G-ANOK serial number 91-311 was 1 of 120 aircraft built by De Schelde in Dordrecht Holland under license for the Svenska Aeroplan AB (SAAB) in the 1950s. G-ANOK was one of four British registered SAAB Safir’s, the first of them and the only C variant. The aircraft served as an experimental platform for various British aerospace companies. These companies tested aviation equipment, navigation equipment, pioneering light aircraft navigation systems. Kelvin and Hughes used the aircraft for various trials and tests and as such, internally was quite different to a standard Safir, its avionics and instruments being unique. The aircraft was also fitted with a provision to supply high power to the navigation system. This was provided by two large static invertors fitted under the floor in the back seating compartment. Although during this time it was also used as company transport flying all over Europe, so most of its time was based at Luton Airport. The aircraft was used for publicity purposes, in one case to fly the winner of an Air Training Corps model aircraft competition in 1956. The aircraft was quite well known during these years.
The aircraft changed hands during 1961 when ANOK was sold to Bennett Halpin, owner of Halpins of Hampshire (Electrical and Electronics Store). During this time the company was developing the A.D.A.S navigation system, the worlds first transistorised combined MF/DF, VOR/ILS, LOC unit. The aircraft changed hands again in 1962, being owned by Mr Fred Couling. However, from the logs, he never flew the aircraft. The aircraft was mainly flown by Mr John Galt, who's company, AF Galt and Company Limited, eventually became the owner in 1969.
The Galt company were paper merchants and paper product manufactures in Kelso Scotland with strong connections in Sweden. ANOK now spent most of its flight time flying between Edinburgh(Turnhouse) and Scandinavia and Northern/Eastern Europe.
During this period the aircraft had most of its maintenance/repairs done at the SAAB factory at Linkoping in Sweden and when back in the UK, was looked after by Ferranti at Edinburgh Airport.
The aircraft continued to be flown on a regular basis until November 1971 when G-ANOK made her last flight from Edinburgh Airport to Strathallen, where it became part of the Strathallen collection on loan to Sir William McRoberts. G-ANOK sat in very good company until the collection was broken up and auctioned off in the Early1980s. Following the auction ANOK took up a new residence at East Fortune airfield, again on loan to the Scottish Museum service. It was moved here with some of the former exhibit's from Strathallen. The aircraft was stored in the museums storage area until the late 80s when there was a policy change on aircraft stored. G-ANOK was again on the move and was taken to the owners residence and was again put in storage.
The aircraft came onto the market in 2016 and was purchased by Blackstone Aviation and moved to Northumberland for restoration. During the initial survey it was clear that the restoration was going to be a challenge. The aircraft was moved from its last storage in Scotland and located to the restoration hanger. G-ANOK has started on its journey back to airworthiness. With the help of the Light Aircraft Association (LAA) and the Civil Aviation Authority (General Aviation Section) G-ANOK has been placed on the LAA register which will greatly help with its restoration.
SAAB Aeronautics division in Linkoping have also been a great help supporting the on going heritage project and, with its partner company (Supporting SAAB Small/Historic aircraft ) Flygkonsulterna i Malmo AB .
G-ANOK is now going through the process of being totally stripped with all paint being removed down to bare metal to enable a thorough inspection of the airframe to be made and to check for areas of potential corrosion. During this process we also start to identify and try to find any defective parts. This is an important part of the restoration to keep the flow of work going forward. This also gives us the opportunity to see what parts have to be sent out for overhaul.
The Engine and propeller have been removed, the engine will be stripped down for inspection to assess the internal/external condition of the engine this includes all hoses and associated parts and if required, overhaul the engine. The propeller is not a straightforward Hartzell propeller due to its age and its original construction being fitted with the early Hartzilite blade that can no longer be used. The propeller will be sent to a propeller overhaul company to replace the blades and overhaul the Propeller.
As we progress with this project we will post new information and picture so do come back and check on progress !!
