{"id":20042858,"date":"2026-09-04T11:43:18","date_gmt":"2026-09-04T09:43:18","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/vickers-v-1000-vc7-cancelled-1955-british-jet-airliner\/"},"modified":"2026-09-04T11:43:47","modified_gmt":"2026-09-04T09:43:47","slug":"vickers-v-1000-vc7-cancelled-1955-british-jet-airliner","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/es\/vickers-v-1000-vc7-cancelled-1955-british-jet-airliner\/","title":{"rendered":"Vickers V.1000: The British Jet Airliner Scrapped 80% Built"},"content":{"rendered":"<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\r\n\r\n<p>In November 1955 the British government cancelled a four-engined jet transport that was around 80 percent built, on the grounds that nobody in Britain wanted it.<\/p>\r\n\r\n<p>Eleven months later the same government approved the purchase of fifteen Boeing 707s for its state airline, at a cost of \u00a344 million, powered by the same British engine it had just declined to fund.<\/p>\r\n\r\n<p>The aircraft was the Vickers V.1000, and its civil version the VC7. The prototype was scrapped where it stood.<\/p>\r\n\r\n\r\n<div style=\"background:#f5f5f5;padding:20px 24px;margin:26px 0;border-left:4px solid #5C91FF\"><p style=\"margin:0 0 10px;font-weight:700;font-size:17px;color:#0d1117\">Quick Facts<\/p><table style=\"width:100%;border-collapse:collapse;font-size:15px\"><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Aircraft<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Vickers V.1000 (military) \/ VC7 (civil)<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Specification<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Air Ministry C.132D, released October 1952<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Designer<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Sir George Edwards, Vickers-Armstrongs<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Prototype<\/strong><\/td><td style=\"padding:5px 0;color:#222\">XD662, built at Foxwarren, assembled at Wisley, Surrey<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Length<\/strong><\/td><td style=\"padding:5px 0;color:#222\">146 ft 0 in (44.50 m)<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Wingspan<\/strong><\/td><td style=\"padding:5px 0;color:#222\">140 ft 0 in (42.67 m)<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Engines<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Four Rolls-Royce Conway turbofans, buried in the wing roots<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Crew<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Five on the military version<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Capacity<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Up to 120 equipped troops; the VC7 was planned for around 130 passengers<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Cruise<\/strong><\/td><td style=\"padding:5px 0;color:#222\">520 mph (830 km\/h)<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Cancelled<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Announced 11 November 1955; confirmed in the Commons 28 November 1955<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Completion at cancellation<\/strong><\/td><td style=\"padding:5px 0;color:#222\">About 75 to 80 percent<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Fate<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Scrapped at Wisley. Nothing survives<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Spent<\/strong><\/td><td style=\"padding:5px 0;color:#222\">\u00a32.3 million of public money on the military version<\/td><\/tr><\/table><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">A transport that could keep up with a V-bomber<\/h2>\r\n\r\n<p>The requirement was straightforward. Britain was deploying nuclear-armed V-bombers around a shrinking empire, and the Hastings piston transports that supported them were slow and elderly. The RAF wanted an aircraft that could carry 120 troops at the same speed and over the same distances as the bombers themselves.<\/p>\r\n\r\n<p>Vickers\u2019 first answer, the Type 716, bolted a new fuselage onto Valiant wings, tail and undercarriage. By the end of 1952 the company had thrown all of that away and was designing something new. Vickers won the competition in March 1953, beating submissions from Handley Page, Avro, Bristol, Shorts, Saunders-Roe and de Havilland.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img data-opt-id=1903261922  fetchpriority=\"high\" decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:nm0s.d0de\/w:auto\/h:auto\/q:mauto\/ig:avif\/https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/vickers-valiant-v-bomber-xd868.jpg\" alt=\"Vickers Valiant V-bomber XD868\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The Vickers Valiant. The V.1000 began as an attempt to hang a transport fuselage on Valiant wings, then became an entirely new aeroplane with a 140-foot span. Photo: Wikimedia Commons.<\/figcaption><\/figure>\r\n\r\n\r\n<p>What emerged was ahead of its time in several respects. A compound-swept wing \u2014 around 38 degrees at the inner leading edge, around 27 degrees outboard \u2014 with curved K\u00fcchemann tips. Four Rolls-Royce Conways buried in the wing, set well outboard to keep cabin noise down and the efflux off the rear fuselage. A cabin and engine bay designed on explicitly fail-safe principles, which the Comet 1 had not been. Pressurised underfloor holds. A hydraulic freight lift so the RAF could load it without ground equipment.<\/p>\r\n\r\n<p>And a fuselage twelve feet six inches wide, allowing six-abreast seating \u2014 at a moment when Boeing was still arguing internally about the width of the 707 and Douglas was contemplating five-abreast on the DC-8.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">The weight problem, and the airline<\/h2>\r\n\r\n<p>It got heavy. By mid-1955 the all-up weight had risen well beyond the original forecast, and the extra mass ate into the one thing the civil version absolutely had to have: non-stop London to New York.<\/p>\r\n\r\n<p>BOAC, which had been involved in the studies from the start, went cold. Its managing director Miles Thomas did not believe Rolls-Royce would deliver the Conway thrust increases needed to fix it, and BOAC was already committed to buying Comet 4s and Britannias. Government meetings in September 1955 formalised the airline\u2019s disinterest.<\/p>\r\n\r\n<p>That mattered enormously, because of a doctrine the minister stated openly.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #5C91FF;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;Everyone concerned accepts that we cannot launch an aircraft of this category into the markets of the world unless we first have a home purchaser who will buy and operate it, which is not so in this case.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Reginald Maudling<\/strong> &mdash; Minister of Supply, House of Commons, 28 November 1955<\/div><\/div><\/div>\r\n\r\n\r\n<p>No home airline, no aircraft. It is not an unreasonable principle. It did mean that the fate of Britain\u2019s only large jet airliner rested on the commercial judgement of one nationalised corporation.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">11 November 1955<\/h2>\r\n\r\n<p>The Ministry of Supply announced the cancellation at a press conference. Maudling confirmed it in the Commons seventeen days later, giving three reasons: the aircraft was late, the long-range Britannia was going well and could arrive sooner, and BOAC did not want the civil version. The contracts for one prototype and six production aircraft were cancelled.<\/p>\r\n\r\n<p>There was an additional consideration nobody mentioned in the chamber. Short Brothers in Belfast had just lost Comet 2 licence production and the Supermarine Swift, and needed work badly. Britannias could be built there.<\/p>\r\n\r\n<p>The Commons did not take it quietly. On 8 December, Paul Williams, member for Sunderland South, opened an adjournment debate.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #d32f2f;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;I wish this evening to raise the question of what is to me one of the most disgraceful, most disheartening and most unfortunate decisions that has been taken in relation to the British aircraft industry in recent years.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Paul Williams MP<\/strong> &mdash; opening the adjournment debate on the Vickers V-1000, House of Commons, 8 December 1955<\/div><\/div><\/div>\r\n\r\n\r\n<p>He also had the best line of the night about the ministry\u2019s claim that the V.1000 existed only on paper: \u201cCan my hon. Friend tell me where else the D.C.8, for example, exists today except on paper?\u201d<\/p>\r\n\r\n<p>William Robson Brown put the physical reality of it plainly: the carcass was very nearly completed and the prototype could be finished within twelve months. Air Commodore Harvey pointed out that nearly \u00a33 million had already been spent, and that for perhaps another \u00a311 million Britain would have a transatlantic aeroplane flying in 1959 or 1960. John Peyton observed that the decision was welcomed only by competitors in the United States.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/CIMv8qZd0fM\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p>The full V.1000 and VC7 story, and what Britain gave away in November 1955.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">The government\u2019s case<\/h2>\r\n\r\n<p>To be fair to it, the government had one. F. J. Erroll, replying for the Ministry of Supply, reduced it to three facts: the military aircraft could not meet the full specification in time; it might have met it several years late; and the long-range Britannia had gone forward well and could be available earlier.<\/p>\r\n\r\n<p>On the civil side, he relayed BOAC\u2019s reasoning at length \u2014 that the Comet 4 and the long-range Britannia would keep the corporation competitive on the North Atlantic well into the 1960s, that turboprops were more economical than jets, and that an aircraft capable of flying non-stop from London to New York would not seriously damage British traffic in the early 1960s.<\/p>\r\n\r\n<p>He added, for good measure, that the cost per passenger mile of the Britannia would be considerably less than that of the Boeing 707 or the DC-8 \u2014 noting that those two American aircraft had still to be proved on transatlantic flight.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img data-opt-id=1425677169  fetchpriority=\"high\" decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:nm0s.d0de\/w:auto\/h:auto\/q:mauto\/ig:avif\/https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/boac-boeing-707-436-conway.jpg\" alt=\"BOAC Boeing 707-436 powered by Rolls-Royce Conway engines\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">A BOAC Boeing 707-436. Eleven months after cancelling the V.1000, the British government approved the purchase of fifteen of these \u2014 powered by the Rolls-Royce Conway, the engine BOAC had said it did not trust. Photo: Wikimedia Commons.<\/figcaption><\/figure>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Eleven months<\/h2>\r\n\r\n<p>On 24 October 1956, Harold Watkinson announced government approval for BOAC to buy fifteen Boeing 707s at a cost of \u00a344 million. They were 707-420s, fitted with Rolls-Royce Conways. One condition of the deal was that BOAC\u2019s next airliner had to be British.<\/p>\r\n\r\n<p>Before that announcement, Watkinson had asked George Edwards whether the Vickers 1000 could be restarted. Edwards told him the whole thing was finished.<\/p>\r\n\r\n<p>The Conway went on to have, as one account puts it, an almost flawless development cycle, and powered 707s for BOAC, Lufthansa, Varig, El Al and Air India, and DC-8s for Trans-Canada, Alitalia and Canadian Pacific.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/5D3j6K88Hzc\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p>The VC10 \u2014 the aircraft Vickers did eventually build, arriving in service in 1964, several years after the 707 had taken the market.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">The verdict<\/h2>\r\n\r\n<p>The line most often quoted about all this is attributed to George Edwards himself: that Britain had handed the Americans the entire world market for big jet airliners without a struggle. It is worth being careful with it \u2014 the wording varies between accounts, its published source is Lance Cole\u2019s 2000 book on the VC10, and Edwards is not recorded saying it in Hansard. The sentiment, however, is amply documented in his behaviour at the time.<\/p>\r\n\r\n<p>The historian Derek Wood put the failure down to a lack of understanding of the air transport industry within the British government of the era. Others go further and argue that the V.1000, not the TSR.2, is the moment the British aircraft industry lost its way.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/AInq-B81oLo\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p>The Comet, the 707 and the moment the jet airliner market was decided.<\/p>\r\n\r\n<p>What is beyond argument is the sequence. In November 1955 Britain cancelled a nearly complete long-range jet transport because its state airline did not want one. In October 1956 it approved the purchase of fifteen American long-range jet transports for that same airline. In between, nothing changed about the aeroplane. Only about the argument.<\/p>\r\n\r\n\r\n<style>.mfq{margin:34px 0 8px}.mfq h2{font:26px\/1.3 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117;padding-top:22px;margin:0 0 6px}.mfq .qa details{border-top:1px solid #5C91FF;margin:0;padding:0}.mfq .qa details:last-of-type{border-bottom:1px solid #e2e7ee}.mfq .qa summary{cursor:pointer;list-style:none;display:flex;justify-content:space-between;align-items:center;gap:16px;padding:22px 26px;font:18px\/1.7 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117}.mfq .qa summary::-webkit-details-marker{display:none}.mfq .qa summary::after{content:\"+\";font:24px Helvetica,sans-serif;color:#3568e0;flex:0 0 auto}.mfq .qa details[open] summary::after{content:\"\\2013\"}.mfq .qa details:hover summary{color:#3568e0}.mfq .qa .a{font:16px\/1.7 \"Gilroy regular\",Helvetica,Arial,sans-serif;color:#454e5e;padding:0 26px 24px}.mfq .qa .a a{color:#3568e0}@media(max-width:680px){.mfq .qa summary{padding:18px 14px;font-size:17px}.mfq .qa .a{padding:0 14px 20px}}<\/style>\r\n\r\n\r\n<section class=\"mfq\"><h2>Frequently Asked Questions<\/h2><div class=\"qa\"><details open><summary>What was the Vickers V.1000?<\/summary><div class=\"a\">A four-engined swept-wing jet transport designed for the RAF to Specification C.132D, released in October 1952. It was meant to move troops and freight at V-bomber speeds and ranges. Its civil version, the VC7, would have been a 130-seat transatlantic jet airliner. The prototype, XD662, was roughly 75 to 80 percent complete when the programme was cancelled in November 1955. It never flew.<\/div><\/details><details><summary>When and why was the V.1000 cancelled?<\/summary><div class=\"a\">The Ministry of Supply announced the cancellation at a press conference on 11 November 1955, and Minister of Supply Reginald Maudling confirmed it in the House of Commons on 28 November. The official reasons were that the aircraft could not meet its specification on time, that the long-range Britannia was progressing well and could be available sooner, and that BOAC had no requirement for the civil version.<\/div><\/details><details><summary>What engines would the V.1000 have used?<\/summary><div class=\"a\">Rolls-Royce Conway turbofans \u2014 the world\u2019s first production bypass engines \u2014 buried in the wing roots. The mark developed for the aircraft was the RCo.5, which first ran in July 1953 and was type-rated at 13,000 lbf in August 1955. Sources differ on the intended production rating, with figures up to 15,000 lbf quoted.<\/div><\/details><details><summary>Why did BOAC not want the VC7?<\/summary><div class=\"a\">Officially, because it already had large orders outstanding for the Comet 4 and the Britannia, believed those would keep it competitive on the North Atlantic well into the 1960s, and doubted the economics of pure jets against turboprops. The airline also disliked the aircraft\u2019s weight growth, which had eroded the non-stop London-New York range, and did not believe Rolls-Royce would deliver the promised Conway thrust increase.<\/div><\/details><details><summary>What did BOAC buy instead?<\/summary><div class=\"a\">Boeing 707s. On 24 October 1956 \u2014 less than a year after the V.1000 was cancelled \u2014 the Minister of Transport and Civil Aviation announced government approval for BOAC to buy fifteen Boeing 707s for \u00a344 million. They were 707-420 series aircraft, powered by Rolls-Royce Conways: the very engine BOAC had doubted.<\/div><\/details><details><summary>What happened to the prototype?<\/summary><div class=\"a\">XD662 was built at Foxwarren and assembled at Wisley in Surrey. It was never completed and was scrapped at Wisley. No part of it survives.<\/div><\/details><details><summary>Did the V.1000 lead to the VC10?<\/summary><div class=\"a\">Indirectly. Vickers\u2019 next long-range project began as a Vanguard derivative and became the VC10, which first flew on 29 June 1962. Some V.1000 and VC7 work carried over, particularly the wing with its high-lift devices and K\u00fcchemann tips, which suited the hot-and-high Empire routes the VC10 was designed for. Fifty-four VC10s were built.<\/div><\/details><details><summary>Is the V.1000 cancellation regarded as a mistake?<\/summary><div class=\"a\">Overwhelmingly, yes. It is routinely described as one of the great \u201cwhat ifs\u201d of British aviation, and some historians rate it as a more damaging decision than the later TSR.2 cancellation. Within ten months of scrapping the project, the government was approving the purchase of American jets for its own state airline.<\/div><\/details><\/div><\/section>\r\n\r\n\r\n\r\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"What was the Vickers V.1000?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"A four-engined swept-wing jet transport designed for the RAF to Specification C.132D, released in October 1952. It was meant to move troops and freight at V-bomber speeds and ranges. Its civil version, the VC7, would have been a 130-seat transatlantic jet airliner. The prototype, XD662, was roughly 75 to 80 percent complete when the programme was cancelled in November 1955. It never flew.\"}},{\"@type\":\"Question\",\"name\":\"When and why was the V.1000 cancelled?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"The Ministry of Supply announced the cancellation at a press conference on 11 November 1955, and Minister of Supply Reginald Maudling confirmed it in the House of Commons on 28 November. The official reasons were that the aircraft could not meet its specification on time, that the long-range Britannia was progressing well and could be available sooner, and that BOAC had no requirement for the civil version.\"}},{\"@type\":\"Question\",\"name\":\"What engines would the V.1000 have used?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Rolls-Royce Conway turbofans \u2014 the world\u2019s first production bypass engines \u2014 buried in the wing roots. The mark developed for the aircraft was the RCo.5, which first ran in July 1953 and was type-rated at 13,000 lbf in August 1955. Sources differ on the intended production rating, with figures up to 15,000 lbf quoted.\"}},{\"@type\":\"Question\",\"name\":\"Why did BOAC not want the VC7?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Officially, because it already had large orders outstanding for the Comet 4 and the Britannia, believed those would keep it competitive on the North Atlantic well into the 1960s, and doubted the economics of pure jets against turboprops. The airline also disliked the aircraft\u2019s weight growth, which had eroded the non-stop London-New York range, and did not believe Rolls-Royce would deliver the promised Conway thrust increase.\"}},{\"@type\":\"Question\",\"name\":\"What did BOAC buy instead?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Boeing 707s. On 24 October 1956 \u2014 less than a year after the V.1000 was cancelled \u2014 the Minister of Transport and Civil Aviation announced government approval for BOAC to buy fifteen Boeing 707s for \u00a344 million. They were 707-420 series aircraft, powered by Rolls-Royce Conways: the very engine BOAC had doubted.\"}},{\"@type\":\"Question\",\"name\":\"What happened to the prototype?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"XD662 was built at Foxwarren and assembled at Wisley in Surrey. It was never completed and was scrapped at Wisley. No part of it survives.\"}},{\"@type\":\"Question\",\"name\":\"Did the V.1000 lead to the VC10?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Indirectly. Vickers\u2019 next long-range project began as a Vanguard derivative and became the VC10, which first flew on 29 June 1962. Some V.1000 and VC7 work carried over, particularly the wing with its high-lift devices and K\u00fcchemann tips, which suited the hot-and-high Empire routes the VC10 was designed for. Fifty-four VC10s were built.\"}},{\"@type\":\"Question\",\"name\":\"Is the V.1000 cancellation regarded as a mistake?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Overwhelmingly, yes. It is routinely described as one of the great \u201cwhat ifs\u201d of British aviation, and some historians rate it as a more damaging decision than the later TSR.2 cancellation. Within ten months of scrapping the project, the government was approving the purchase of American jets for its own state airline.\"}}]}<\/script><p><em>Sources: Hansard, House of Commons, 28 November and 8 December 1955; C. F. Andrews and E. B. Morgan, Vickers Aircraft since 1908 (Putnam, 1988); Derek Wood, Project Cancelled (1975); Keith Hayward, \u201cThe Blame Game\u201d, The Aviation Historian No. 14; Richard Payne, Stuck on the Drawing Board (Tempus, 2004); vc10.net; Wikipedia; Wikimedia Commons.<\/em><\/p>\r\n\r\n\r\n<div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:16px 20px;margin:32px 0 8px\"><p style=\"margin:0 0 8px;font-weight:600;color:#333\">Related Posts<\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/bristol-brabazon-type-167-britain-giant-airliner-1949\/\">Bristol Brabazon: Britain\u2019s Giant Airliner That Nobody Wanted<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/saunders-roe-princess-flying-boat-too-late\/\">Britain\u2019s Giant Flying Boat, Born Too Late<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/dassault-mercure-french-airliner-sold-eleven-air-inter\/\">Dassault Mercure: The French Airliner That Sold Eleven<\/a><\/p><\/div>\r\n","protected":false},"excerpt":{"rendered":"<p>In November 1955 Britain scrapped a nearly complete long-range jet transport because BOAC did not want one. Eleven months later it approved the purchase of fifteen Boeing 707s.<\/p>","protected":false},"author":27,"featured_media":20042418,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[665,666],"tags":[],"class_list":["post-20042858","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aviation-world","category-history-and-legends"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.4 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Vickers V.1000: The British Jet Airliner Britain Scrapped | MiGFlug<\/title>\n<meta name=\"description\" content=\"In November 1955 Britain scrapped a nearly complete long-range jet transport. 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