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.

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.

The cockpit of this Viggen has been gutted to fit out the simulator underneath the black cover in the background.

Västerås was once the Swedish Air Force base F1 Hässlö and home to F1 Västmanlands flygflottilj in whose colours this Draken is displayed. Mounted on a plinth inside the former base, the elegant lines of the Draken are evident.

This is the sixth Viggen prototype (hence the serial) and is now on display at this museum. Note the starboard side is cut-away.

This Flug Werk 190 was built at Ingolstadt - Manching (ETSI) and was the 21st of the type to be completed. The plane then underwent an extensive flight test programme as D-FWSE before being ferried to Sweden in June 2017. Due to regulatory requirements the FW-190 (note the capital FW designation is a deliberate differentiator from the Fw used by the Focke-Wulf WWII originals) had to adopt a Swedish registration, whilst the owners work towards an airworthiness clearance. In the meantime the plane provides an interesting new exhibit to be viewed during the normal opening hours.

This Lansen had come to the Flygmuseum by September 2002.

I have not been able to establish with certainty which aircraft this cockpit section came from, nor have I seen other images of it. The livery on the aft part appears to be that of Florida-based Missionary Flights International and ties in with the style used on N2401, which was damged in a hurricane and broken up in Florida. The nose section of N2401 was then used to repair C-47A 42-24049 at Norrtälje, Sweden, the nose section of which was corroded.

This beautiful DC-3 was not yet out on the touring/airshow circuit, rather at home receiving visitors at the super Flygmuseum at Västerås.

This Venom was built in 1953 and served with the Flygvapnet as 33015. From 1958 it was owned by the Svensk Flygtjänst (Swedish Flight Service) and converted for target towing based at RFN Vidsel. After a couple of crashes, the first one repaired, the plane was retired and used for fire drills. It was donated to the Flygvapenmuseum at Malmslätt in 1979 but came to the Flygmuseum in 2017.

This Apache has earned its place in this super museum as it was the first ever Swedish-registered private plane to make a trans-Atlantic crossing when it was delivered new to L-Air in 1956. It was used as a corporate transport for Volvo between 1958 and 1965.

In use as an instructional airframe.

Built in 1954 and used by the Swedish Air Force with s/n 50073 until 1990.

Pictured parked on the apron in front of the Flygmuseum.