wing remained. Following their retirement from the commercial airline world, VC10s served for many years in the Royal Air Force, being converted into troop transport, tanker and cargo aircraft before finally retiring in 2013.

Please count me in to beta test, I love this! It is so good looking. Will email you. Best wishes. Khalid

Hi Larry, glad you like.

Wowwwwwww! awesome...

Thank you Rick, what a relief I was like phew. What triggered me to load and try this baby is an awesome old book I started to read, entitled "Fate is the hunter" by Ernest K. Gann! This book is dangerously addictive. That is, of course, added to love story Jan has with this ship. Best wishes. K.

Thanks for the link / tip. Downloading right now.

Dear Rick, They say there is no question that is too stupid to ask. Did I miss out on the same thing? do I need to add something? Thanks for your kind words by the way. Best wishes. K.

Jan, Gerard thank you for your kind words. 85 repaints? are you using the same base model as the one I downloaded?

I have downloaded the FSX update of Jens B. Kristensen's DC-4, by Bob Chicilo. She seems like a very graceful lady and handles really well. The model is well polished and the VC and 2D cockpits are excellent for a freeware. I took the C-54 for a trip to Alaska and took a couple of shots approaching Juneau to land. I was wondering which freeware model is the best, I am asking your opinions, folks, including Jan the ultimate authority on the DC-4 on here. Best wishes. Khalid

Hey Rupert I am in it too, and at Port Said at the moment too. Which hotel you're staying at so we can have a drink before the next leg on Tuesday?!

is your hand too shaky or is it just clear air turbulence? I'm older than you mate, don't demoralize me :P