Below you will find a list airframes that were purchased purely for spares use or that inadvertently found themselves ending up being used for spares or breaking by EAFS/Channel. This list is in chronological order from the date that the aircraft was registered with the airline in question



Vickers 498 Viking 1A – c/n 122

G-AHOU Universal

With Channel from Dec 1962 to Jun 1963

While Tradair had intended to use this aircraft to continue Universal services between Southend and Basle, the route was never taken up and as such, remained grounded at Southend for the rest of her life, becoming derelict before being passed on to Channel Airways during the takeover. She was subsequently stripped of anything useful and was finally broken up during June 1963.



De Havilland D.H.114 Heron – c/n 14006

Heron G-AMUK

With Channel from Sep 1969 to Feb 1972

This Heron was initially purchased to fly the feeder routes which would connect with Channel’s Scottish Flyer service. However, by the time that this aircraft had arrived, it had become quite apparent that this service would not be a success and thus, having no CoA and being of no real use, G-AMUK never operated for the airline. The aircraft was subsequently stripped of parts to keep the remaining Herons going and with the collapse of Channel in 1972, the remaining hulk was sold to Staravia and carted off to their yard at Lasham in May of the same year.



De Havilland D.H.114 Heron 1B – c/n 14045

Heron G-APKV 1

With Channel from Sep 1969 to Feb 1972

As with Heron G-AMUK above, with an already expired CoA, Kilo Victor would instead, find herself being robbed of parts rather than being overhauled and pressed into service as previously intended. What remained of the aircraft was broken up at Southend before being carted away by Staravia of Lasham.



De Havilland D.H.104 Dove

With Channel from Sep 1967 to May 1970

In 1967, Channel decided to take on a rather radical Dove conversion that had earlier that year been developed into the prototype stage by the American aviation company Carstedt. The most significant changes out of a considerable number of modifications involved replacing the standard Gipsy Queens with a pair of Garrett turboprops which would not only provide the aircraft with a total increase in power of almost 40% but would also reduce the aircraft’s weight by more than half a ton; a saving that would somewhat offset a considerable fuselage stretch of just over 7 feet (2.2m) which enabled the aircraft to carry almost twice as many passengers as the original Dove. The final product was known as the Carstedt CJ-600 Jet Liner.

With Morton being slowly but surely absorbed into BUA, many of its Doves had become excess to requirements and on September 23rd 1967, three airframes that had been procured from this dying outfit by Channel were roaded to Southend from Gatwick as prospective donors for these conversions. However, only one aircraft ended up being selected (G-AKJR) but the modification work went slowly. By the end of 1968, the other two Doves had been stripped of parts and then scrapped. Juliet Romeo meanwhile, sat forlorn and in essence abandoned outside the Channel hangar for another 18 months. By May 1970 this airframe had also been reduced to a shell and in the same month, she followed the other two Doves into the great aircraft graveyard in the sky.