Reregistered PH-DBW in 1954. KLM operated several charter flights during 1950 carrying migrants from the Netherlands to Australia and New Zealand. At the time KLM had yet to resume its pre-war scheduled service to Australia. Photo from: Whites Aviation Collection/Alexander Turnbull Library

A newspaper in Curaçao printed this photo in 1955 and of course claimed that the KLM airliner had to wait for the train; however, a railway spur of German military origin skirts around the western perimeter at Hörsching. It seems odd, though, that this is a passenger train. Photo from: Nationaal Archief (Netherlands)

This photo was filed under 'Airports by country - J to Z', but SCADTA points to Colombia and another shot of the same scene carries the information that Troepiaal inaugurated a KLM West Indies Branch service to Barranquilla - Soledad from Curaçao, via Aruba and Maracaibo (Venezuela). The date was probably 15 May 1938. Photo from: Nationaal Archief (Netherlands)

Crashed after take-off from Croydon, London, on December 9, 1936. Among those killed were Juan de la Cierva, the inventor of the autogyro. Photo from: Norman Melrose

H-NABS (c/ n 1531) did not enter service with KLM but was sold to the Deutsche Luft-Reederei/Danziger Luft-Reederei along with H-NABR (c/n 1530), which may be the plane on the ground below the chimney. H-NABS (c/n 1531) to FD-21 and Dz-8 in the Free City of Danzig register. The transfers already took place in 1920 according to some sources but this is ruled out by Dutch register information. Also the F.III did not fly until 20 November 1920. The airport was known as Langfuhr in German times. Wrzeszc closed in 1974 and remains of the airport are still clearly visible in the Zaspa district of Gdánsk. Photo from: ETH-Bibliothek Zürich

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.

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.

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.

KLM operated 4 DH-9's between 1921 and 1924, for a total of 450 flight hours. The original H-NABO entered the Dutch register in May 1921, but was written off during a nightly landing at Rotterdam on November 17, 1922. Although this is a replica, the propellor and wheels are genuine DH-9 parts.

Fleet review for the 15th anniversary of KLM. Behind the F.IX are Koolhoven FK.40 PH-AES, Fokker F.VIIb/3m PH-AFS, Carley Jumbo PH-AFI, Fokker F.VII PH-ACJ, F.VIIa PH-ADZ and F.II PH-RSL of the Dutch CAA - all older aircraft but modern types were also on show. OO-NAD is a DH.85 Leopard Moth. Operational behind the barrier are two foreign Ju 52s, F.XVIII PH-AIQ, FK.43 PH-AJL, F.VIIa PH-ADN, which was likely doing sightseeing flights, and some military Fokker biplanes farther behind. Photo from: Amsterdam City Archives

The Paris Air Show used to be held indoors. The participation of the Nederlandsche Vliegtuigenfabriek, better known as Fokker, in the 1921 event was very unpopular among the French public. This did not stop Anthony Fokker from displaying the glider on the left, said to have been designed in Germany as a flying bomb, to be towed by a D.VII. This is unconfirmed, however. Note the model plane on top of the glider. Although painted in full KLM colours, the F.III here never flew for KLM. It was handed over to the Hungarian airline, Malért, here in Paris. H-NABA was alphabetically the first entry in the Netherlands register, but CoR number 23. Photo from: Amsterdam City Archives

Norway gets land airports. PH-AKI arrived at Fornebu on 31 May 1939 to open the Oslo - Kristiansand - Amsterdam service on 1 June, the official opening day of both Fornebu and Kristiansand - Kjevik. Both airports did have seaplane facilities. Photo by: Asbjørn Barlaup / Nasjonalbiblioteket (Norway)

The photo is thought to show PH-AGR carrying out KLM's very first scheduled fortnightly service on the Amsterdam - Batavia (Jakarta) route - the pilot does look like Evert van Dijk. The aircraft called at Palembang on 3 October 1930 on the way out and returned on 17 October. Certainly it is not yet named Reiger (heron) here. The press reported KLM giving its aircraft names on 26 August 1931. Photo from: Leiden University Libraries

This really is the former OY-ASE.

Coming in from Baghdad, the DC-2 encountered a severe thunderstorm and it was impossible to locate Dekelia - Tatoi airport in Athens. The experienced captain, Jan Moll, decided that an emergency landing in a field near the beach in Voula was the safest option, and although the aircraft sustained serious damage, no one was hurt. Note that the location is very close to Ellinikon (LGAT), but that airport did not exist in 1937. The DC-2 was shipped to Holland and repairs were completed in December 1937. Photo from: Nationaal Archief (Netherlands)

Crashed on a training flight after the idle starboard engine would not pick up. Hit the ready room of an AAA platoon on the NE side of the airport near the bridge. One soldier killed, five wounded. Forward fuselage reads Vrachtdienst (cargo service). Aircraft repaired by December 1939 but destroyed in the bombing of Schiphol on 10 May 1940. Photo from: Nationaal Archief (Netherlands)

Some Fokker F.IIIs - including KLM's final pair, H-NABU and NABV - were parasol planes with the wing raised about 1 ft above the fuselage. The pilot moved from the right to the left side of the engine as air traffic was now supposed to keep to the right. Photo from: J Koolen collection

Now that's a nice welcome commitee. Built by NV Ned. Vliegtuigenfabriek (as c/n 25) and registered to KLM Nederlands and Colonies on May 7, 1935. In the early morning of October 28, 1938, the aircraft was operating a postal flight from Cologne and landed hard in fog. Afterwards, the fuselage was put on display at Schiphol for months. Although a different source mention that the aircraft was repaired after all. On December 3, 1938 the registration was cancelled. On May 16, 1940 it was requisitioned for Lufthansa and it became NA+LF and D-ABOW. Written off in Berlin on February 11, 1944.

Designed by Joop Carley and built by Werkspoor in the 1930's. Ordered by KLM in 1929 as a specialised freighter, only one aircraft was built and it was solely deployed between Amsterdam, Rotterdam and London. The aircraft was delivered in 1931 and only served for 2 years before being passed on to the airlines training centre for the next 8 years. The registration was cancelled in February 1940 and on May 10 1940, the aircraft was destroyed during a German bombing of Schiphol. The aircraft carried the titles 'Freightservice', which earned the aircraft the nickname ' Vreetservies'.

The aircraft entered the Dutch register on February 28, 1929. It was given the name 'Duif' (dove) on December 16, 1937. Cancelled on March 10, 1938. To PJ-AED and sold to Venezuela in March 1939 as YV-AFO. Written off in April 1939.