This is the third F.100 and first non-prototype airframe. It was delivered to Swissair in February 1988 and is pictured from the older, Soviet style terminal with the modern Ferihegy in the background. It went to ALPI Eagles in April 1986 as I-ALPK and also had a short lease to Air Dolomiti, returning in December 1999. After the airline's demise the plane was stored at Rome (FCO) and then Venice (VCE). In October 2010 the plane was bought Aircraft Maintenance Services and registered G-CGSK and exported to the USA. It is believed to have been scrapped (when, where?) as N281AP.

This Electra was delivered to Northwest in March 1961 but converted to cargo by April 1968. From January 1971 it was operated on behalf of Imperial Oil as CF-IJR until bought by Northwest Territorial Airways in 1983 (later NWT Air and C-FIJR). In December 1990 the plane joined Air Bridge Carriers as G-FIJR, later renamed Hunting Cargo in August 1992 and the plane is pictured resting up over daytime. It joined Atlantic Cargo (later Airlines) in November 1997 and Conair in October 2010 as C-GYCG, then Buffalo Airways from October 2016 but was stored as a spare parts source at Abbotsford (YXX).

This SF340 was originally delivered to Delta Air as D-CDIA in May 1986 and it went to the merged Deutsche BA in April 1992, hence the hybrid colour scheme in this photo. The plane was bought by SAAB in September 1995. It was placed with Air Ostrava as OK-REK a few months later and then in June 2000 it acquired the registration SE-LGS and flew with it for Maxair, Trygg Flyg, Scan Con, V-Air and Swedline before returning to SAAB in 2005. In April 2006 it went to Sky Express as SP-KPV and it is still current with this regsitaration for SprintAir.

This ATR was originally delivered to NFD in October 1986 as F-ODSA, coming D-BAAA in March 1988 and then being incorporated in to Eurowings in January 1993 (note the small Eurowings logo aft of the passenger door). It was withdrawn from the fleet in November 1997 and returned to the lessor, only to join Eurolot in June 1998 as SP-EEA. In November 2002 the plane went to Airlinair until October 2009, after which it joined Policia Nacional de Colombia. The plane was withdrawn from service in 2018 and is currently stored at Bogota (BOG).

This Yak 40 was originally delivered to CSA as OK-FEH in April 1975 but wasn't utilised much and so was returned to the Soviet Union in October 1986. It then flew with the Tajikistan directorate of Aeroflot and Hemus Air as, both as CCCP-87217, before joining Malev in May 1991. In January 1994 it went to Tajikistan Airlines and was registered EY-87217, then to Qeshm Air (EP-TQH) and Aria Air (EP-EAL) before returning to Tajikistan Airlines in April 2004 and is last noted as being in storage in Dusnanbe (DYU).

This 134 was delivered to the Hungarian Government in January 1981. It flew in full Malev colours but occasionally flew scheduled services for crew training purposes. In January 1988 ownership passed to Malev but it sometimes flew government flights up until 1994. The last Malev flight was in December 1997 and it then flew a joyflight over Budapest in early January 1998. It was delivered to Minsk same day for Lukoil as EW-65943 and then went to Kolavia as RA-65943 in July 1999 in VIP configuration. It is preserved at the Lebyazhye shooting range of the Russian MVD near Surgut (still?).

This 762 was originally delivered to Malev in April 1993 and is pictured about to taxy out for departure. The plane had a few months lease to Oman Air in 2007/2008 and was retired from Malev in January 2009 and is now preserved at Budapest (BUD) as a fire trainer.

This 732 was originally delivered to Orion Airways as G-BKHO in March 1983. Whilst with Orion it had a couple of winter leases in the US with Americca West before joining Malev in November 1988. The plane is pictured here on pushback and it wore a slight different hue of blue for the Mahlev scheme that the other aircraft in the fleet. The plane joined Vanguard as N120NJ in March 1999 and then Aerogal (November 2005 as HC-CFH) and Avior (June 2011 as YV491T). The plane is still active with Avior but was re-registered YV3151 in September 2015.

This F.50 was originally delivered to Austrian Air Services as OE-LFY in March 1988 but a few months later was flying with DLT, firstly as PH-GHK and then from April 1991 as D-AFKX. It started flying for Lufthansa CityLine in March 1992 but by June 1994 was already back with the lessor. In February 1995 it was placed with Skyways a SE-LEA but returned by June 2012. The plane is still active though, as it now flies for Skyward Express as 5Y-SVN.

This 733 was originally delivered to Malev in June 1991 and was returned to the lessor in November 2004. It was converted to a freighter in September 2005 and then placed with Kitty Hawk as N106KH. In December 2008 it went to Donghai Airlines and then YTO Cargo in June 2016 (both as B-2898) before joining Serve Air Cargo as 9S-AKK, where it is still current.

This MD-81 was delivered to Swissair in July 1981. From July 1995 it flew with SAS as OY-KII until February 2001 when it returned to the lessor. It was placed in November 2001 with Aero Republica as HK-4237 and was stored at Bogota (BOG) in December 2006, fell into disrepair and was susequently scrapped.

Delivered in 1979. Sold to Russia in 2001, impounded by customs and later scrapped.

Delivered to Malev as HA-LCM in 1979. To Turan Air as 4K-325 in 1998. Withdrawn from use at Gyandzha in 2004 and scrapped.

Factory number 30 in Moscow cranked out 663 Il-12s between 1946 and 1949, and Aeroflot had at least 338! CCCP-L1722 and CCCP-L1833 are seen together in Budapest. Photo from: Fortepan

The photo source says the photo was taken in 1961 on the occasion of the East German Lufthansa's first Berlin - Prague - Budapest - Sofia service. However, East Germany's country prefix was DM from 1956 until 1981, and the airline already served Sofia from 1956. Photo from: Fortepan