Standard model VC10s were a regular moment across the Atlantic in the early days - then the Super mdoel took over. Of note BOAC kept a spruced up Standard in reserve at LHR in case the Super scheduled for a blue riband service to JFK, went tech.
Even the Super lacked the range for a non-stop- LHR to SFO. LAX, or YVR. That did not stop BOAC routing them Montreal- Vancouver or ORD -SFO/LAX and thence across the pacific on the round the world service though.
The lighter, less powerful 707-336 had more range andcould do the LHR- USA west coast hop in one go- which was one of the 707s few advantages of the VC10. Having said that of course, no 707 (nor 747!) could leave Nairobi at full load on a hot day and fly non stop to London or Frankfurt - the VC10 could of course.
And the EAA Supers use to thunder out of NBO at max AUW, on hot mornings for non stops to Europe, whilst the 707 operators had to reduce payload, reduce fuel and then drop into Cairo for refuel - an extra stop with less pax and freight out of NBO.
So, the so-called 'advantages' of the 707 -so often cited agains the VC10, were in fact, not so. And even the 747 100s and -200s were also limited out of NBO- whereas the 'old' SVC 10s were not.
According to published figures, teh oeprating costs of teh 707 adn teh Super VC10 across teh Atlantic were far clsoer than the statemetns adn legends portrayed at the time. Contrary to the BOAC 'Boeing' boardroom, the SVC10s were within about 6 cents (US) of the slightly cheaper to operate 707 - it certainyl was not the couple of dollars differnce per seat mile that was claimed - adn the VC10 did not rebuilding at 30,000 hours did it.
I best stop, thread creep and I can hear the criticism from here.
VC10- desinged, built and test flown by the men who did the same for Concorde.