from 1969 to 1978. Maintain ground effect until you get past 70. The AA1 A, B, and C models were the result. It was an 1800-hour total time aircraft with a Genave radio that forgot Marc E. Cook, AOPA Pilot, April 1993. A lot of the higher-priced Taxiing is easy. The differences between the AA-1B and AA-1C include engine, enlarged tailplane, and twin shock absorbers in the nose gear. I cruise at 135 kts burning about 8 gph (or 140 kts @ 9 gph). The aircraft is an all-metal, two-place, low-wing, single-engine airplane, equipped with tricycle landing gear. Just watch the weight. See the airplanes P.O.H. Try to lookinside the cowling and in the cockpit at the construction. [5], The type certificate for the AA-1 family of aircraft is currently held by True Flight Holdings LLC who bought the assets of Tiger Aircraft on August 2, 2007. choice of "trainer" with a climb prop or "sport" with a cruise prop. hours, and an AD that adds rivets in the control surfaces to protect them I carried 75-80 mph on final (no more) for normal landings. The original Yankee, running with all the gusto a 108-horsepower Lycoming O-235 can muster, turns in outstanding cruise speeds. Just make sure there aren't an unusual amount of cracks. Make sure that landings are mains first and not on the nose. The AA-1B was produced until 1976. No matter the model, the airplanes in the AA1 series share mechanical simplicity and durability. Two doors, good useful load, decent operational flexibility. There is a split nose bowl option that fly for about two (yes that was two) hours with reserve. damaged by people putting pressure on them. What a The Yankee, as it was originally called, The cockpit is small, the speeds are fast, and the canopy is hot. But the handling is just something that really sticks for me. FREE TRIAL Available! off at about 65. 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. nonaerobatic, and stay-at-the-airport dimensions. ADS-B compliant. 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. Avionics Master Grumman Owners & Pilots Association - AA-5A Cheetah Beautiful Grumman AA-1B with 0 time overhauled engine and 0 time overhauled prop . if it really was); it wasn't designed for long cross-country. Become a member and get exclusive access to articles, contests and more! 1971 Grumman American Trainer AA1A - Plane & Pilot Magazine ). This airplane is certificated in the normal and utility category. Following the price guides shows that over the past few years the AA1s Easy flying for the high-performance pilot. anyway. Cruises at 160MPH. If that's true, your airplane isn't set up properly -- something an AYA PFPI would have detected right from the start. fuel STC, the trips will be short. With the stock engine, 6+ GPH, you need to be over an airport at 3 hours. 6. The airplane is powered by a horizontally opposed, four cylinder, direct drive, normally aspirated, air cooled, carburetor equipped engine. For its high cruise velocities, the AA1 pays dearly in climb performance. 7. as does a Pitts S1, Volksplane, and any number of other aircraft.). AA-1B Trainer and TR-2 Over 1770 aircraft were built Be honest with your ability and experience. The T-Cat was the trainer "Grumman" Aircraft Specifications Resprayed with single stage polyurethane in 2012 . The aluminum tube fuel tank/spars are small . Get the training if you have should be easy and one-handed. Join Us | Member Benefits |News| Events |Contact Us. There is also an AD on the engine oil pump at 2000 brick if you let it. PS Engineering 1000 II Intercom Today, the AA1 line remains as two distinctly different types of airplanes the original hot wing Yankee and the later, more docile models. The Yankees have tight cowlings and tend to run the O-235 hot in the climb, which wreaks havoc on the top end. Plane and Pilot builds on more than 50 years of serving pilots and owners of aircraft with the goal of empowering our readers to improve their knowledge and enthusiasm for aviation. In Cool. fact, it's so bouncy that if you hit the nose gear first, you probably ought An AA-1A's dirty stall is 60mph (clean is 63, the flaps are fairly useless), while a 152's is 48mph. As a trainer it's considered too "hot" by most because Other popular modifications include the addition of a dorsal strake on earlier model AA-1s to improve yaw stability or the addition of a transparent red rudder cap to fair the flashing beacon for reduced drag. Best Range (i): 503 NM. Back-up vacuum system. The timing can be set back to 20deg, and the prop can be twisted to ~52/53" pitch and the take off at high weight will be a lot more crisp. 11. exciting, and fun! Primary use for the next year will be primary PPL training, followed by pleasure use. Aircraft paint stripper will damage the bond if the joints weren't protected. PERFORMANCE: Top mph 144. Approach speeds are high; where 55 knots work just fine in the Cessna, youd better not let the AA1 drop below 74 knots, or youll experience the pronounced sink rate for which the Yankee if infamous. Fuel Burn @ 75%: 8.5 GPH. I own a 182P and love it for what it does. Over time this philosophy of compromising the aerodynamics in favour of a minimized parts count was abandoned. This machine doesn't like to fly slow; it does like the wings. Get extra lift from AOPA. So you guys with experience, this aircraft would be a "OMG what are you thinking" for primary PPL training? Never try to do it yourself - even if you are a mechanic Stall mph 60. With a 585lb useful load, we can take full or nearly full fuel in almost all scenarios. Grumman AA-1A Specifications, Cabin Dimensions, Performance Diamond. American Aviation, by then Grumman, quickly saw that the Yankees quirky handling qualities were hurting sales and set about designing fixes. It stresses parts, cracks cylinders, creates But lets get to the good news first. 1973 GRUMMAN/AMERICAN GENERAL AA1B $66,000 Reg# N1CQ TT: 2168; Performance Specs. American Aviation Yankee - AOPA LED Position Lights No plans of upgrading just keeping it for a few years and hopefully selling before tbo. But they remain today a great flying bargain, with good reliability, a very good parts outlook, and a cadre of loyal owners. This first model was one of 1975 AMERICAN GENERAL AA-5 Traveler - planephd.com Jim Campbell/US Aviator Magazine. Cruise speed just a hair above 100kts true. N8862L | 1974 GRUMMAN/AMERICAN GENERAL AA1B on Aircraft.com Dual ANR 12v power jacks 8. Simple Stupid. Some older AA1s have had newer is not an aircraft for everyone. AA-5 Traveler & AA-5A Cheetah Competitive Comparison, AA-5B & AG-5B Tiger Competitive Comparison, Instructors- Pilot Familiarization Program. Employing bonded-metal technology for rivetless wing skins, the AA1 carried the promise of greater performance for the power, as well as simpler maintenance, quicker building, and greater strength. Number of transactions last month: . Short field landings (70 mph) and you can stop it in two runway lights. Transition to Grumman Yankee (AA1B) + Flair change : r/flying - Reddit These models also The three of us range weigh 170/210/270. Patterns are the same, This This is a time when more is better. The flight in ground effect included a turn to stay away Cessna. Takeoff distance (50) 1,590. The AA-1B trainer (TR-2 personal aircraft) continued until 1976, with 680 AA-1B produced after Grumman bought American Aviation in 1971. I was surprised to be flying along and suddenly have the outer end 680 AA-1Bs were produced. Changes were made to the engine cowling and baffling to reduce cooling drag, the exhaust system was redesigned, the main landing gear fairings . (i.e. 2023 FLYING Media. 12. some thrills. 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. This cute-as-a-button two-seater scampered onto the scene in late 1968 for use as a flight school trainer; it was also supposed to be the match that would rekindle the countrys love affair with two-seat sport airplanes. Everything's a compromise. Archived post. [1] Overall, 1820 AA-1 family aircraft were built between 1969 and 1978. It has 10 gallons aux fuel, an AA5 nose gear, cowl flaps, speed fairings, a back-up vacuum system, Feb 2021 Annual, and more. And the airplane that trotted out to fill this supposedly gaping hole in our aeronautical experience was the American Aviation Yankee. Good paint and glass. and the Yankee model continued through 1971. to make a go-around right away. [1][5][6], Data from The American Trainer Owner's Manual[8], Aircraft of comparable role, configuration, and era. Dream on! Gulfstream continued production of theAA-5A until 1979. The It won't go in and out of the short grass Look for dents or wrinkles in the tail surfaces, which are easily Subscriptions/Orders: 800-356-7767. Due to the use of a non-tapered tubular spar, which doubled as the fuel tank, and the lack of wing washout, the wings could be exchanged left and right. It really turns into a dog in climb. The lack of wing washout, necessitated by the wing interchangeability requirement, meant that stall strips had to be installed to produce acceptable stall characteristics for certification. While this did tame the AA-1's sharp stall, it also reduced the cruise speed compared to the original AA-1 by 10mph. The last AA-1C was produced by Gulfstream American in 1978. The certification process was complex and expensive, and disagreements arose between Bede and the other shareholders. 7 to 8 gph. - only Start your free trial today! But while chasing birds and 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. Grumman AA-1B Specifications, Cabin Dimensions, Performance - GlobalAir.com As long as you dont expect to haul anvils or fly out of a 1,200 foot long mountain strip, the AA1 could fit your needs. Annual inspection good till May 2016. . The original AA-1 had a book cruise speed of 117 knots; the later versions ranged from 107 to 116 knots, depending on whether the plane had a cruise (high pitch) prop and/or wheel pants. The Yankee and its four-seater siblings, the AA-5 series, feature a unique bonded aluminum honeycomb fuselage and bonded wings that eliminate the need for rivets without sacrificing strength. Is that neat or what?). The SDRs show mainly problems with brakes and other accessories although one relates an engine failure thanks to a broken exhaust valve. bouncing, Our CFI is 200lbs. a big thing, but more labor costs. 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. STC SA5987SW Fairing Speed Kit These names were chosen to position the aircraft in the Gulfstream American line which, at that time featured the Cheetah, Tiger and the Cougar. (A bit of trivia: Lycoming says that and the Lynx was the sport version. enough that I couldn't hold a slip towards touchdown and stay over the runway. If the engine softer stall characteristic. The little Lycomings are durable, but they wont stand for neglect. by the manufacturer or FAA. [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. USA's Horsepower: 1 x 150 HP. runway that has about 1.5 times the takeoff distance over a 50' obstacle. 108 hp, tricycle gear. No warranty of If you're looking at the manufacturer's old "standard" specs, be advised that in the mid-70's when the AA-1B was built, "standard" was bare-bones stripped (no radios, no gyros, no nothing beyond what 91.205(b) requires for day VFR), and the average plane went out the factory door 50-75 lb heavier than "standard". The re-contoured leading edge produced softer stall characteristics and permitted lower approach speeds. My first flight was after the owner took delivery, I flew it from the right seat. FL, 33881. Your current browser cannot run our content, please make sure your browser is fully updated or try one of the browsers below. This is the only 180HP AA1-B ever STC'd. All of the AA-1's, AA-1A's and AA-1B's were powered by the Lycoming O-235-C2C low-compression engine, designed for 80/87 Avgas, which produced 108 hp. Market Stats. cures this problem. The Yankee AA1 was originally designed by Jim Bede (of the Bede 4, Questions: 941-294-6396. Whats Going On with Cessna Denali Turboprop. The fuel tanks airfoil and the overall design created a fast airplane that had a quick stall little two- seat aircraft into a civilized "production" plane. TKM MX11 Comm the pilot was behind the airplane. Many STC mods to accommodate the O-360 including aux tanks, gross weight increase, AA5 nose gear, cowl flaps, dorsal fin, and speed fairings. The AA-1A POH calls for 70-80 mph on final; 70 mph is specified for "obstacle clearance", aka the 1970s version of 'short field'. No damage. If it's hot, look for more or stay home! The straight AA1 (as opposed to the A, B, and C models that followed) remains the fastest of the bunch, even though the AA1C received a more powerful, 115-hp engine. You can opt for higher compression for the earlier AA1s, giving 115 or 125 hp. The airplane is approved for day and night VFR operations when equipped in accordance with F.A.R. Don't get behind the "power curve." Collapsible tow bar. The book calls for 117 knots at 75-percent power, burning 6.3 gallons per hour. A truly awful plane that creates sloppy pilots. The Lynx was targeted at private owners while the T-Cat was the flying school trainer. While it did succeed in making production easier, this design philosophy produced many aerodynamic compromises in the design. Bruce's cover and cowl plugs. Its low payload also contributes to its low utility index. I'd say the proof is in the insurance pudding. It's much more capable operating out of shortish grass strips and for sight seeing. to determine, take a very careful look at all the seams and edges. powerhouse - 1000 fpm climb with full fuel and two people! The Yankee was originally designed in 1962 by Jim Bede as the BD-1 and was intended to be sold as a kit-built aircraft. turn final when appropriate, trim for 70 to 80 mph. The book calls for 117 knots at 75-percent power, burning 6.3 gallons per hour. For other uses, see, "The Grumman Yankee Fighter Fun Trainer Price! 1977 saw the biggest changes. More comfortable in room and turbulence. 585 useful load with a 1560 MGW suggests the plane weighs 975 empty. Fighter fun on 5 gph makes the Grumman American Yankee AA1 series of aircraft a fun date. Fuel pressure is registered on a gauge in the engine gauge cluster. the take-off procedures. 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. Two other items because the O-235 generally is prone to lead fouling, check the condition of the spark plugs carefully, and look for high oil consumption. is only about 500 lbs (fuel, passengers, and stuff). It climbs like a bat out of hell and has a service ceiling of 21,000 feet! A total of 900 Cheetahs were produced. It flew in to an airport and it flew Yankee Ingenue As with all small Grummans, it's castering nose wheel so ground handling is great if adjusted right. Others went to Australia, Canada, Dominican Republic, New Zealand and South Africa. 22 gal, which should mean a range of about 4.4 hours at 5 gph. Stall Speed: 50 KIAS. The Tr-2 carried a factory installed cruise prop, also 71 inches in diameter, but with 57-inch pitch. Econ . The fin and horizontal stabilizers were interchangeable, as were the rudder and the elevators. The real "rush" a pilot gets is from how much he enjoys flying. Still, the AA1s longitudinal stability is modest, requiring more attention to maintain altitude or airspeed that is true of other trainers. closely. Bruce's cowl plugs. Someone is marketing a '71 model as LSA. Flight planning or any other aircraft operations should only be done using official technical information provided [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). AYA's Safety Director, Bob Reed, gets introduced to - and comes to grips with - the AA-1 Join Us | Member Benefits |News| Events |Contact Us. in that it's made from bonded aluminum honeycomb, has no rivets, and has I have seen a number of control yoke bushings that are worn or loose, Every time I fly my airplane with two people I am over weight and have never had an issue. However, they will not learn the various ownership, maintenance, and operating quirks of the type by doing so (other than the hard way, which is generally a lot more expensive than getting a Grumman-knowledgeable instructor to teach you the plane, including but not limited to how to fly it). mains get light and the aircraft flies around 70. Balanced Field Length: 1615 ft Landing Distance: 490 ft Performance Rate of Climb: 765 fpm Max Speed: 169 kts Normal Cruise: 120 kts Economy Cruise: 109 kts Power Plant Engines: 1 Engine Mfg: Lycoming Engine Model: O-235-C2C Marketplace Information We currently have 0 (new or used) Grumman AA-1A aircraft for sale. Grumman A1 series competitive comparison - Pilotfriend Ultimately, America wasnt quite ready for the kind of fun the Yankees were ready to dish out. Aircraft Make and Type: Grumman AA1B Year Model: 1974 Airframe Hours: 2600 Engine Type and Hours: 150HP Lycoming 0320 A2B , 320h SMOH, around 1600h left on the engine. 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. the aircraft design - small, quick, fun, fuel thrifty - it for wrinkles or loose spots. [1][4][5], The AA-1 was certified under FAR Part 23 on August 29, 1967, with the first production AA-1 flying on May 30, 1968. All rights reserved. Grumman : 1974 Up for sale a nice 74 AA1B. 4489.4 total time, and 923.6 to the Good Stuff!!! It really turns into a dog in climb. Tell me all about the Grumman AA1B | Pilots of America Initial climb rate 660. Listen for any noise from the nose gear to indicate have the fuel tank STCs. The appeal of the AA-1 to schools was obvious compared to the competition, the AA-1 was faster, cost less to purchase and maintain and, most importantly, had more student-appeal with its sliding canopy and fighter-like looks. The prototype first flew on July 11, 1963 and featured folding wings for trailering and ease of storage. Parmetheus LED Landing Light have gone from "dirt" cheap, around $7500, to reasonable "jet ski" cheap. Also, the AA1 carries the often dubious distinction of being one of the least expensive airplanes around. [1][4][5], The last AA-1C was produced by Gulfstream American in 1978. 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. to have a "push your Yankee backwards" competition without using a tow bar!). Produced between 1973 and 1976, the AA1B is also the most numerous of the series, with 680 coming off the factory floor. Once the AA-1 entered a fully developed spin and exceeded three turns, it was usually not recoverable. Check these bushings. Grumman AA-1A = LSA? - Sport Pilot Talk pleasure quotient is tremendous. Disclaimer: Information on this site may not be accurate or current and is not valid for flight planning or any other aircraft operations. February 2021 Annual., IFR cert current Oct 2020. 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.
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