The Beech D-18S in service with the RLS was succeeded by the HFB-320 Hansa. Although the first RLS Hansa PH-HFA was delivered January 10, 1969, the Hansajet with its typical forward-swept wing was already well known at the airport in the second part of 1968 as Eelde was used in the testprogram of this new aircraft. Due to their noise the three HFB-320 Hansa Jets had a short live in RLS-service. In 1976 they were already phased out and sold. The PH-HFC remained in service of the RLD till 1985 as a calibration aircraft. The registration of the in August 1973 photographed PH-HFA was cancelled on November 23, 1976.

In 1950 the Rijksluchtvaartdienst purchased eight SAAB 91A Safir for the RLS. The SAAB 91A was replaced in 1959 by the SAAB 91D with a smaller but more powerful engine and more space. The RLS operated 23 SAAB 91D aircraft over the years. A total of 323 Safirs were built of which 120 under licence by de Schelde in Dordrecht. SAAB 91D Safir PH-RLC was registered from October 16, 1959 till October 21, 1980. The Safir was sold to Sweden in 1985 and registered SE-IRN on April 11, 1985. The PH-RLC was photographed May 30, 1970.

The three-seat prototype of the FN-333 designed and built by Nardi S.A. flew first December 4, 1952. The development was very slow till SIAI-Marchetti acquired an exclusive manufacturing licence for the FN-333 in March, 1959. They called the aircraft "Riviera". SIAI-Marchetti placed a slightly enlarged four-seat variant in production which had flown in prototype form on December 8, 1954. The first of ten pre-production Rivieras was flown in February 1962. Riviera SE-CWN was photographed September 17, 1970. The SE-CWN was registered I-SIAU before. On June 20, 1973 it was registered in Norway as LN-BEG. After the aircraft was withdrawn from use the registration LN-BEG was cancelled on June 30, 1989.

Philips Vliegdienst was a regular visitor of the airport. Next to their own Fokker F-27 Friendship; Beech Baron, Queen Air & King Air; DH-104 Dove; DH-114 Heron; Dassault Falcon 10, 20 & 50; AB206 Jet Ranger and G-1159 Gulfstream II they came in with the aircraft of Vliegsyndicaat Welschap and Vliegsyndicaat Twenthe. The Fokker F-27 Friendship PH-LIP made its first flight on 26-03-1962 and was registered with Philips Gloeilampenfabrieken NV on April 4, 1962. The registration was cancelled on April 15, 1975. The Friendship was transferred to WDL and registered as D-BAKA on June 28, 1975. The PH-LIP was photographed in 1970.

A sensation was on May 24, 1971 the arrival of the second prototype of the Mil Mi-12, the largest helicopter of the world. On route to Le Bourget it came in for a fuel. It was escorted by Mil Mi-8V CCCP-11097. It was powered by four 6500shp Soloviev D-25VF turbines giving the helicopter a maximum speed of 260km/h, with a 35400kg load or 120 pax and 500km range. The Mil Mi-12, known as V-12 in the Soviet Union flew first in 1968. Three prototypes were built: it did not enter production. My photo of this Mil Mi-12 prototype is on the cover of the Airlife publication "Vintage Russian".

In 1962 the "Staat der Nederlanden" ordered seven Paris II jet trainers for use with the Rijksluchtvaartschool. The two-engined MS-760B flew first on 12/12/1960. The original design, the side-by-side 2-seater MS.755 Fleuret already flew first on January 29, 1953. The 4-seat MS.760-01 prototype of the Paris flew first July 29, 1954. The PH-MSW (ex. F-BJZV) was registered on June 2, 1964. The registration was cancelled on September 14, 1973. After being retired with the RLS the PH-MSW was sold in the USA and registered N5879 on 17/10/1973. A detailed history of the RLS is at the site of Douwe Pelleboer.

In the second part of 1968, after three HFB-320 were ordered for the RLS, the Hansajet became well known at Groningen-Eelde. HFB directed a number of brand-new HFB-320 Hansa jets to Groningen Airport Eelde for test flying and training. Hansajet D-CIRU made its first flight on 20-12-1969. The D-CIRU was reregistered N5602 after the Berlin based Modern Air Transport ordered a HFB-320QC on 20/03/1970. Hansa N5602 stayed from March 25 until April 4, 1970 at Eelde for test flying and training of the crewmembers. The N5602 was photographed on 25-03-1970. On April 4, 1970 the N5602 was delivered to Modern Air Transport at Berlin-Tegel.

Cimber Air of Denmark was a regular visitor of Eelde airfield in these years. On April 11, 1970 the Nord 262A OY-BCO and OY-BKR came in for fuel. Originally known as the MH262 Super Broussard, the Nord 262 was designed by the former Avions Max Holste. The prototype, the MH250 with piston engines, flew first May 20,1959, followed by the MH260 with enlarged fuselage and turboprops on July 29, 1960. Ten MH260 with its rectangular section fuselage were built. The pressurised Nord 262 made its first flight on 24th December 1962.

Transavia operated both the Sud SE.210 Caravelle III and the Caravelle IVR. The Transavia Caravelles were regular visitors on holiday charters or when they brought the audience for the television show "Zevensprong". PH-TRY was registered on May 1, 1970 by Transavia Holland N.V. It was in service with United Airlines before as N1002U. The Caravelle IVR was photographed on the Eelde tarmac May 30 1970. The registration PH-TRY was cancelled on July 7, 1976 and the Caravelle entered the US-register again, this time as N777VV. The aircraft was withdrawn from use in 1977 at Tucson, Arizona and was noted in 2002 in use as a fire trainer.

On August 29, 1966 the NLM started with 2 leased Fokker F-27-300M Troopship regular services from Amsterdam to 5 regional airports in Holland. On 01/12/1967 Friendship PH-SAD was transferred from Schreiner Airways to the KLM to operate on the NLM-routes. On 29/06/1968 the Friendship was transferred to the NLM The number of flights at the AMS-GRQ service increased over the years from 2 up to 5 times a day with a growing number of passengers. After the KLM decided to reduce the number of flights to 2 times a day, the number of passengers went down dramatically and finally the NLM-service AMS-GRQ succeeded.

All photos on this site are copyrighted by international copyright laws, and remain the property of the relevant photographer. Prior permission should always be sought directly from the photographer for any other means than private viewing. If no photographer is mentioned the photos on these pages are made by Jack Wolbrink.

Disclaimer: Every effort has been made to insure the correctness of data. However, I disclaim any responsibility in case of any errors or omissions. I am not responsible for the content of the linked websites.