Vickers Super VC10s in 1:400 Scale
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Updated: May 2025
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The VC10-1150 (Super VC10) was an attempt to appease BOAC by making the standard VC10 longer thus giving it better economics. Alas, BOAC was not easily pleased and still did its best to kill the entire VC10 programme. Eventually however 17 stretched VC10s were delivered to BOAC between 1965-69 whilst 5 also went to East African.
Ironically the Super was an extremely popular type in BOAC's fleet with passengers and crew, and apparently they achieved higher load factors with the VC10s than they did with 707s further going to rubbish the initial claims of BOAC (which were dodgy to begin with). The Supers continued to serve with BA into 1981 when they were retired, finally done in by their high fuel costs and noisiness. Most ended up with the RAF.
Ironically the Super was an extremely popular type in BOAC's fleet with passengers and crew, and apparently they achieved higher load factors with the VC10s than they did with 707s further going to rubbish the initial claims of BOAC (which were dodgy to begin with). The Supers continued to serve with BA into 1981 when they were retired, finally done in by their high fuel costs and noisiness. Most ended up with the RAF.
Vickers Super VC10-1151 in 1:400 Scale
Given the small production run and low number of operators coverage in 400 scale has been decent. Aeroclassics, with its lower production runs, has been able to take better advantage of the type than Gemini Jets. Both Gemini and Aeroclassics released all their models but one each in the 2006-2007 period. Gemini released an RAF version in 2008 and Aeroclassics made one odd release as late as 2013. Sadly, it seems unlikely we will see anymore Super VC10s made.
For discussion of Standard VC10s in 400 scale see:
Vickers Super VC10-1151 in Real Life
The Super was a basic stretch of the Standard making it 3.96m (13ft) longer, but it also featured more powerful Conway 550 engines and an additional fuel tank in the tailfin. The 5 aircraft built for EAA were fitted with a large side cargo door (SCD) allowing operations in combi configuration. The RAF aircraft pictured below is one of the ex-EAA frames and shows the SCD well.
Photo by Steve Fitzgerald from Wikipedia
MilborneOne, CC BY-SA 3.0 , via Wikimedia Commons
Giorgio Adamo, Public domain, via Wikimedia Commons
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For more on the VC10 check out the awesome website: vc10.net
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Also find the book by Scott Henderson and published by Scovall Publishing:
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VC10-1150 Moulds
Gemini Jets (2006)
The Gemini Super VC10 unsurprisingly was developed at the same time as the standard VC10 and it shares all the characters of the short version. That includes the odd detachable and moveable horizontal stabilisers and slightly chunky proportions. With larger production runs it isn't surprising that Gemini didn't use this mould very much. In fact, they used it only 3 times for civil versions (BOAC, British Airways and EAA) and once for an RAF VC10 K.3.
Aeroclassics (2006)
Much like with the Trident it seems Aeroclassics and Gemini were in intense mould competition at this time and like with the Trident they have produced quite unique moulds both of which are great. Aeroclassics certainly used their Super mould a lot more than Gemini with 20 airline releases covering the majority of available liveries. Aeroclassics most recent (2013) use of their mould however didn't go down well as it appeared to be a quick attempt at a Meatcleaver livery version which was very inaccurate.
Aeroclassics vs Gemini Mould Comparison
Comparing the two moulds I think the Aeroclassics is better. The nose on the Gemini seems a bit large whilst the Gemini tail appears rather undersized. The Gemini mould has better detailing on the wing surfaces but the flap track fairings are a little long.
There are also differences between the two moulds in the tail region. The separated horizontal stabiliser of the Gemini looks a bit ugly compared to the seamless tail of the Aeroclassics mould. The Gemini moulds also have larger engines compared to the Aeroclassics.
A quick note on thrust reverser printing. As you can see below the Aeroclassics mould (upper model G-ASGC) has four thrust reversers whereas the Geminis have only two. Early VC10s had four but the inner two were blanked off around 1966/67 as they caused damage to the fuselage. The Aeroclassics here is accurate as it is a BOAC example.
Thanks to Paul Mills and Gavin Miller for the details about the engines and thrust reversers and Paul for the photo below.
There are also differences between the two moulds in the tail region. The separated horizontal stabiliser of the Gemini looks a bit ugly compared to the seamless tail of the Aeroclassics mould. The Gemini moulds also have larger engines compared to the Aeroclassics.
A quick note on thrust reverser printing. As you can see below the Aeroclassics mould (upper model G-ASGC) has four thrust reversers whereas the Geminis have only two. Early VC10s had four but the inner two were blanked off around 1966/67 as they caused damage to the fuselage. The Aeroclassics here is accurate as it is a BOAC example.
Thanks to Paul Mills and Gavin Miller for the details about the engines and thrust reversers and Paul for the photo below.
VC10 Moulds from above. Top Aeroclassics Super VC10, Left Gemini VC10-1101, Right Gemini Super VC10 G-ASGP