Operated by KLM between 28 February 1929 and 4 May 1936. then to the Rijksstudiedienst voor de Luchtvaart as PH-RSL and PH-NLL. Photo from W. Muntinga

Operating a medevac flight as RESCUE21. Photo by my colleague.

Exact date not sure, but the aircraft received it's certificate in June 2000. Following some online research, N144CD seemed to have become F-HCPT by April 2010. The layout of this location ceased to exist in 2009. The partial wing on the left is from PH-ANI, which was exported to France in December 2004.

Ex 7727 with the South African Air Force. Became ZU-AGC in May 1993. To N4109C in September 1994. Exported to the USA in April 2012.

Photo by my colleague.

Photo by my colleague.

Delivered to KLM in September 1981 as N1309E. Reregistered PH-BUT in December 1995. Initially the aircraft was named "Admiral Richard E. Byrd", in 1999 the name was changed to "Admiral R.E. Byrd". Withdrawn from use and stored at Amsterdam between November - December 2003. To Air Atlanta Icelandic in December 20023 as TF-ARQ. Leased to Air Algérie between January - March 2004. Retired in March 2004 and reregistered N730SA. Broken up at Mojave in November 2010. Photographer unknown.

Delivered to Condor in May 1990 as D-ABND. To Dutchbird in November 2000. To Boeing Capital Corporation in Janaury 2005 as N298BA, reregistered D-ABJW in May 2005. To Air Italy 2 weeks later as I-AIGA, withdrawn from use in October 2009. To Aircastle in November 2009 as N493AC. To FedEx in August 2010 as N493AC. Converted to cargo in June 2011 and reregistered N999FD. Photographer unknown.

Photo by my colleague.

Pictured shortly before or after a 15 minute sightseeing flight with departure and landing from the beach. Photo by my brother.

Delivered to Pegasus in March 1998, leased to Winair in November 1998 and to Oman Air in November 1999. To Air Polonia in March 20023 as SP-KPI, later to Air Sahara and JetLite as VT-SJB. To Brussels Airlines in May 2008 as OO-VET, withdrawn from use in Octoebr 2012. To Tajik Air in November 2013 as EY-754. Leased to Taban Airlines in July 2015 and transferred to Taban Airlines in July 2016 as EP-TBJ. Photo from G. Bolhuis

Operated by KLM and Transavia in alternating turns between March 1989 and March 2000. To Norwegian Air Shuttle in August 2002 as LN-KKF, withdrawn from use in December 2010. To Somon Air in August 2011 as EY-545. Withdrawn from use and stored at Dushanbe in April 2019. Judging other photos in this collection, my assumption is that the photo was taken towards the end of the mentioned date range. Photo from G. Bolhuis

Delivered to Monarch in October 1988 as G-MONL. Later to TAESA, TEA Switzerland, Pacific Airlines, Transwede Airways, Braathens, easyJet, Astreaus, AirAia and Flybe. Converted to combi and to TNT, Jet Time, Mistral Air, European Aviation and Maleth-Aero. To TUM AeroCarga in May 2021 as XA-MCP in full cargo configuration. Judging other photos in this collection, my assumption is that the photo was taken towards the end of the mentioned date range. Photo from G. Bolhuis

The one and only Fokker S.13. Initially registered as PH-NDW between December 1949 - April 195, but became D-101 in April 1950 when the RNLAF wanted to test the aircraft. But the aircraft never received any orders; because of the Mutual Defense Assistance Pact, many similar aircraft (Beech D-18 types) entered the market for almost free of charge. Fokker couldn't compete. The aircraft was reregistered PH-NEI in June 1951, until cancelled in June 1961. Later donated to a school and was slowly dismantled. By now, parts have been spread out all over the country. The nose section still survives as a whole and is privately owned. The Aviodrome owns some other large parts (tail section & entire right main gear parts). Photo from W. Muntinga

Equipped an Armstrong Siddeley Genet Major engine. Reportedly transferred to the French Air Force and possibly even used at the flying school at Evreux and later Moissac. Location might be Schiphol, but that remains unconfirmed. The Fokker S.IX was developed in the mid-1930's as a military trainer, following a request by the Dutch Navy for a replacement aircraft for the Fokker III. Its first flight was on 1 November 1937 and about 50 frames were bult. The Dutch Navy initially ordered 27 aircraft but later reduced this number to 15. The Air Force ordered 20 aircraft, but with a different engine (the Genet Major engine). A later order for 20 more aircraft was canceled when Germany invaded the Netherlands in 1940. Photo from W. Muntinga

Entered service on 9 February 1938, destroyed at Haamstede in May 1940 (likely the location of this photo). The FK.51 was developed in early 1935 as a trainer and ultimately received 10 orders (serials 1 - 10) from the LVA. A second order for 15 aircraft (serials 11 - 25) followed in 1937. These were painted in light blue, whereas the first batch of 10 was painted dark brown. Later, another 29 aircraft (serials 400 - 428) were ordered as light scout aircraft, these were painted dark brown again. Photo from W. Muntinga

Reportedly ordered for the Turkish Airlines flight school, who ordered a whole bunch of Cessnas. Continued onwards after clearing customs. Dataplate (c/n) checked. Photo by my colleague.

The first full stop visit of a Boeing 777. Ex EI-DDH with Alitalia (May 2004 - October 2021). To EuroAtlantic in July 2022. Note extra "30th Anniversary 1993-2023" titles. Photo by my colleague.

Ex VP-CLL with Luxury Ocean (September 2006) and N888AQ with White Sapphire (March 2007). To Hanwha Chemical Corporation in September 2010. Photo by my colleague.

Arrived from Prestwick, possibly on a delivery flight. The aircraft continued to Brno and Bucharest before arriving at Istanbul, where the aircraft has been since July 17 2023 (according to FR24 info). Photo by my colleague.