Built as a J 32B in 1959 and taken on charge with F1 Västmanlands flygflottilj 25 September 1 as 1-71, later 1-31. Transferred to F4 Jämtlands flygflotilj 24 August 1967. Converted to J 32E during 1972 and operational with F3 Östgöta flygflottilj as 3-09. To F13 Bråvalla flygflottilj as 13-09 during 1974. When the Lansens were retired from Flygvapnet in the late 1990s, 32571 went to Flygvapenmuseum and is on loan to the Eesti Lennundusmuuseum.

Painted in the colours of F10 Skånska flygflottiljen, this Draken was delivered to F13 Bråvalla flygflottilj 12 September 1966, taken on charge as 13-41 20 September 1966. Transferred to F12 Kalmar flygflottilj 25 March 1969-03-25 as 12-41. To F16 Uppsala flygflotilj as 16-53 2 June 1982. Sold to Finland as DK-247 with KoeLtue at Halli during 1986. The Finnish Drakens were replaced by F-18s in the early 2000s and stored.

This Hunter was originally delivered to F18 at Tullinge in 1956. In autumn 1962 it was transferred to F 9 at Gothenburg Säve and flew on until July 1968 when, with a total flight time of 1,225 h, it was handed over to the historical flight collection at Malmen for refurbishment and eventual display.

This Venom was delivered to F 1 in Västerås during August 1953 and wore the scheme in which it is on display today. Between 1960 and 1969 it was on the Swedish register as SE-DCD and painted yellow for use as a target tug with Svensk Flygtjänst AB. In January 1969 the plane was handed over to the historic flight collection as Malmen for restoration and display.

This Tunnan is an unarmed reconnaissance version with seven cameras and a rear warning system to detect attacks from behind. The aircraft was delivered to the Flygvapnet in 1956 and served for the next ten years. The Target Flight Division then used the aircraft at F 3 Malmen until 1970 before it became part of the aviation history collections that laid the foundation for the Flygvapenmuseum. Note the code 21-20 is fake.

The Swedish Air Force purchased two NA-16 aircraft, to be used as pattern aircraft for license production by AJSA (later Saab). They served as trainers with F5 at Ljungbyhed and were given the designation Sk14. No Sk14s survive, and this example is a replica built by enthusiasts of the Svensk Flyhistorik Förening, the propeller, landing gear and tires are from different, original aircraft, the rear fuselage and wingtips come from an RAAF Wirraway and most other parts originate from a Canadian Yale. The remaining details were finished according to original drawings. A true composite aircraft!

The Ju86 was the most important Swedish bomber during WW II. Forty of these aircraft were ordered from Germany in 1936, before license production in Sweden started. Serial 155 was built in Germany in 1938 and delivered to F1 in June 1938. During its last years of service it was used as a transport aircraft with F21. On 3 June 1958, it made its last flight, completing 2086 hours. This example is the only Ju86 left in the world.

In early 1940, deliveries of the EP-106 started via Norway. Eventually, only half of the 120 Ep-106 ordered were delivered as the USA halted export to some countries. The aircraft were designated J9 and used for fighter and reconnaissance duties. Serial 2134 was taken on strength in July 1940, it moved to F3 at Malmen in 1948 and was retired from service in 1949 and added to the historical collection.

A total of 85 Fw44J Stieglitz were bought and built under license in Sweden until 1943. It was used for basic flight training and given the designation Sk12. Serial 670 was built in 1941 and was the last remaining Sk12 with the Swedish Air Force. It served mostly at F5 Ljungbyhed. It was used as a glider tug at Ljungbyhed between 1963 and 1967 as SE-EGB. It was deregistered and passed on to the flight historical collection at Malmen. It last flew in 1976, with the 50th anniversary of the Swedish Air Force.

A Centrala Verstäderna (CV)-license built Fokker C.V can be found on display with the excellent Flygvapenmuseum. A total of 14 were purchased from Fokker, The Netherlands, and 35 were built by CV in Malmen. After it proved unsuccesful as a figher (designated J3) the type was relegated to reconnaissance duties as the S6. The reconnaissance equipment consisted of one hand-held camera. This aircraft served from 1934 till 1945. The aircraft was renovated and flew in 1962 to celebrate 50 years powered flight in Sweden and last flew in 1963 on a round trip to the Netherlands for the RNLAF jubilee!

To gain experience with jet aircraft, ahead of the Saab 29 Tunnan project, Saab converted four Saab J21As with jet engines, to become J21R. Unfortunately, no J21R aircraft were saved after the type was retired at the end of the 50s. The museums J21A 21286 had no engine and was chosen to be rebuild as a J21R. The aircraft was handed over to the museum on 13 April 1998 as a J21R.

Designed by Swedish aviation pioneers Von Porat and Kjellson, the Tummelisa was a light and agile aircraft used to train fighter pilots who aleady had some experience. Serial 3656 was built in 1928 and is the only surviving example of its kind. It flew with F5 from Ljungbyhed and F3 from Malmen during its career. It last flight was at Malmen during the celebration of 50 years of Swedish military aviation in 1962.

Two Canberras were acquired by the Swedish Air Force from the RAF and these were modified to Canberra T.11 by Boulton Paul. After delivery, both aircraft were secretly modified in Sweden for eavesdropping on primarily Soviet, Polish, and East German military radio transmissions. The Canberras were given the designation Tp52, and taken into service as test aircraft, until they were replaced by two Tp85 Caravelles in 1971. Serial 52002 was flown to Malmen into retirement on 25 January 1973.

Saab J21A 21364 was delivered to the Swedish Air Force in August 1948. With its highly characteristic shape, it was one of the first types of aircraft delivered with an ejection seat. Its service life was cut short, when jet fighters became available in large numbers, and by 1954 serial 21364 was already retired and moved to the flight historical collection, which became the excellent Flygvapenmuseum.

When the Swedish Air Force was created in 1926, this type became its first fighter (J1), having been acquired by the army from 1919. Serial 947 was one of the first purchased from Austria for the army, ahead of license-construction in Sweden. It was retired in 1928 and given to the car of the flight historical collection at Malmen, which evolved into the Flygvapenmuseum.

With the threat of war looming over Europe in 1939, Sweden sought to buy fighter aircraft and found Italy willing to deliver the Reggiane 2000, designated J20 by the Swedish Air Force. All 60 operated from Bulltofta near Malmö, to strengthen air defence over South Sweden and often escorted foreign aircraft seeking refuge in Sweden during WW II. Serial 2340 was delivered in August 1942 and withdrawn from use when the war ended, in 1945. Of the two surviving Re2000s in the world, this is the only one that is complete.

An original Bückers-built Bü-181B-1 was acquired by Sweden during WW II to serve as a test and pattern aircraft for license construction by Hägglunds. Ex D-EXWB, it was delivered via Warnemünde and Bulltofta on 29 June 1942, and was first allocated serial 25001. This later changed to 25000, as the license built aircraft were 25001-25120. The type was designated Sk25 with the Swedish Air Force. In 1954, with 943 hours, it was retired.

The Swedish Air Force operated a total of 26 S14s, or Fi-156 Storch, some of which landed in Sweden with refugees on board during WW II and were put into service. The aircraft served in various missions, with or without skis. After their retirement in 1961, all were sold to Austria and Germany, where some are still privately flown today. In 1967, this example was traced, bought back and restored at Malmen for preservation in the Flygvapenmuseum.