This Desoutter was bought by Count Frigyes Wenckheim. To H-MAAA, HA-AAA. Csepel, described as the Manfréd Weiss factory airfield, occupied the northeastern tip of Csepel Island in the Danube. Photo from: Fortepan

Two weeks after Lindbergh's solo flight, Clarence Chamberlin and Charles Levine crossed the Atlantic from New York to Eisleben in Germany in the WB-2 Columbia. In their triumphant tour they visited Budapest. This excellent aircraft, which went on to make many long-range flights, had been Lindbergh's first choice, having set an endurance record of 51 hours. The number 140 may be an old race number. The original destination, Paris, has been painted out and oddly Cottbus, where the aircraft stopped by on 7 June before arriving in Berlin, has been added. Photo from: Fortepan

'Arrival of the first direct Rome - Budapest flight.' The humble terminal here was replaced by a small modern building in 1935. Mátyásföld was replaced by Budaörs (LHBS), itself short-lived as Budapest's airport, in 1937. Photo from: Fortepan

The photo must have been taken during the Challenge International de Tourisme 1929 rally, with the 'German fuel depot' in the background. The Hungarian photo source says 1934 but the aircraft was apparently destroyed in 1933. Photo from: Fortepan

Ex Aeroflot RA-65610, registered 7th July 2000 and first noted as UP-T3406 Oct 2008 with Kazakhstan Emercom

This red Ju 52 was Hermann Goering's personal aircraft at the time. Goering stopped by here after an Adriatic holiday and talks in Belgrade. Aircraft later renamed after Kurt Wolff, another WWI ace. Later GC-AF in the Luftwaffe. Crashed and written off the Lufthansa books in 1942. Photo from: Fortepan

Dutch Waco participating in Pentacost rally of Austrian Aero Club. Owner was M.A.G. (Dick) van der Leeuw, partner in the Van Nelle coffee, tea and tobacco company. He acquired another Waco, PH-VDC, in October 1935 but was killed when he crashed it at Waalhaven on 3 December 1936. Photo from: Fortepan

Delivered to Aeroflot as CCCP-85531 in 1982. To Malev as HA-LCU in 1988. Sold to Avial and impounded at Moscow-Vnukovo in 2001. Registered as RA-85851 in 2003. To Moskoviya in 2008. Withdrawn from use at Moscow-Domodedovo in 2010. Still there in 2019.

Former Malért airliner converted to ambulance. The Fokker received the so-called LüH serial 40.02 which seems to be worn on the tailfin. Photo from: Fortepan

Together with 582.

With her friend Suzanne Tillier, behind the wing, as her mechanic, French aviatrix Maryse Bastié flew from Paris into the Soviet Union as far as Irkutsk and back in a state-owned Caudron Simoun. Note the large fuel tank in the cabin. The tailfin clearly shows construction number 7369 for this aircraft, F-AQAY. The reconstructed French register gives 7402, and 7369 for F-AQAX. Photo from: Fortepan

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).