RAF VICKERS VC10 Diecast Metal Airplane with Stand-Mint Condition/Sold Loose-CORGI Desktop Display-Perfect Gift for Collectors!
$ 34.99
RAF VICKERS VC10 -Diecast Metal Airplane with Stand-Mint Condition/Sold
Loose-CORGI Desktop Display-Perfect Gift for Collectors!Rafe Find! RAF VICKERS VC10 Jet Airplane. Intricately-detailed, adult collector model-made by Corgi. Constructed of die cast metal. Hard to find vintage model! Desktop display model-comes with (easy to set up) stand. Measures 4 1/2"L x 4"W x 2 1/2 "H (mounted). Sold loose in collectors bag. Pristine/mint condition model-never previously handled or displayed (until today for our photos). The perfect gift for vintage aircraft fans, toy collectors, and veterans! We ship fast & safe worldwide every day. See Aircraft Bio below.... Note: My dad owned a Diecast toy store for 30 years. I inherited the store inventory when he passed away several years ago. I am (just now) able to bring myself to begin selling his cars-so they can be shared with the world. All pristine and mint condition vintage models will (eventually) be listed here on ETSY. All the inventory is NEW (vintage) merchandise-which was intended for retail sale. Please know-our diecast toys have NEVER been "played-with” we do not sell used, or damaged toys.
•
•
•FOR A LIMITED TIME
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•Purchases totaling $35 and above qualify for FREE shipping to USA! Add more items to your Etsy shopping cart to save $$$.AIRCRAFT BIO:The Vickers VC10 is a mid-sized, narrow-body long-range British jet airliner designed and built by Vickers-Armstrongs (Aircraft) Ltd and first flown at Brooklands, Surrey, in 1962. The airliner was designed to operate on long-distance routes from the shorter runways of the era and commanded excellent hot and high performance for operations from African airports. The performance of the VC10 was such that it achieved the fastest crossing of the Atlantic by a subsonic jet airliner of 5 hours and 1 minute, a record that was held for 41 years, until February 2020 when a British Airways Boeing 747 broke the record at 4 hours 56 minutes due to Storm Ciara.[1][2][3] Only the supersonic Concorde was faster. The VC10 is often compared to the larger Soviet Ilyushin Il-62, the two types being the only airliners to use a rear-engined quad layout. The smaller business jet Lockheed JetStar also has this engine arrangement.Although only a relatively small number of VC10s were built, they provided long service with BOAC and other airlines from the 1960s to 1981. They were also used from 1965 as strategic air transports for the Royal Air Force, and ex-passenger models and others were used as aerial refuelling aircraft. The 50th anniversary of the first flight of the prototype VC10, G-ARTA, was celebrated with a "VC10 Retrospective" Symposium and the official opening of a VC10 exhibition at Brooklands Museum on 29 June 2012. The type was retired from RAF service on 20 September 2013.[4] It has been succeeded in the aerial refuelling role by the Airbus Voyager. VC10 K.3 ZA147 performed the final flight of the type on 25 September 2013.Military service1960s and 1970sIn 1960, the RAF issued Specification 239 for a strategic transport, which resulted in an order being placed by the Air Ministry with Vickers in September 1961 for five VC10s. The order was increased by an additional six in August 1962, with a further three aircraft cancelled by BOAC added in July 1964.[41] The military version (Type 1106) was a combination of the Standard combi airframe with the more powerful engines and fin fuel tank of the Super VC10.[42] It also had a detachable in-flight refuelling nose probe and an auxiliary power unit in the tailcone. Another difference from the civil specification was that all the passenger seats faced backwards for safety reasons.[43] In addition to the strategic transport role, the VC10 routinely served in the aeromedical evacuation and VIP roles. In its VIP role, the aircraft was commonly used by members of the British Royal Family, such as during Elizabeth II's bicentennial tour of America, and by several British Prime Ministers; Margaret Thatcher reportedly insisted on flying by VC10.[47][48] The aircraft proved capable of being flown non-stop by two flight crews, enabling several round-the-world flights, one such VC10 circumnavigated the globe in less than 48 hours.[47]One aircraft (XR809) was leased to Rolls-Royce for flight testing of the RB211 turbofan between 1969 and 1975.[46][49] On return to the RAF, it was discovered that the airframe was distorted, possibly due to the power difference between the RB211 on one side and the Conways on the other. It was considered uneconomical to repair and was partially scrapped, part of the airframe retained for load training.[50]In 1977, studies began into converting redundant commercial VC10s into aerial refuelling tankers;[51] the RAF subsequently issued a contract to British Aerospace to convert five former BOAC VC10s and four former East African Airways Super VC10s,[52] designated VC10 K.2 and VC10 K.3 respectively. During conversion, extra fuel tanks were installed in the former passenger cabin; these increased the theoretical maximum fuel load to 85 tons/77 tonnes (K.2) and 90 tons/82 tonnes (K.3), the Super VC10's fin fuel tank making the difference. In practice, the fuel load was capped by the maximum take-off weight before the tanks were full. Both variants featured a pair of wing-mounted refuelling pods and a single centreline refuelling point, known as a Hose Drum Unit (HDU), installed in the rear freight bay; nose-mounted refuelling probes were also fitted.Conversion of K.2, K.3 and K.4 tankers took place at British Aerospace's Filton site. The K.3s had a forward freight door, facilitating the insertion of five upper fuselage tanks in the main fuselage; the K.2s lacked forward freight doors, thus a section of the upper fuselage was dismantled to insert the five upper tanks. In the K.2 and K.3 conversions, extensive floor reinforcement was installed to support the additional weight imposed by the five fuel tanks.1980s and 1990sIn 1981, 14 former BA Super VC10s were purchased and stored for spare parts. In the early 1990s, to help the VC10 fleet replace the recently retired Handley Page Victor tankers, five of the stored aircraft were converted to VC10 K.4 tankers.[53] Shortly after entering service, extensive wing tank corrosion was discovered on the lower wing surfaces; this was attributed mainly to the storage method used prior to conversion, the wing tanks had been defuelled and filled with water as ballast. Extensive wing tank corrosion rectification work, including tank replacement, often took place during major services. The K.4 conversions, as with the K.2, lacked forward freight doors, thus it was decided that there would be no internal refuelling tanks fitted. The K.4 had identical refuelling equipment to the K.2 and K.3, but lacked the extra fuselage fuel tanks and retained the same fuel capacity as a Super VC10.During the 1980s and early 1990s, the 13 surviving C.1s were equipped with wing-mounted refuelling pods (HDUs) and re-designated as VC10 C.1K two-point tanker/transports. No extra tanks were fitted, the fuel load remaining at 80 tons (70 tonnes). The conversions were undertaken by FR Aviation Limited based at Hurn Airport, near Bournemouth.[54] The in-flight refuelling probe was an original feature on the aircraft, but had been removed during the 1970s and 1980s due to lack of use; the probes were refitted prior to the conversion. Replacing the Conway engines with IAE V2500 was studied but was not found to be cost-effective.[55]In 1982, VC10 C.1s formed a part of the airbridge between RAF Brize Norton and Wideawake Airfield on Ascension Island during Operation Corporate, the campaign to retake the Falkland Islands.[56] VC10s were also used in a more unconventional sense – the Avro Vulcan bombers that participated in Operation Black Buck had been rapidly retro-fitted with the Dual Delco Carousel navigation system of the Super VC10s, enabling effective open-ocean navigation.[57] A pair of VC10s were also painted with Red Cross markings and used for casualty evacuation from neutral Uruguay during the conflict.[48]In 1991, 9 K.2s and K.3s were deployed to bases in Bahrain, Saudi Arabia and Oman as part of Operation Granby, the UK's contribution to the First Gulf War. A total of 5,000 flight hours across 381 sorties were flown in the theatre, flying both aerial refuelling and logistical missions in support of coalition forces in combat with the occupying Iraqi forces in Kuwait.[48][56] VC10s remained stationed in the region throughout the 1990s, supporting allied aircraft enforcing no-fly zones over parts of Iraq, and during the 1998 Airstrikes on Iraq.[58][59]During the 1999 NATO bombing of Yugoslavia, VC10 tankers were stationed at bases in Southern Italy to refuel NATO aircraft in the theatre, as part of Operation Allied Force.[58] The VC10s allowed Tornado GR.1 fighter-bombers stationed at RAF Bruggen to conduct long-range strike missions against targets inside Serbia.[56]2000sDuring the 2003 invasion of Iraq by an American-led coalition, a total of nine VC10s were deployed to the theatre under Operation Telic.[56] In the aftermath of the invasion, multiple VC10s were commonly stationed in Iraq; in addition to logistics operations, more than a thousand casualties of the conflict were evacuated to Cyprus by VC10s.[58] In June 2009, the remaining VC10s were withdrawn from Iraq, along with most other British military assets.[60]Between 2000 and 2003, the remaining K.2s were retired and scrapped. The surviving K.3s served as tanker/transports with No. 101 Squadron at Brize Norton, Oxfordshire and the single remaining K.4 supported No. 1312 Flight at RAF Mount Pleasant in the Falkland Islands.[61] In January 2010, VC10 passenger operations were temporarily suspended while an airworthiness review was carried out.[62] The VC10 and Lockheed TriStar tanker/transports were replaced in RAF service by the Airbus A330 MRTT Voyager under the Future Strategic Tanker Aircraft Project.[64][65] The type's final flights in RAF service took place on 20 September 2013, the final refuelling sortie was followed by a tour of the UK.[4][66] On 24 September, ZA150 made its last flight to Dunsfold Aerodrome for preservation at the Brooklands Museum, while ZA147 arrived at Bruntingthorpe on 25 September. After the closure of the British Aerospace factories at Brooklands/Weybridge and Hatfield, responsibility of design and all commercial activity transferred to British Aerospace (now BAE Systems) Manchester, Woodford and Chadderton sites. In the mid-1990s, when the design of detailed components was subcontracted, the design team transferred from Woodford to Chadderton. In 2003, responsibility for the commercial procurement of all spares items was undertaken by BAE Systems, at BAE Systems Samlesbury. The Chadderton site maintained responsibility for the MoD contracts for project managing modifications; major repairs and major maintenance being carried out at RAF St Athan.
Loose-CORGI Desktop Display-Perfect Gift for Collectors!Rafe Find! RAF VICKERS VC10 Jet Airplane. Intricately-detailed, adult collector model-made by Corgi. Constructed of die cast metal. Hard to find vintage model! Desktop display model-comes with (easy to set up) stand. Measures 4 1/2"L x 4"W x 2 1/2 "H (mounted). Sold loose in collectors bag. Pristine/mint condition model-never previously handled or displayed (until today for our photos). The perfect gift for vintage aircraft fans, toy collectors, and veterans! We ship fast & safe worldwide every day. See Aircraft Bio below.... Note: My dad owned a Diecast toy store for 30 years. I inherited the store inventory when he passed away several years ago. I am (just now) able to bring myself to begin selling his cars-so they can be shared with the world. All pristine and mint condition vintage models will (eventually) be listed here on ETSY. All the inventory is NEW (vintage) merchandise-which was intended for retail sale. Please know-our diecast toys have NEVER been "played-with” we do not sell used, or damaged toys.
•
•
•FOR A LIMITED TIME
•
•
•Purchases totaling $35 and above qualify for FREE shipping to USA! Add more items to your Etsy shopping cart to save $$$.AIRCRAFT BIO:The Vickers VC10 is a mid-sized, narrow-body long-range British jet airliner designed and built by Vickers-Armstrongs (Aircraft) Ltd and first flown at Brooklands, Surrey, in 1962. The airliner was designed to operate on long-distance routes from the shorter runways of the era and commanded excellent hot and high performance for operations from African airports. The performance of the VC10 was such that it achieved the fastest crossing of the Atlantic by a subsonic jet airliner of 5 hours and 1 minute, a record that was held for 41 years, until February 2020 when a British Airways Boeing 747 broke the record at 4 hours 56 minutes due to Storm Ciara.[1][2][3] Only the supersonic Concorde was faster. The VC10 is often compared to the larger Soviet Ilyushin Il-62, the two types being the only airliners to use a rear-engined quad layout. The smaller business jet Lockheed JetStar also has this engine arrangement.Although only a relatively small number of VC10s were built, they provided long service with BOAC and other airlines from the 1960s to 1981. They were also used from 1965 as strategic air transports for the Royal Air Force, and ex-passenger models and others were used as aerial refuelling aircraft. The 50th anniversary of the first flight of the prototype VC10, G-ARTA, was celebrated with a "VC10 Retrospective" Symposium and the official opening of a VC10 exhibition at Brooklands Museum on 29 June 2012. The type was retired from RAF service on 20 September 2013.[4] It has been succeeded in the aerial refuelling role by the Airbus Voyager. VC10 K.3 ZA147 performed the final flight of the type on 25 September 2013.Military service1960s and 1970sIn 1960, the RAF issued Specification 239 for a strategic transport, which resulted in an order being placed by the Air Ministry with Vickers in September 1961 for five VC10s. The order was increased by an additional six in August 1962, with a further three aircraft cancelled by BOAC added in July 1964.[41] The military version (Type 1106) was a combination of the Standard combi airframe with the more powerful engines and fin fuel tank of the Super VC10.[42] It also had a detachable in-flight refuelling nose probe and an auxiliary power unit in the tailcone. Another difference from the civil specification was that all the passenger seats faced backwards for safety reasons.[43] In addition to the strategic transport role, the VC10 routinely served in the aeromedical evacuation and VIP roles. In its VIP role, the aircraft was commonly used by members of the British Royal Family, such as during Elizabeth II's bicentennial tour of America, and by several British Prime Ministers; Margaret Thatcher reportedly insisted on flying by VC10.[47][48] The aircraft proved capable of being flown non-stop by two flight crews, enabling several round-the-world flights, one such VC10 circumnavigated the globe in less than 48 hours.[47]One aircraft (XR809) was leased to Rolls-Royce for flight testing of the RB211 turbofan between 1969 and 1975.[46][49] On return to the RAF, it was discovered that the airframe was distorted, possibly due to the power difference between the RB211 on one side and the Conways on the other. It was considered uneconomical to repair and was partially scrapped, part of the airframe retained for load training.[50]In 1977, studies began into converting redundant commercial VC10s into aerial refuelling tankers;[51] the RAF subsequently issued a contract to British Aerospace to convert five former BOAC VC10s and four former East African Airways Super VC10s,[52] designated VC10 K.2 and VC10 K.3 respectively. During conversion, extra fuel tanks were installed in the former passenger cabin; these increased the theoretical maximum fuel load to 85 tons/77 tonnes (K.2) and 90 tons/82 tonnes (K.3), the Super VC10's fin fuel tank making the difference. In practice, the fuel load was capped by the maximum take-off weight before the tanks were full. Both variants featured a pair of wing-mounted refuelling pods and a single centreline refuelling point, known as a Hose Drum Unit (HDU), installed in the rear freight bay; nose-mounted refuelling probes were also fitted.Conversion of K.2, K.3 and K.4 tankers took place at British Aerospace's Filton site. The K.3s had a forward freight door, facilitating the insertion of five upper fuselage tanks in the main fuselage; the K.2s lacked forward freight doors, thus a section of the upper fuselage was dismantled to insert the five upper tanks. In the K.2 and K.3 conversions, extensive floor reinforcement was installed to support the additional weight imposed by the five fuel tanks.1980s and 1990sIn 1981, 14 former BA Super VC10s were purchased and stored for spare parts. In the early 1990s, to help the VC10 fleet replace the recently retired Handley Page Victor tankers, five of the stored aircraft were converted to VC10 K.4 tankers.[53] Shortly after entering service, extensive wing tank corrosion was discovered on the lower wing surfaces; this was attributed mainly to the storage method used prior to conversion, the wing tanks had been defuelled and filled with water as ballast. Extensive wing tank corrosion rectification work, including tank replacement, often took place during major services. The K.4 conversions, as with the K.2, lacked forward freight doors, thus it was decided that there would be no internal refuelling tanks fitted. The K.4 had identical refuelling equipment to the K.2 and K.3, but lacked the extra fuselage fuel tanks and retained the same fuel capacity as a Super VC10.During the 1980s and early 1990s, the 13 surviving C.1s were equipped with wing-mounted refuelling pods (HDUs) and re-designated as VC10 C.1K two-point tanker/transports. No extra tanks were fitted, the fuel load remaining at 80 tons (70 tonnes). The conversions were undertaken by FR Aviation Limited based at Hurn Airport, near Bournemouth.[54] The in-flight refuelling probe was an original feature on the aircraft, but had been removed during the 1970s and 1980s due to lack of use; the probes were refitted prior to the conversion. Replacing the Conway engines with IAE V2500 was studied but was not found to be cost-effective.[55]In 1982, VC10 C.1s formed a part of the airbridge between RAF Brize Norton and Wideawake Airfield on Ascension Island during Operation Corporate, the campaign to retake the Falkland Islands.[56] VC10s were also used in a more unconventional sense – the Avro Vulcan bombers that participated in Operation Black Buck had been rapidly retro-fitted with the Dual Delco Carousel navigation system of the Super VC10s, enabling effective open-ocean navigation.[57] A pair of VC10s were also painted with Red Cross markings and used for casualty evacuation from neutral Uruguay during the conflict.[48]In 1991, 9 K.2s and K.3s were deployed to bases in Bahrain, Saudi Arabia and Oman as part of Operation Granby, the UK's contribution to the First Gulf War. A total of 5,000 flight hours across 381 sorties were flown in the theatre, flying both aerial refuelling and logistical missions in support of coalition forces in combat with the occupying Iraqi forces in Kuwait.[48][56] VC10s remained stationed in the region throughout the 1990s, supporting allied aircraft enforcing no-fly zones over parts of Iraq, and during the 1998 Airstrikes on Iraq.[58][59]During the 1999 NATO bombing of Yugoslavia, VC10 tankers were stationed at bases in Southern Italy to refuel NATO aircraft in the theatre, as part of Operation Allied Force.[58] The VC10s allowed Tornado GR.1 fighter-bombers stationed at RAF Bruggen to conduct long-range strike missions against targets inside Serbia.[56]2000sDuring the 2003 invasion of Iraq by an American-led coalition, a total of nine VC10s were deployed to the theatre under Operation Telic.[56] In the aftermath of the invasion, multiple VC10s were commonly stationed in Iraq; in addition to logistics operations, more than a thousand casualties of the conflict were evacuated to Cyprus by VC10s.[58] In June 2009, the remaining VC10s were withdrawn from Iraq, along with most other British military assets.[60]Between 2000 and 2003, the remaining K.2s were retired and scrapped. The surviving K.3s served as tanker/transports with No. 101 Squadron at Brize Norton, Oxfordshire and the single remaining K.4 supported No. 1312 Flight at RAF Mount Pleasant in the Falkland Islands.[61] In January 2010, VC10 passenger operations were temporarily suspended while an airworthiness review was carried out.[62] The VC10 and Lockheed TriStar tanker/transports were replaced in RAF service by the Airbus A330 MRTT Voyager under the Future Strategic Tanker Aircraft Project.[64][65] The type's final flights in RAF service took place on 20 September 2013, the final refuelling sortie was followed by a tour of the UK.[4][66] On 24 September, ZA150 made its last flight to Dunsfold Aerodrome for preservation at the Brooklands Museum, while ZA147 arrived at Bruntingthorpe on 25 September. After the closure of the British Aerospace factories at Brooklands/Weybridge and Hatfield, responsibility of design and all commercial activity transferred to British Aerospace (now BAE Systems) Manchester, Woodford and Chadderton sites. In the mid-1990s, when the design of detailed components was subcontracted, the design team transferred from Woodford to Chadderton. In 2003, responsibility for the commercial procurement of all spares items was undertaken by BAE Systems, at BAE Systems Samlesbury. The Chadderton site maintained responsibility for the MoD contracts for project managing modifications; major repairs and major maintenance being carried out at RAF St Athan.
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