The Avtek 400A was developed in the early 1980s with extensive use of advanced composite materials throughout and employing the unusual and distinctive configuration of a low-wing monoplane with two turboprop pusher engines mounted above the wings, as well as a large canard mounted atop the forward fuselage. In 1998, Avtek declared bankruptcy without the 400A having completed the testing required for FAA certification. This single prototype appears to have been sitting on the CMA ramp for quite some time.

This Tomahawk is pictured on the Tower ramp at CMA.

This 320 was originally delivered to Air Berlin in April 2007. It had two-year lease to Niki as OE-LEN and upon ite termination went directly to Eurowings in March 2017. The plane wore this Croatia Full of Life sticker between May 2017 and January 2020 and is pictured here about to touch down on rw27R. The plane still flies for Eurowings but is now regsitered 9H-EUL.

This 320 was delivered to TAP Air Portugal in June 2002 and is pictured about to touch down on rw27R.

This 77W is pictured lining up on rw27R for departure back to Hong Kong (HKG).

U22317 is pictured taxiing out to rw07 for departure to Alicante (ALC).

W94702 is pictured taxiing out to rw07 for departure to Skopje (SKP).

This Challenger was built in 2014 and delivered to VistaJet in October of that year. It is pictured taxiing to its stand after landing on rw07.

At a time when four engine aircraft were still relatively rare, the Heron was well received by flight crews and by passengers who appreciated the additional safety when operating into more remote locations. Some 150 were built and exported to around 30 countries. Later, a number of Herons were fitted with 290 hp (216 kW) Lycoming IO-540 flat-six piston engines.The modifications were carried out by the Riley Turbostream Corporation of the USA and so became known as the Riley Heron. Due to clutter it was difficult to get a nice side on shot but this view shows the flat engine conversion nicely.

The Brantly B.2 first flew in 1953 and had a simplified the rotor head, with flapping hinges at the end of aerodynamically-faired stub arms that reduced vibration. The drive from the main gearbox did away with the usual rotor mast, resulting in a very low rotor disc and low centre of gravity and so reduced the risk of a roll-over during takeoff or landing. Improvements to the basic design eventually led to the B.2B, which introduced a new cockpit canopy, new metal rotor blades and an uprated fuel-injected 180 hp Lycoming piston engine. The production of both versions totalled 334 units.

This JetRanger was built in 1968 and used initially by the Försvarsmakten (The Swedish Armed Forces) and then by the Swedish Army. After being Struck Off Charge it was stored at Linköping - Malmen (ESCF) before becoming part of the Flygmuseum.

This MD-81 was delivered to SAS in January 1991 and is pictured taxiing out for departure. In December 2013 the plane joined Delta as N488DN as a spares source and so has now been parted out.

This 738 was originally delivered to Sobelair in September 2003 and operated on behalf of Jetair. From March 2004, with Sobelair no longer on the scene, the plane was operated by TUI Belgium for Jetair, and then from November 2005 everything came under the Jetairfly umbrella. The plane currently flies for Enter Air as SP-ENV.

This Metro was converted by the manufacturer from Merlin IV-A (AT-070) N5489M and delivered to the Flygvapnet as 88003 in 1989.After being SOC, it was placed on the Swedish civil register as SE-LIM and then joined OLT in March 1998. In July 2010 the plane was bought by McNeely Charter Services as N211RH and is still current with them.

This was delivered to Hainan Airlines in August 2009 and is pictured climbing out from rw36R. It is current with the airline.

This 343 was originally delivered to Singapore Airlines as 9V-SJH in March 1997. The plane joined Emirates in February 2004 and is pictured rotating off rw36R at the start of the flight back to Dubai (DXB). It was wfu in October 2016 and was stored at Teruel (TEV) until it went to Hi Fly Malta in July 2017, although it was scrapped at TEV two years later.

This 757 was originally delivered to TWA as N725TW in October 1999 and later transferred over to American. It joined Shanghai Airlines in November 2003 and is pictured taxiing out to rw36R for departure. The plane went on to fly with Nordwind, Tajik Air and Azur Air but is currenly stored at Vnukovo as RA-73473.

This Il-76 was originally delivered to Aeroflot as CCCP-78736 in September 1991. It then flew for Hung Ukraine Heavylift (as CCCP-78736, UR-78736, HA-TCB) and the United Nations (HA-TCB) before arriving at LHBP for storage in January 2001 as its CoA expired. Work to make it airworthy again commenced in June 2008 and the plane then flew for a plethora of exotic cargo companies (as UP-17629, 4L-FEG, EX-76001) before joining the Chinese AF as 27606, 78696 (?) and finally 20544. This latter serial has since been transferred to a Xian Y-20 so this Il-76 may no longer be active.

This L-410 was originally registered to the East Siberian directorate of Aeroflot in October 1990 as CCCP-67651. It then went on to have a number of Russian (as RA-67651), Hungarian (as HA-LAZ) and Polish operators (as SPKTB) before joining ABC Hungary in shortly before this picture was taken. In August 2013 the plane became OK-LAZ with Van Air Europe and had a lease perios with City Wing and Teade Air. The plane was still active with Van Air Europe as late as September 2024.

This 757 flew with British Airways from March 1995 until February 2008 and is pictured about to taxy out to rw13L for departure back to London (LHR). After BAW it flew for OpenSkies (as G-BPEK and F-GPEK), Cabo Verde Airlines (D4-CCF) and Icelandair (TF-LLV) before being ferried to Opa Locka (KOPF) and scrapped in January 2023.