Finally after some time, we had again another B77W of Emirates operating a cargo flight. On its way to Aguadilla after spending some hours at the Mariscal Sucre.

Ex. CH 159, OY-DED, SE-ASE and OY-ASE. The aircraft was bought in 1955 for the new to develop aviation museum. The aircraft arrived (flying) at Amsterdam on December 30, 1955. In October 1959, permission was granted to fly the aircraft as H-NACT, without actually having the corresponding paperwork. this permission was valid until November 1959. The aircraft underwent extensive restoration in the 1980's in an attempt to make it airworthy again. The intention was to operate it as before, but this proved impossible. When the Aviodrome moved to Lelystad, the aircraft received its current markings.

The world famous Wright Flyer, with which Orville and Wilbur Wright wrote history on December 17, 1903. The flight only lasted 12 seconds in which the aircraft reached an altitude of FL00003 for a distance of 36m. In 1909, Charles de Lambert made the first motorized flight above the Netherlands in a Wright Flyer. This marked the start of motorized aviation in the country. This replace has been in the colelction sicne 1960 as Wright Flyer 1. It was converted to a Wright Flyer Type A in 1994.

Desgined and built for the Dutch government for pilot training towards the end of WWI. Because of the neutral position during the war, the general public didn't see the aircraft until after the war, at the Eerste Luchtveerkeer Tentoonstelling in August 1919. The aircraft was flown until 1924, when they were replaced by other aircraft, including the Fokker S.3. Spyker ended up buildng 78 V.2's. This replica features an original Thulin engine from 1919, with which the real C16 was fitted.

Ex. CH 159, OY-DED, SE-ASE and OY-ASE. The aircraft was bought in 1955 for the new to develop aviation museum. The aircraft arrived (flying) at Amsterdam on December 30, 1955. In October 1959, permission was granted to fly the aircraft as H-NACt, without actually having the corresponding paperwork. this persmission was valid unil November 1959. The aircraft underwent extensive restoration in the 1980's in an attempt to make it airworthy again. The intention was to operate it as before, but this proved impossible. When the Aviodrome moved to Lelystad, the aircraft recevied its current markings.

After the Spin I and II were wrecked by his business partner, Anthony Fokker flew the Spin III around the Grote of Sint-Bavokerk in Haarlem on September 1, 1911. After this success, Fokker realized a factory and school in Berlin. In 1912-1913, 25 aircraft were built. This is one of the last built in 1913 and taken to The Netherlands after WWI. The aircraft wasn't complete, but resotred in the 1920's. Looted by the Germans during WWII. Taken to Poland after the war. Back to The Netherlands in 1986 and restored at Fokker. The Aviodrome owns another example, which was built by Fokker in 1936.

In 1994, the Aviodrome took the initiave for this replica of the Fokker F.II. Around 1996, the fuselage was ready and given the H-NABC markings. The replica includes an original Mercedes engine, the same type the original HNABC had in 1920. The fuselage was built and financed by Fokker (personnel) and one could perhaps argue whether that makes this a replica or original Fokker F.II. The last known F.II c/n was 1596 and there is no information about c/n 1597. So this aircraft got c/n 1598.

A replica of the famous aircraft built by Louis Blériot during the pioneer era of aviation. It was used to make the first flight across the Channel on July 25, 1909. The XI remained in production in various variants until the outbreak of WWI. 2 original frames were restored (in the UK and USA), which are believed to be the world's oldest flyable aircraft.

Acquired by the Aviodrome in 2003 with serial MK520 and '3W-K' markings of the 322 Squadron. The original MK520 was left behind on August 12, 1944 at Rennes airport after suffering engine trouble.. Apparently the Wing Commander turned it into a private aircraft. Mid 1945 the aircraft went to another Wing commander and taken into maintenance following creative record keeping. The aircraft changed owner again and was eventually traded for a large amount of cigarettes in the spring of 1946.

Painted as 8-1, it is actually ex. WG752 which was bought from the Imperial War Museum in 1991. The real 8-1 was a Sikorsky-built S-51 and initally registered PH-MAA. Damaged in 1948 and 1950, repaired in 1951. Bought by the Dutch Navy, who applied the yellow livery and operated the helicopter between December 1951 and May 1959. Painted Sea Blue around 1955. After its active life it was sent to Fokker for rotorblade testing. She served as an eyecatcher at a car company from 1965. Likely broken up in Ede in 1969.

Built in 1934 and operated by the Norwegian Air Force and flying around in Sweden afterwards (as SE-AFI). After an accident in 1951, the arcraft was stored. It is part of the collection since 1962, after being donated to the museum by K. Overman. The real PH-HHH (c/n 712) was also built in 1934 and initially registered G-ACWJ in July 1934. It became PH-HHH in January 1935. To the RAF in June 1940 as AP508 (until 1941).

Built as a T-11 and operated by the USAAF from 1942 as 42-36848. Converted to C-45H with c/n AF-222. reserialled 51-11665 around 1951. Converted to a C-45H in December 1957. To a private owner in 1958 as N9072Z. Became N75WB in 1979 and featured in the James Bond movie Octopussy. The aircraft became G-BKRG in May 1983, until the registration was cancelled in April 1998. to the Aviodrome in October 2003, where the current markings were applied.