This community is for discussion among pilots, students, instructors and aviation professionals. TKM MX11 Comm Inspect the seal around the windshield and check out the locks. While not great, it beats the rest of the AA1 lineup by 50 to 90 pounds. 2023 Aircraft Owners and Pilots Association, Avg. Sign in to continue reading 1971 Grumman American Trainer AA1A By Staff Updated February 22, 2016 Save Article Because the Cheetah looked very much like the Traveler externally, Grumman's marketing department created a "leaping cheetah" emblem to differentiate it from the earlier AA-5. This wears out the brakes sooner The engine can turn 2700 with no problem, and 2800 for takeoff. Piper. Econ . Already a member? AA5 Nose Gear While this did tame the AA-1's sharp stall, it also reduced the cruise speed compared to the original AA-1 by 10 mph. Also, the AA1 carries the often dubious distinction of being one of the least expensive airplanes around. While this did tame the AA-1's sharp stall, it also reduced the cruise speed compared to the original AA-1 by 10 mph. Modifications included a 108-hp engine (instead of the original 65 hp), That 2023 The Grumman Owners and Pilots Association. [5], In 1971, American Aviation modified the NACA 64-415 airfoil used on the AA-1's wing, creating the AA-1A Trainer. [3][4][5][6][8][9], The Yankee was originally designed to minimize the number of airframe parts used, with the aim of simplifying production and saving money. New fiberglass tail cone. fuel STC, the trips will be short. Today, the AA1s failure in the trainer market is a blessing in disguise, because fewer of the airplanes have been exposed to the ravages of primary training. heavy, high-performance aircraft or many of the Experimental aircraft on Get extra lift from AOPA. pleasure quotient is tremendous. Beech. are also the wing spars. Other changes included adding extended wing tips to improve rate-of-climb, an anti-servo tab on the elevator along with a centering spring system to increase longitudinal stability and stall strips to improve handling during a stall. The AA1B has a basic useful load of more than 450 pounds. was traded for a Lycoming O-235-L2C that developed 115 hp. Never try to do it yourself - even if you are a mechanic enough that I couldn't hold a slip towards touchdown and stay over the runway. As a result of this philosophy, many parts were interchangeable. Unfortunately, you are almost obliged to purchase one of the auxiliary tank mods (which add about 10 gallons total), further eating into the useful load. No plans of upgrading just keeping it for a few years and hopefully selling before tbo. In 1971 American Aviation modified the NACA 64-415 airfoil used on the AA-1's wing, creating the AA-1A Trainer. Interested in buying this aircraft click here. The Yankee, as it was originally called, The cockpit is small, the speeds are fast, and the canopy is hot. Learn More Already a member? STC SA789NW 180HP Conversion with Cowl Flaps 185 lbs and full fuel of 22 gal. 11. I recently sat down with a broker going over a whole list of models I was interested in and this is what I got as a VFR 100ish hr guy. One problem with my Yankee was that the bushings in the ailerons came It was an 1800-hour total time aircraft with a Genave radio that forgot The last AA-1C was produced by Gulfstream American in 1978. Not good! When shopping fact, it's so bouncy that if you hit the nose gear first, you probably ought [1][3][4][5][6], The remaining accidents were generally attributed to the AA-1's short endurance (3.3 hours), inability to use short grass strips and high approach speeds (8590mph). We now cruise 120ktas on 8.gph, and climb from sea level 1000-1500+fpm at max gross, depending on the conditions. Dual ANR 12v power jacks The cabin lighting proved to be excellent, with its variable intensity lights. A sunscreen is helpful to keep out the heat but sometimes hides the cracks. pleasure quotient is tremendous. Maintain ground effect until you get past 70. The fuel system consists of two tanks with a total capacity of 24 gallons, of which 22 gallons is usable. Discussion in 'Flight Following' started by samiamPA, Aug 3, 2020. Annual inspection good till May 2016. . Look for dents or wrinkles in the tail surfaces, which are easily [1][3][4][5][6], Grumman bought American Aviation in 1971, renaming it Grumman American Aviation, and beginning in late 1972 sold the 1973 model year design as the Grumman American AA-1B Trainer for school use. The nosewheel is a castering The AA1 A, B, and C models were the result. Have a good AD search done. Scan this QR code to download the app now. 5, and 10 fame) as the Bede 1. At that time the FAA was hesitant to certify a light aircraft with folding wings. These were all different from the other school aircraft in use in that era and took some adaptation by instructors and students alike. The nose gear on the early AA1 needs to be changed to the AA5 nose gear for LED landing and position lights. try to touch down 70 to 75 mph. AA1s are GREAT airplanes, very simple, lots more plane compared to a Cessna 152/172, very good trainer if you're going to be stepping into a high performance high speed airplane. . Strip, inspect, and repaint. by Horatio Tue Jul 23, 2013 4:57 pm I know there are certified standard category aircraft that meet the LSA regs (Champ, Cub, Luscombe, etc.) Fiberglass main-gear legs conspire with a steel nosewheel strut to absorb landings good and bad. Cruise speed just a hair above 100kts true. It really turns into a dog in climb. Most insurance companies will require about ten hours dual before they I think they fit everything for my mission perfectly but with a family I am trying to figure out if it is more of a risky platform. [1][3][5][6][9], Some AA-1s have had their original engines replaced with larger 150 or 160hp engines that further increase performance. I own a 182P and love it for what it does. I was ferrying my aircraft home for the first time, I had to land on a grass dangerous for the inexperienced) that would roll over on a wing if Gulfstream American. Compare the AA1A with the Cessna 150 in the specifications at the end If you need to repair things near the prop (not much clearance) and you have It really turns into a dog in climb. The Yankees have tight cowlings and tend to run the O-235 hot in the climb, which wreaks havoc on the top end. USA's On hot days or with high density altitudes you can forget it though. 1. It won't go in and out of the short grass For instance, because the flaps were the same part as the ailerons they were too small to be effective as flaps. The prototype first flew on July 11, 1963 and featured folding wings for trailering and ease of storage. This 108 hp, tricycle gear. The The Grumman American AA-1 series is a family of light, two-seat aircraft. I was surprised to be flying along and suddenly have the outer end Just watch the weight. SportPlane Resource Guide!!! Most of the structure is made up of formed aluminum glued to conventional structural members; think of the glue as replacing rivets, and you get the idea. Fuel capacity was increased from the Traveler's 37 US gallons to 52 gallons, thus increasing its range. Stall Speed: 50 KIAS. In fact, NASA did a spin test is only about 500 lbs (fuel, passengers, and stuff). Standard fuel is 22. Grumman AA-1A = LSA? But the "everyman's" status was never achieved. It had (and still has) a youthful kick something precocious and spunky. 3. The type certificate for the AA-1 family of aircraft are currently held by True Flight Holdings LLC who bought the assets of Tiger Aircraft on August 2, 2007. The fin and horizontal stabilizers were interchangeable, as were the rudder and the elevators. Don't overload them, and make sure it has a climb prop unless you fly solo all the time. 1971 Grumman American Trainer AA1A - Plane & Pilot Magazine This is the 1st of your 3 free articles Become a member for unlimited website access and more. the rates for a Cessna 150. I did look at the NTSB database, and it looks like most fatals over the past decade were related to fuel management, which is not unique to any airframe. Whats Going On with Cessna Denali Turboprop. When choosing which model to buy, remember that the AA1 models are shooting down the enemy, who wants to fly cross-country anyway. 585 useful load with a 1560 MGW suggests the plane weighs 975 empty. effect until 80 mph is reached and you have a decent climb. The flight in ground effect included a turn to stay away The company designated the redesigned aircraft the AA-1 Yankee Clipper. Aircraft paint stripper will damage the bond if the joints weren't protected. An oil cooler became standard with the AA1C, but it can be retrofitted to the earlier models. Over 1770 aircraft were built The Grumman American Yankee AA1 series of aircraft requires careful training Although this is difficult Performance specifications. If that's the case, make sure they have the additional dorsal The numbers are pretty Cruises at 160MPH. Make sure they work, are not plugged, and that ). These names were chosen to position the aircraft in the Gulfstream American line which, at that time featured the Cheetah, Tiger and the Cougar. We were using full throttle, 2,600 rpm, at the time, which produced 60% power at that altitude. You cannot overload the plane and then fly safely, no matter where the weight is. 7 to 8 gph. Most modern AA1's are going to be nose heavy. of spins. home. I wouldn't call it much higher. tarmac, the full canopy sure heats up the cockpit. Grumman Grumman AA-1B Technical Specifications Exterior Exterior Height: 7 ft 6 in Wing Span: 24 ft 5 in Length: 19 ft 2 in Occupancy Crew: 1 Passengers: 2 Operating Weights Max T/O Weight: 1560 Lb Empty Weight: 975 Lb Fuel Capacity: 22 gal Lb Payload W/Full Fuel: 453 Lb Range Max Range: 350 nm Service Ceiling: 12750 ft Distances That means at least 2100' of runway for the AA1 (takeoff over 50 is 1400'). I understand the AYA has a transition program that I would definitely take advantage of. Other changes included adding extended wing tips to improve rate-of-climb, an anti-servo tab on the elevator along with a centering spring system to increase longitudinal stability and stall strips to improve handling during a stall. For its high cruise velocities, the AA1 pays dearly in climb performance. The re-contoured leading edge produced softer stall characteristics and permitted lower approach speeds. the aircraft design - small, quick, fun, fuel thrifty - it 8. I've read that they're a lot different in flight characteristics though. The airplane is approved for day and night VFR operations when equipped in accordance with F.A.R. Fax: 941-294-3678. (and the flat, plowed fields of the Midwest), I wouldn't have made it out The original American AA1 Yankee Clipper came out in 1969, It climbs like a bat out of hell and has a service ceiling of 21,000 feet! This is a time when more is better. The AA-1C received a new larger horizontal tail and other significant improvements, including a 115 hp Lycoming O-235-L2C high-compression engine designed for 100LL fuel, which brought the cruise speed back up to that of the original 108 hp Yankee. Sounds like the Grumman, not so much. (My AA1A had a strange quirk. want you to solo a Yankee. in the air and make it flyable. The SDRs show mainly problems with brakes and other accessories although one relates an engine failure thanks to a broken exhaust valve. Ameriking AK-450 ELT with remote switch, Bruce's cabin cover Maybe the Yankee isn't as "hot" as some want you to believe? It leaky gaskets, and shortens engine life. really The Yankee It has an O-360-A1A (737 total time since Factory Overhaul) under a one-time STC. Bede was ousted and the company was renamed and reorganized as American Aviation. softer stall characteristic. ADS-B compliant. The 150 is probably forgiving of screwing up the W&B. Whatever the negative results of the design, the aircraft is fun if flown 1996 or Plus, when you get into those tight parking spots all you do is taxi in, Most modern AA1's are going to be nose heavy. I have seen a number of control yoke bushings that are worn or loose, have gone from "dirt" cheap, around $7500, to reasonable "jet ski" cheap. E-Mail After seeing lots of Grumman AA1-A's though, I got interested. ADS-B compliant. to determine, take a very careful look at all the seams and edges. Im assuming he is referring to the rumors that swirl around that if you get too slow they fall out of the sky and if you get in to spin it is not recoverable. No BD-1 kits were ever sold. Fuel Burn @ 75%: 8.5 GPH. The one I helped ferry from Texas to SC last year had only about 480 lb useful load, and when you take the full 132 lb of fuel out of that, it doesn't leave a lot of weight for people and bags. Changes were made to the engine cowling and baffling to reduce cooling drag, the exhaust system was redesigned, the main landing gear fairings were further improved, the ventral fin was eliminated, and the horizontal tail was enlarged to allow a larger center of gravity range. Do a few calculations: 185 lbs pilot plus the pilot was behind the airplane. runway that has about 1.5 times the takeoff distance over a 50' obstacle. The real "rush" a pilot gets is from how much he enjoys flying. ever met an aircraft owner and pilot who didn't take great pleasure in flying? brick if you let it. The Yankee was, according to press reports of the time, a true breath of fresh air, constructed by a lean, mean, young-spirited company. Many things I've read also state that the AA1B is not nearly as forgiving as a 150 (You must log in or sign up to reply here. none. The new variant was named the AA-5A Cheetah and was introduced as a 1976 model in late 1975. The 1974 year's production was taken over by Grumman American who were instrumental in producing the AA-1C Lynx and T-Cat in 1977. anyway. Check the bonding of the fuselage and wings. AA-1B Trainer and TR-2 As a note we used the same hull value for ALL the planes to keep it apples to apples. The fuselage is a sandwich of aluminum honeycomb material that is bonded Gulfstream continued production of theAA-5A until 1979. Any thoughts on the safety of the AA-1B/C? Many STC mods to accommodate the O-360 including aux tanks, gross weight increase, AA5 nose gear, cowl flaps, dorsal fin, and speed fairings. as does a Pitts S1, Volksplane, and any number of other aircraft.). Range 463. The AA-1B was produced until 1976. Controls are simple, and well placed. of my aileron lift up a couple of inches at the hinge point. A weight and balance was done at it's last annual. 4. and 60 with flaps; not a big difference in speed, but the airplane does have to make a go-around right away. If you don't have the extended exciting, and fun! and regular practice, but you'll also find it is fun, cheap, fun, fast, fun, cures this problem. The recontoured leading edge produced softer stall characteristics and permitted lower approach speeds. My gut feel is that your 270 lb buddy is not going to be able to fly with a 200 lb instructor with much more fuel than to go more than once around the pattern and land. View 38 GRUMMAN AA-5 For Sale PAPI Price Estimate (as of June 1, 2022): $66,070. should be easy and one-handed. Have you A plane that meanders its way through the sky in the general direction of where you want to go, and asking it do anything beyond gentle turns and climbs (like a slip) feels like you're bending metal. fast and fun. and the Lynx was the sport version. PS Engineering 1000 II Intercom Grum.Man I owned an original AA1 and own a C150 now. Verify that the stuff under the cowl and behind the propeller works. The original 108-hp Lycoming O-235-C2C engine turn final when appropriate, trim for 70 to 80 mph. Cosmetically - it looks good. stop drilling. Vso in the -1A is 60 mph; 1.3 60 = 78 mph, if you want to follow the FAA formula for final speed. Bruce's cowl plugs. The airplanes roll rate, in particular, is wonderful, inspiring steep turns and yank-and-bank fantasies. aircraft have been converted to the 150- or 160-hp engines. Window reflectors Of course, This is the only 180HP AA1-B ever STC'd. As far as needing to be exactly on speed, not really, I've bailed out plenty of student mistakes. Once off the ground the left tank went past choice of "trainer" with a climb prop or "sport" with a cruise prop. In keeping with its namesake it was six knots (seven mph) faster than the Traveler with the same 150 hp (110 kW) Lycoming O-320-E2G powerplant. Check all the For other uses, see, "The Grumman Yankee Fighter Fun Trainer Price! for a Yankee take into account the construction. a lot of runway to get in the air. In general, everything about the AA1 series is simple. The Tr-2 carried a factory installed cruise prop, also 71 inches in diameter, but with 57-inch pitch.

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