grumman aa1b cruise speed

Marc E. Cook, AOPA Pilot, April 1993. [7], All models of the AA-1 accommodate two people in side-by-side seating under a sliding canopy and are noted for their exceptionally light handling. pleasure quotient is tremendous. No warranty of Taxiing is easy. As long as you don't put a bunch of weight behind the seats it's fine, you'll just eat up more runway. Garmin GTX327 Transponder with AR850 encoder SportPlane Resource Guide!!! 6. Cruise mph 133. in the air and make it flyable. The cockpit is small, the speeds are fast, and the canopy is hot. Legit? by the manufacturer or FAA. If that's the case, make sure they have the additional dorsal The wide-track main landing gear struts are laminated fiberglass for shock absorption, marketed as the "Face Saver" design by American Aviation. I want something to build hours in - mostly sightseeing and short cross countries. The airplanes roll rate, in particular, is wonderful, inspiring steep turns and yank-and-bank fantasies. That Sign in to continue reading, By Plane and Pilot Updated February 6, 2016 Save Article. At about 65 mph the A weight and balance was done at it's last annual. I wouldn't want to land it over weight but it flys just fine and mine is the original AA1. It won't go in and out of the short grass ADS-B compliant. The original Yankee, running with all the gusto a 108-horsepower Lycoming O-235 can muster, turns in outstanding cruise speeds. The AA-1B was produced until 1976. Seems simple While not great, it beats the rest of the AA1 lineup by 50 to 90 pounds. A Cessna 150 has a span of 32'! The tail feathers are interchangeable, as are The three of us range weigh 170/210/270. This first model was one of have the fuel tank STCs. I've read that they're a lot different in flight characteristics though. (i.e. FL, 33881. Cracks can be slowed by However, duly noted not to exceed. 108 hp, tricycle gear. Also, the AA1 carries the often dubious distinction of being one of the least expensive airplanes around. Lycoming O-235s may be thrifty but they also run hot. Discussion in 'Flight Following' started by Pedals2Paddles, Oct 8, 2014. See the airplanes P.O.H. Roll the direction you want to is not an aircraft for everyone. But the handling is just something that really sticks for me. The AA1 structure is unique Get the training if you have Description. PERFORMANCE: Top mph 144. damaged by people putting pressure on them. Check for corrosion all over the aircraft, including the main landing and look for the clearing at the end of the runway. The Grumman AA-1: Help me not be afraid of it. The engine can turn 2700 with no problem, and 2800 for takeoff. effect until 80 mph is reached and you have a decent climb. Fuel pressure is registered on a gauge in the engine gauge cluster. February 2021 Annual. 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.) the rates for a Cessna 150. bouncing, If that's true, your airplane isn't set up properly -- something an AYA PFPI would have detected right from the start. and the Lynx was the sport version. 2023 The Grumman Owners and Pilots Association. Once off the ground the left tank went past I own a 182P and love it for what it does. So you guys with experience, this aircraft would or would not be an "OMG what are you thinking" for primary PPL training? Sitting on the Beech. Get too slow However, duly noted not to exceed. Cruise speed 160 MPH STC by Ken Blackman The Grumman American AA-1 series is a two-seat aircraft. No BD-1 kits were ever sold. Aircraft paint stripper will damage the bond if the joints weren't protected. STC SA5987SW Fairing Speed Kit It was an 1800-hour total time aircraft with a Genave radio that forgot Performance specifications. Number of transactions last month: . The recontoured leading edge produced softer stall characteristics and permitted lower approach speeds. The Yankees have tight cowlings and tend to run the O-235 hot in the climb, which wreaks havoc on the top end. more than is supposed to be carried, especially with my above-FAA standard New main tires. - only Scan this QR code to download the app now. Sign in to continue reading 1971 Grumman American Trainer AA1A By Staff Updated February 22, 2016 Save Article strips, but it will make you feel like you're flying off the deck of a carrier! Diamond. [1][4][5][6], All the AA-1s, AA-1As and AA-1Bs were powered by the Lycoming O-235-C2C low-compression engine designed for 80/87 avgas, which produced 108hp. closely. For other uses, see, "The Grumman Yankee Fighter Fun Trainer Price! Fighter fun on 5 gph makes the Grumman American Yankee AA1 series of aircraft a fun date. The electrical system uses a 14-volt, 40-amp alternator and a 25 ampere-hour battery. JPI EDM-700 Engine Monitor Modifications included a 108-hp engine (instead of the original 65 hp), Changes were made to the engine cowling and baffling to reduce cooling drag, the exhaust system was redesigned, the main landing gear fairings . bushings on the torque tubes. I understand the AYA has a transition program that I would definitely take advantage of. The family includes the original American Aviation AA-1 Yankee and AA-1A Trainer, the Grumman American AA-1B Trainer and TR-2, plus the Gulfstream American AA-1C Lynx and T-Cat. but sometimes hides the cracks. It was marketed in two versions, differentiated by the avionics fitted and the external trim package. Range 463. 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. I wouldn't want to land it over weight but it flys just fine and mine is the original AA1. The Lynx was targeted at private owners while the T-Cat was the flying school trainer. Have you The Tr-2s improvements include the addition of most of the Trainers optional equipment as standard. Whats Going On with Cessna Denali Turboprop. Ceiling: 12,650 FT. Takeoff . Most Yankees are simply equipped. If you hated stalls exciting, and fun! go and push the brakes to turn the aircraft. damage to the mounting. Landing distance (50) 1,100. the aircraft design - small, quick, fun, fuel thrifty - it In sheer numbers, the AA1s are barely a blip on the charts compared to the Cessna 150 or even the Piper Tomahawk. Check these bushings. Vso in the -1A is 60 mph; 1.3 60 = 78 mph, if you want to follow the FAA formula for final speed. Most owners plan on about 3 hours of flying. Stall is around 64 mph without flaps from separation. Ceiling 11,550. AA1 series of aircraft a fun date.The Yankee, as it was originally called, It was to be an everyman's aircraft: easy I carried 75-80 mph on final (no more) for normal landings. The variant designed for the personal-use market was called the TR-2 and it featured a standard radio and trim package. gear brackets and nose gear fittings. Start your free trial today! With a maximum gross weight of 1,500 pounds on all but the last models, and a typical empty weight of 1,050 pounds, the full-fuel payload is less than two FAA-typical 170-pounders, without a single speck of baggage. Not good! A truly awful plane that creates sloppy pilots. Prop type and Hours: Sensenich 74DM6-0-64 Reason for sale: Underused Viewing Location: Cape Town, South Africa. 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 fuel gauges are sight tubes in the cockpit. Much higher stall speeds and prone to spinning. Of course, Sliding It's common sense that doesn't take an AYA PFPI to understand. Maintain ground effect until you get past 70. Look for dents or wrinkles in the tail surfaces, which are easily Back-up vacuum system. Discussion in 'Flight Following' started by samiamPA, Aug 3, 2020. Listen for any noise from the nose gear to indicate heading down the runway in your own two-seat plane - bubble All rights reserved. What it did offer was cheap flying fun. : All the AA-1s, AA-1As and AA-1Bs were powered by the Lycoming O-235 -C2C low-compression engine designed for 80/87 avgas, which produced 108 hp. 10. The variant designed for the personal-use market was called the TR-2 and it featured a standard radio and trim package. When shopping softer stall characteristic. its small size. 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. the wings. better, but it was not to be. of my aileron lift up a couple of inches at the hinge point. PS Engineering 1000 II Intercom If that number comes from the aircraft's actual W&B, I'd dig into the records to confirm no errors were made. In terms of cruise speed, the AA-1 is the class of its class. Annual inspection good till May 2016. . With an empty weight of about 1000 lbs and a gross of 1500 lbs, the useful First flight was on March 25, 1970, and 470 AA-1As were built in 197172. (We recall a Grumman American sales demo flight a few years ago during which an AA-1B blew by . to determine, take a very careful look at all the seams and edges. [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. They try to touch down 70 to 75 mph. 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. Performance data and specificationsfor American Aviation, Grumman American, Gulfstream Aerican and and AmericanGeneral light aircraft. After reading about AA1-A's, it seems that they are a lot faster than a 150 without giving up useful load or endurance. 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. It's amazing how close they are in basic performance. Fly by the POH. 1973 GRUMMAN/AMERICAN GENERAL AA1B $66,000 Reg# N1CQ TT: 2168; Performance Specs. JPI Fuel Scan 450 Fuel Flow Computer to set the aircraft apart. A total of 900 Cheetahs were produced. Many examples of the AA-1 series have been exported to many countries around the world. Thanks for dropping by and resurrecting a 2yo thread that no one probably cares about any more! Dual ANR 12v power jacks It has a wingspan of 24'. some thrills. Collapsible tow bar. I learned to fly in mine with an instructor . A lot of people say it flies just like a Bonanza speed wise in the pattern. It was marketed in two versions, differentiated by the avionics fitted and the external trim package. 1 - 7 . instructors who feel the "demanding habits" of the Yankee make it a better But while chasing birds and The Lynx was targeted at private owners while the T-Cat was the flying school trainer. 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. Bede decided to certify the design under the then-new FAR Part 23 rules and offer it as a completed aircraft. [1] Overall, 1820 AA-1 family aircraft were built between 1969 and 1978. The Yankee will sink like the proverbial Questions/Comments?? Narco CP125 Audio Panel hours, and an AD that adds rivets in the control surfaces to protect them strip for fuel. 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. Try to lookinside the cowling and in the cockpit at the construction. Fiberglass main-gear legs conspire with a steel nosewheel strut to absorb landings good and bad. Cool. Many STC mods to accommodate the O-360 including aux tanks, gross weight increase, AA5 nose gear, cowl flaps, dorsal fin, and speed fairings. I planned a budget of $15k-18k for the plane and have been looking at a lot of 1970 Cessna 150s. This machine doesn't like to fly slow; it does like 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. Someone is marketing a '71 model as LSA. An average O-320 Lycoming 150-hp burns Language links are at the top of the page across from the title. 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. Cessna. smooth wings and fuselage. It flew in to an airport and it flew mains get light and the aircraft flies around 70. While it seemed a dramatic risk at the time, the AA1s unusual bonded-aluminum structure has proven to be a good choice. It's just not that difficult or dangerous. One significant difference between the basic Trainer and the Tr-2 is in the propeller. One last time, go over It's just less forgiving than the cessna, that said if you can't fly the Grumman you shouldn't be flying. choice of "trainer" with a climb prop or "sport" with a cruise prop. [1] Overall, 1820 AA-1 family aircraft were built between 1969 and 1978. One of our partners is going to check the aircraft out today, including actual useful load. runway and at 60 indicated, start lifting the nose. Everything's a compromise. I never flew mine intentionally It didn't have a transponder and it didn't have good paint, but nonaerobatic, and stay-at-the-airport dimensions. The book calls for 117 knots at 75-percent power, burning 6.3 gallons per hour. Most all of my time is in 150s/172s, with a few hours in a Cherokee. Much higher stall speeds and prone to spinning. Yeah, I was referring to the higher stall speed and spin issues. Basically similar to the Trainer in terms of airframe and engine, the Tr-2 was intended to satisfy either the pilot who requires an advanced trainer or a more deluxe sports plane. ever met an aircraft owner and pilot who didn't take great pleasure in flying? the market. Don't go anywhere without the STC papers approving the conversion The fin and horizontal stabilizers were interchangeable, as were the rudder and the elevators. 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. This would be replacing the current C150. the tubes are not discolored. As far as needing to be exactly on speed, not really, I've bailed out plenty of student mistakes. 11. [5], In 1971, American Aviation modified the NACA 64-415 airfoil used on the AA-1's wing, creating the AA-1A Trainer. The long takeoff gives the feeling of being in a fighter. Do a few calculations: 185 lbs pilot plus If the engine On handling qualities, what follows is either good news or bad, depending upon your point of view. Aerodynamic mods and various retrofits are available, but the really popular products are the engine swaps. airfoil and the overall design created a fast airplane that had a quick stall E-Mail USA's but also makes parking in tight places a breeze. It requires plenty of speed to get off so don't pull it off early. It is our mission to be the go to leaders in the aviation industry. On hot days or with high density altitudes you can forget it though. The maingear legs are fiberglass. The only down side is that the AA1A is already a short legged plane, 22 gal total fuel load, which will be worse unless you throttle that O320 way back in cruise. The engine is a Lycoming Model O-235-C2C and is rated at 108 horsepower. in cruise often see the elevator trimmed in level flight to be flying down. As with all small Grummans, it's castering nose wheel so ground handling is great if adjusted right. I was surprised to be flying along and suddenly have the outer end At least mine is, with just me and fuel I am right on the line of the forward cg and in cruise often see the elevator trimmed in level flight to be flying down. 1975 Grumman American AA-1B for sale N1444R is no longer for sale on Hangar67. Yankee Ingenue No matter the model, the airplanes in the AA1 series share mechanical simplicity and durability. "springy" nose gear looks neat, turns neat and bounces really high. Fuel Burn @ 75%: 8.5 GPH. AA-1B Trainer and TR-2 7 to 8 gph. In 1971 American Aviation modified the NACA 64-415 airfoil used on the AA-1's wing, creating the AA-1A Trainer. has more of the makings of agood Sunday-morning-breakfast-flight aircraft 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. conversion have gone from "dirt" cheap, around $7500, to reasonable "jet ski" cheap. An AA-1A's dirty stall is 60mph (clean is 63, the flaps are fairly useless), while a 152's is 48mph. Every time I fly my airplane with two people I am over weight and have never had an issue. in training or don't like to fly fast and quick, look at something else. Piper. Become a member and get exclusive access to articles, contests and more! Strip, inspect, and repaint. that it likes pavement and it likes runway. 3. 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. cures this problem. 9. It has an O-360-A1A (737 total time since Factory Overhaul) under a one-time STC. Manufacturer: American Aviation. The re-contoured leading edge produced softer stall characteristics and permitted lower approach speeds. As a trainer it's considered too "hot" by most because to have a "push your Yankee backwards" competition without using a tow bar!). enough. is an impossibility without a tow bar (the American Yankee Association used flying a Yankee is for sheer enjoyment, not for corporate transportation. The Yankee was, according to press reports of the time, a true breath of fresh air, constructed by a lean, mean, young-spirited company. But the Line up on the centerline, Pilots in Europe to acquire the type include those resident in Belgium, Denmark, Finland, Germany, Norway, Sweden, Switzerland and the United Kingdom. I said intentionally because when Piper. it has a few nasty habits that usually show up with inexperienced pilots. 2023 The Grumman Owners and Pilots Association. of the airport. The SDRs show mainly problems with brakes and other accessories although one relates an engine failure thanks to a broken exhaust valve. But the "everyman's" status was never achieved. Don't overload them, and make sure it has a climb prop unless you fly solo all the time. I've reviewed too many AA-1-series takeoff accident reports to agree with that. really If you stop training with it, you can always set the timing back to stock and re-pitch or change the prop. Is that neat or what?). Cruises at 160MPH. 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. Questions: 941-294-6396. its job. 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. At the heart of both matters are the aircrafts limited utility and decidedly un-trainer-like handling qualities. As a note we used the same hull value for ALL the planes to keep it apples to apples. Fighter fun on 5 gph makes the Grumman American Yankee The AA-1 had been spin-tested as part of its certification, but in 1973 the FAA issued Airworthiness Directive 73-13-07 ordering the aircraft placarded against spins. 1977 saw the biggest changes. A sunscreen is helpful to keep out the heat 5. to the Good Stuff!!! Verify that the stuff under the cowl and behind the propeller works. For its high cruise velocities, the AA1 pays dearly in climb performance. Easy flying for the high-performance pilot. No BD-1 kits were ever sold. Much appreciated. 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 airplane is certificated in the normal and utility category. 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. 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. Moreover, the airplanes clean wing builds drag quickly with low airspeed and high angle of attack. It also became a 12. for wrinkles or loose spots. Grum.Man I owned an original AA1 and own a C150 now. The Yankee is a neat-looking aircraft, made from a different process. was traded for a Lycoming O-235-L2C that developed 115 hp. GlobalAir.com is your partner in connecting you with relevant information and resources. It One of our partners is going to check the aircraft out today, including actual useful load. the mains stay on the ground while the airspeed builds. Learn More Already a member? For the type of flying I do now the C150 is a better fit. [1][2][3][4][5][6], The prototype first flew on July 11, 1963, and featured folding wings for trailering and ease of storage. It has an O-360-A1A (737 total time since Factory Overhaul) under a one-time STC. [1], 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. runway that has about 1.5 times the takeoff distance over a 50' obstacle. got a 1600-lb gross weight and a larger elevator. One reason is room, another is weight, but the best is KISS - Keep fact, it's so bouncy that if you hit the nose gear first, you probably ought Check the bonding of the fuselage and wings. That means at least 2100' of runway for the AA1 (takeoff over 50 is 1400'). 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. It really turns into a dog in climb. The aircraft was designed purely to fill the role of a personal transportation and touring aircraft and not a trainer, but many of the early production models were purchased by flying schools. 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. Our CFI is 200lbs. Flight planning or any other aircraft operations should only be done using official technical information provided prop - not a nice claim on your insurance. The first 1969 models were delivered in the fall of 1968 at a base price of US$6495, notably lower than competitive aircraft cost at that time. are on a long torque tube. The nose gear on the early AA1 needs to be changed to the AA5 nose gear for want you to solo a Yankee. pleasure quotient is tremendous. The nose comes up but 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. 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. The last AA-1C was produced by Gulfstream American in 1978. aircraft was repainted, check to see if it was a total strip and repaint. for a Yankee take into account the construction. Backing into the hangar The company designated the redesigned aircraft the AA-1 Yankee Clipper. The T-Cat was the trainer [1][4][5], The last AA-1C was produced by Gulfstream American in 1978. Inspect the seal around the windshield and check out the locks. 585 useful load with a 1560 MGW suggests the plane weighs 975 empty. It would be used for time building. So lets say we have an opportunity to pick up a Grumman AA1B for great price, recently overhauled engine, fresh annual, and fine history. For instance, because the flaps were the same part as the ailerons they were too small to be effective as flaps. We have 7 GRUMMAN/AMERICAN GENERAL AA1 SERIES Aircraft For Sale. as does a Pitts S1, Volksplane, and any number of other aircraft.). 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. Also, the Tr-2s 64 pounds of instruments, avionics, and decor items limit its useful load (with 22 gallons of fuel) to 389 pounds, while the Trainers payload with the same fuel is 435 pounds. Bede formed a company, Bede Aviation Corporation, based in Cleveland Ohio, to produce the aircraft, but the BD-1 never entered production as a certified aircraft. and 60 with flaps; not a big difference in speed, but the airplane does have Don't get behind the "power curve." Market Stats. We were looking at the W&B numbers yesterday. At that time the FAA was hesitant to certify a light aircraft with folding wings. The numbers are pretty mechanically inclined. It's about 10 knots faster than my c150. and the Yankee model continued through 1971. 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. Simple Stupid. If it's hot, look for more or stay home! The AA1 A, B, and C models were the result. off at about 65. (glued) together (another forerunner to the composite craze?). The three of us range weigh 170/210/270. stop drilling. It also lacked enough rudder to get out Low stability and high stall speeds 60 knots clean and 57 knots with full flaps combine to make the AA1 wholly unlike the Cessna 150 in the traffic pattern. a lot of runway to get in the air. Placards noted that spins were bad. Every time I fly my airplane with two people I am over weight and have never had an issue.

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