This Viggen (Thunderbolt) was delivered to the Flygvapnet in 1975 as AJ 37 (strike fighter). During the 1990s, Saab carried out modifications to the AJ 37 (andSF 37 and SH 37) so that they could operate more in a multi-role capability. In addition to the attack role, the type would also be able to carry out reconnaissance missions and so the designation was changed to AJS 37. This example was one of the 48 modified to AJS 37 out of a total of 108 AJ 37s and had a total of 2,660 h when retired in 1998. Note the tail is not missing, rather bent over to the port side.

After departing the Jämi Fly, Finland this Trojan incurred substantial damage after it made an emergency landing in a field due to engine problems. The hulk was stored at Vallentuna, a GA field near Stockholm, and is undergoing restoration at the Flygmuseum. The US registration has been cancelled.

This J 35F was delivered to the Skåne Air Flotilla F 10 in Ängelholm in 1969. After 2492 h the plane was retired and became a ground instructional frame at the Hässlö Flight Technology Center (FTC) in Västerås. It was given over for preservation in 2017.

This C-47 was built in Long Beach for the USAAF as 42-32877 and during WWII became a veteran of Operation Overlord. It was sold to Sweden post-war and became SE-APW with Svensk Interkontinental Lufttrafik (SILA), the national carrier at the time, which was shortly thereafter merged with its Danish and Norwegian counterparts to form SAS. The plane was deregistered in May 1949 and flew with the Flygvapnet as a Tp 79 until 1983. It is now on display outside the Karlsborg Fortress.

This Twin Otter was built in 1973 and originally delivered to OLT as D-IDOT. From December 1977 the plane flew for Swedair as SE-GEE and then in December 1985 was sold to France as F-GFAH. By September 1989 the plane had rejoined the Swedish register again as SE-GEE with Swedewings and then Air Hudik but has been used for skydiving since May 1993.

This 1977-built Skyhawk was previously N738GR and G-SEVE before joining the Swedish register in May 2020.

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 AT-16 flew previously with the RCAF (as FE792) and then USAAF (as 42-12279) as it was assigned to the Swedish Air Attaché in Washington DC in 1947 before being TOC by the Flygvapnet in 1951/2 as as Sk 16A with serial 16144. It is pictured inside at the Flygmuseum but still flies on the warbird circuit during the summer.

Between 1954 and 1956, Saab manufactured 76 copies of the Spaningstunnan, the reconnaissance version. The S 29C was equipped with seven cameras but carried no armament. This aircraft was delivered to Södermanland's air fleet F 11 in Nyköping in March 1955. Four years later, the aircraft was transferred to Norrbotten's air flotilla F 21. For the last three years 1967 to 1970, the aircraft was stationed at Östgöta air flotilla F 3. it was SOC in June 1970 and is now on display at this very interesting museum.

This was delivered to the Flygvapnet in July 1964 but involved in an accident only two months later. It was repaired and returned to service until retired in 2001 and now on display at the Flygmuseum.

3rd B 1900 for IDC, purchased in 2021.

This An-2 was originally delivered to the Estonian directorate of Aeroflot as CCCP-32608 (note that this is the second use of this registration, so not 10847304) and then to Estonian Air in July 1993 as ES-CAB. From October 1997 it was flying with Aviation Club HLK (based in Tallinn) but is now preserved in Pukarhagen, just north of Arlanda airport.

This An-2 was originally delivered to the Central Region directorate of Aeroflot in April 1975 as CCCP-07777, later transferring to the Komi directorate, and then in February 1994 to Komiavia as RA-07777. In January 1999 the plane went to GI Kaunas as RA-02574 (note this is the second use of this registration, so not 1G120-34) but is now preserved at Pukarhagen, to the north of Arlanda airport, with 'FLA PF' written in Cyrillic on the rear fuselage.

In 1967 Henry Nyberg, a Swede without any aeronautical credentials homebuilt this, neither legally certified nor registered, aircraft and taught himself to fly. In total he amassed more than a 1000 hours in the Conkubin, with even the propellor being homemade. In 1973, a larger engine and a larger propeller were fitted to improve performance but the only thing that Nyberg would never be completely satisfied with was the plastic canopy.

The Super Spatz was a high-winged glider manufactured in Germany in the 1960s. This is one of the 40 examples built and hangs from the roof in this museum.