In the late 1930s, Sweden agreed to buy 84 Caproni Ca.313 with the aircraft arriving between 1940 and 1941. Despite the high number of losses (accidents, three shot down by German fighters and engine fires) for many years this machine, with its ten-hour endurance, was the only one capable of patrolling around Sweden. By any standards, the type was already obsolete by 1940 and all were retired and scrapped soon after the end of the war. This replica was made from original drawings and salvaged parts for a TV series in 1988 and has since been modified by the museum to make it more authentic.

The start of the Cold War induced an intensive expansion and requirement for the Flygvapnet to transport both personnel and equipment quickly. The Pembroke met the requirements and the Flygvapnet ordered a total of 18 to be also used for air rescue, research and for training navigators and radar operators. The last Pembroke was taken out of Flygvapen service in 1977. This TP 83 was delivered in 1955 and served in several air squadrons. accummulating a total flight time of 3,872 hours. The aircraft became part of the Flygvapenmuseum collection at Malmen in 1978

This Caravelle was originally delivered to SAS as SE-DAG in December 1964. It was one of two that were bought by the Flygvapnet for conversion into (the extremely secret) Tp 85 ELINT aircraft to be based at ESCF. It served from the early 1970s for more than twenty years and last flew in the late 1990s. Some ten years later it was placed on display outside the Flygvapenmuseum.

The JAS 39B is the two-seat training version, of which 14 were manufactured and is just under one metre longer than the 39A version. This example was delivered to the Flygvapnet in 2001 and was been based with F 7 at Såtenäs. After a total flight time of 934 hours, the aircraft came to the Flygvapenmuseum in 2017.

The aircraft was delivered as a C-47A to the USAAF in Europe in 1944 as 42-93706. Post-WWII it was purchased by DNL-Det Norske Luftfartsselskap as LN-IAH and, in 1948, merged into Scandinavian Airlines as LN-IKH 'Hallvard Viking' and Linjeflyg as SE-CFR. In 1960. It was the purchased by the Flygvapnet and the plane served until the early 1980s, after which it came to the Flygvapenmuseum for display. placed at the Swedish Air Force Museum in Linköping.

The SK 60A is a side by side, two-seat trainer with this example being the last Sk 60 to be flown with French Turbomeca Aubisque engines (designated RM 9 by the Swedes). The aircraft was located at F5 and FMV: Prov FC Malmslätt, the Test Department at the Swedish Defence Materiel Administration responsible for flight testing and understanding the tactical behaviour of aircraft designs. 60113 was transferred to the Flygvapenmuseum in the summer of 2001.

During the 1990s, Saab carried out modifications to the AJ 37, so that it could operate as a multi-role aircraft, which was designated the AJS 37. Saab had manufactured 108 AJ 37s and of these, 48 were modified. This Viggen was delivered in 1978 to Västgöta flygflotilj F 6 in Karlsborg and then moved to Skaraborgs flygflotilj F 7 in Såtenäs. After conversion to AJS in 1993, the aircraft was delivered to Skånska flygflotilj F 10 in Ängelholm and came to the Flygvapenmuseum for preservation in April 1997.

In 1951, Sweden ordered 74 Saab 91B trainers to replace its remaining Bücker Bü 181 Bestmann aircraft. However, the company's capacity was full building J29 Tunnan fighters, so production of the Saab 91B was moved to the Dutch company De Schelde at their Dordrecht factory. De Schelde continued building the Safir until 1955, completing a total of 120 Saab 91B (and 91Cs). With the Flygvapnet the type was designated SK 50B. The aircraft, seats three people and was used for basic flight training. This example came to the Flygvapenmuseum in September 1997.

This is one of two Canberra B.2s acquired by the Flygvapnet from the RAF and modified to T.11 standard, trainers for pilots and navigators of all-weather interceptors to operate the Airborne Intercept radar. After delivery, both aircraft flew with F8 at Stockholm - Barkaby. Although they were modified for ELINT missions and designated Tp 52, this example was mainly used as a flying test bed and flown to Malmen for preservation in January 1973.

The Flygvapenmuseum's TP 47 was manufactured in 1943 under license in Canada. It was the first of the three aircraft to arrive in Sweden and was stationed at F 2 Hägernäs from 1949. The Flygvapnet retired the aircraft after almost 20 years, with a total flight time of 6,000 hours, and designated it for preservation.

This Draken was delivered to the Flygvapnet in 1968 as a J 35F, but later modified to a J 35J. It was stationed at Bråvalla Air Squadron F 13 in Norrköping, Västmanland Air Squadron F 1 in Västerås and Skåne Air Squadron F 10 in Ängelholm. The plane was the first Draken to be painted grey and, in 1999, was handed over to the Flygvapenmuseum for preservation.

During 1947, SAAB began converting the piston-engined J 21s to jet propulsion resulting in 64 J21Rs, with the type seeing service in the late 1940s and early 1950s before being replaced by a new generation of fighters designed from the start with jet propulsion, such as the DH Vampire and the Saab 29 Tunnan. Unfortunately, all original J21R aircraft were scrapped after retirement in the late 1950s, however, in the 1990s a group of volunteers took the surviving derelict Saab J21A airframe 21286, and rebuilt it into a J21R for display at the Flygvapenmuseum.

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.