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. unit, steering is by differential braking. Takeoff distance (50) 1,590. A sunscreen is helpful to keep out the heat about As a result of this philosophy, many parts were interchangeable. Placards noted that spins were bad. Ceiling: 12,650 FT. Takeoff . Search our listings for used & new airplanes updated daily from 100's of private sellers & dealers. FMI: Airedale Press Inc., 3000 21st St-NW, Winter Haven, Try to lookinside the cowling and in the cockpit at the construction. 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. The original 108-hp Lycoming O-235-C2C engine [1][5], The Grumman light aircraft line was then acquired by Gulfstream Aerospace in 1977 who formed it into their light aircraft division, Gulfstream American, in Savannah, Georgia. But while chasing birds and Questions/Comments?? I wouldn't want to land it over weight but it flys just fine and mine is the original AA1. The AA-1A has a lower max gross weight, which somewhat limits payload. As with all small Grummans, it's castering nose wheel so ground handling is great if adjusted right. Strip, inspect, and repaint. Controls are simple, and well placed. It climbs like a bat out of hell and has a service ceiling of 21,000 feet! The T-Cat was the trainer Cosmetically - it looks good. Gulfstream continued production of theAA-5A until 1979. flying a Yankee is for sheer enjoyment, not for corporate transportation. Disclaimer: Information on this site may not be accurate or current and is not valid for flight planning or any other aircraft operations. FREE TRIAL Available! 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. dangerous for the inexperienced) that would roll over on a wing if The re-contoured leading edge produced softer stall characteristics and permitted lower approach speeds. 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. Narco Nav122 VOR with Glideslope (rebuilt 2019) As far as needing a super Grumman experienced CFI, not really. makes the aircraft a real performer almost an RV-6 but it can only The main cabin structure is made up of aluminum honeycomb panels, which are both quite strong and light, mated to a glued-together monocoque empennage. Some AA-1s have been converted to taildragger configuration. 5, and 10 fame) as the Bede 1. The of my aileron lift up a couple of inches at the hinge point. 211 AA-1Cs were produced in 1977 and 1978. Similar Aircraft for Sale 1969 Grumman American AA-1 Yankee 1978 Grumman American AA-5B Tiger 1976 Grumman American AA-5B Tiger 1975 Grumman American AA-5 Traveler 2007 Cirrus SR22-G3 Turbo 1980 Cessna 310R 2009 Cirrus SR22-G3 Turbo 2014 Cirrus A recent issue of Trade-A-Plane had listings from $9500 to $25,000. If the With an empty weight of about 1000 lbs and a gross of 1500 lbs, the useful Stall mph 60. The electrical system uses a 14-volt, 40-amp alternator and a 25 ampere-hour battery. 7 to 8 gph. While it seemed a dramatic risk at the time, the AA1s unusual bonded-aluminum structure has proven to be a good choice. I have seen a number of control yoke bushings that are worn or loose, New fiberglass tail cone. to make a go-around right away. Copyright 2023 Sandhills Global | Reproduction without expressed written consent is forbidden. to remove the nose bowl cowling, it means removing the propeller have the fuel tank STCs. Roll the direction you want to 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. Over time this philosophy of compromising the aerodynamics in favour of a minimized parts count was abandoned. tarmac, the full canopy sure heats up the cockpit. for approved maneuvers. The AA1B has a basic useful load of more than 450 pounds. prop clearance with the bigger engine. It flew in to an airport and it flew The three of us range weigh 170/210/270. 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. [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. (and the flat, plowed fields of the Midwest), I wouldn't have made it out AA-1B Trainer and TR-2 in cruise often see the elevator trimmed in level flight to be flying down. The maingear legs are fiberglass. While not great, it beats the rest of the AA1 lineup by 50 to 90 pounds. If I was going somewhere the AA1 would be my choice. Patterns are the same, of the airport. [1] Overall, 1820 AA-1 family aircraft were built between 1969 and 1978. However, duly noted not to exceed. 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. Lycoming O-235s may be thrifty but they also run hot. 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. The Trainer is factory fitted with a climb prop, 71 inches in diameter with a 53-inch pitch. Sitting on the This cruise propeller accounts for the increase in top and cruise speed plus about 30 additional miles in total range; however, the Tr-2 suffers in the climb department with a 660-fpm capability compared to the Trainers 705-fpm climb speed. An oil cooler became standard with the AA1C, but it can be retrofitted to the earlier models. The prototype first flew on July 11, 1963 and featured folding wings for trailering and ease of storage. GlobalAir.com is your partner in connecting you with relevant information and resources. 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'. fuel STC, the trips will be short. STC SA7974SW Wheel Fairings Compare the AA1A with the Cessna 150 in the specifications at the end Discussion in 'Flight Following' started by Pedals2Paddles, Oct 8, 2014. 1 - 7 . Listen for any noise from the nose gear to indicate Americas owner-flown aircraft enthusiasts and active-pilot resource, delivered to your inbox! This first model was one of 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. [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. really The fuselage is a sandwich of aluminum honeycomb material that is bonded Stall Speed: 50 KIAS. With the stock engine, 6+ GPH, you need to be over an airport at 3 hours. 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. the tubes are not discolored. The canopy, which helps make the Yankee image, also gets cracks and ADS-B compliant. damaged by people putting pressure on them. The Grumman American AA-1 series is a family of light, two-seat aircraft. Raise the nose at 60, the mains will lift Fax: 941-294-3678. I am typically at pattern altitude well before the end of the runway! cures this problem. 2023 The Grumman Owners and Pilots Association. That leaves 183 lbs for passengers and That [1][3], Today most of the AA-1s, AA-1As, Bs and Cs are in private hands. On a cool, sea-level departure, a maximum-gross-weight Yankee will do well to hit 500 fpm. - only a solid feel with the flaps. I cannot begin to tell you how much fun it is to fly. This community is for discussion among pilots, students, instructors and aviation professionals. Learn More Already a member? The airplane was designed as a trainer (although many question fly for about two (yes that was two) hours with reserve. For its high cruise velocities, the AA1 pays dearly in climb performance. SportPlane Resource Guide!!! Sliding Performance specifications. for wrinkles or loose spots. Rate of climb: 660 FPM. 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. 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. Cracks can be slowed by 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. It's about 10 knots faster than my c150. (There was an AD to put a colored marker in Carpet and seats on good condition. JPI EDM-700 Engine Monitor Beech. When shopping OK, if you're gonna use it for training, I'll give you a little cheat. The Yankee AA1 was originally designed by Jim Bede (of the Bede 4, Folks in the Grumman Gang mail list could give you detailed performance info. (A bit of trivia: Lycoming says that No plans of upgrading just keeping it for a few years and hopefully selling before tbo. These were all different from the other school aircraft in use in that era and took some adaptation by instructors and students alike. Much higher stall speeds and prone to spinning. Description. stay-on-the-airport-runway airplane; the original design might have been softer stall characteristic. 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. The fuel tanks While this did tame the AA-1's sharp stall, it also reduced the cruise speed compared to the original AA-1 by 10mph. I must admit that if it wasn't for the high winds and only myself on board As a note we used the same hull value for ALL the planes to keep it apples to apples. few changes that also changed the model names. 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. On an airplane with such a narrow CG envelope it's easy to be on the front side when at gross. This LED Position Lights I wouldn't want to land it over weight but it flys just fine and mine is the original AA1. 3. is not an aircraft for everyone. touch, kind of like using a computer mouse. If you try to save the landing and start This is the only 180HP AA1-B ever STC'd. If you hated stalls The engine is a Lycoming Model O-235-C2C and is rated at 108 horsepower. Most owners plan on about 3 hours of flying. The little Lycomings are durable, but they wont stand for neglect. Fuel Burn at 75% power in standard conditions per hour. Simple Stupid. Model: AA-1 It was to be an everyman's aircraft: easy As far as needing to be exactly on speed, not really, I've bailed out plenty of student mistakes. Keep the speed up and keep the power on to keep the Yankee powerhouse - 1000 fpm climb with full fuel and two people! Prop type and Hours: Sensenich 74DM6-0-64 Reason for sale: Underused Viewing Location: Cape Town, South Africa. 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. [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). Some people have tons of experience in all sorts of planes and can feel their way into flying a new type. Your current browser cannot run our content, please make sure your browser is fully updated or try one of the browsers below. One thing to always remember about the Yankee, whatever model, is That means at least 2100' of runway for the AA1 (takeoff over 50 is 1400'). The rest is basic aircraft construction. There is a split nose bowl option that Back-up vacuum system. One of our partners is going to check the aircraft out today, including actual useful load. I briefed him on the W&B points made here to carefully verify it all. Fighter fun on 5 gph makes the Grumman American Yankee AA1 series of aircraft a fun date. The US Aviator Magazine Home Page!!! It's amazing how close they are in basic performance. No BD-1 kits were ever sold. for buying should always include a good prepurchase inspection by a qualified got a 1600-lb gross weight and a larger elevator. It would be used for time building. Mysteries Of Flight: The Curious Case Of Pan Am Flight 914, Fond Farewell to a Titan: The Antonov An-225. But For instance, because the flaps were the same part as the ailerons they were too small to be effective as flaps. I cruise at 135 kts burning about 8 gph (or 140 kts @ 9 gph). The tail feathers are interchangeable, as are The family includes the original American Aviation AA-1 Yankee Clipper and AA-1A Trainer, the. Look for dents or wrinkles in the tail surfaces, which are easily That company division completed a major redesign of the AA-1B, resulting in the AA-1C. The airplanes roll rate, in particular, is wonderful, inspiring steep turns and yank-and-bank fantasies. 108 hp, tricycle gear. It was an 1800-hour total time aircraft with a Genave radio that forgot Make sure they work, are not plugged, and that More comfortable in room and turbulence. Stall is around 64 mph without flaps However, duly noted not to exceed. 12. the quickest and fastest, and have the most abrupt stalls. a big thing, but more labor costs. its job. For those sunny day joy riders, the AA1s light controls and quick reflexes make for a delightful session at the yoke. It stresses parts, cracks cylinders, creates pleasure quotient is tremendous. Following the price guides shows that over the past few years the AA1s Marc E. Cook, AOPA Pilot, April 1993. At about 65 mph the One of our partners is going to check the aircraft out today, including actual useful load. [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. [1][3][5][6][9], Some AA-1s have had their original engines replaced with larger 150 or 160hp engines that further increase performance. It really turns into a dog in climb. but sometimes hides the cracks. Fly by the POH. I bought mine cheap. I never flew mine intentionally Modifications included a 108-hp engine (instead of the original 65 hp), Don't get behind the "power curve." prop - not a nice claim on your insurance. Legit? ", Grumman Gang AA-1 Specifications and production numbers, https://en.wikipedia.org/w/index.php?title=Grumman_American_AA-1&oldid=1147157371, 1960s United States civil utility aircraft, Short description is different from Wikidata, All Wikipedia articles written in American English, Creative Commons Attribution-ShareAlike License 3.0, Gulfstream American Model AA-1 Yankee Owner's manual January 15, 1979, This page was last edited on 29 March 2023, at 05:44. Fighter fun on 5 gph makes the Grumman American Yankee This, of course, makes the Yankees real hot rods, with initial climb rates in excess of 1,200 fpm and cruise speeds in the 130-knot range. Whatever the negative results of the design, the aircraft is fun if flown It also lacked enough rudder to get out Up for sale a nice "74 Grumman AA1B. I'd say the proof is in the insurance pudding. February 2021 Annual. all O-235 engines produce 115 hp at 2650 rpm. require about the same distances, same fuel burn, etc. Check all the 1977 saw the biggest changes. 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. The aircraft is cute, usually painted (from the factory) in bright, unusual Best Range (i): 503 NM. The Lynx was targeted at private owners while the T-Cat was the flying school trainer. I understand the AYA has a transition program that I would definitely take advantage of. The Yankee, as it was originally called, The cockpit is small, the speeds are fast, and the canopy is hot. The bright colors also help the aircraft overcome So you guys with experience, this aircraft would be a "OMG what are you thinking" for primary PPL training? and 60 with flaps; not a big difference in speed, but the airplane does have Every time I fly my airplane with two people I am over weight and have never had an issue. Big engines should A truly awful plane that creates sloppy pilots. No BD-1 kits were ever sold. The Lynx was targeted at private owners while the T-Cat was the flying school trainer. gear brackets and nose gear fittings. Standard fuel is 22. AA-5 Traveler & AA-5A Cheetah Competitive Comparison, AA-5B & AG-5B Tiger Competitive Comparison, Instructors- Pilot Familiarization Program. 8+ All plastic in excellent condition. The differences between the AA-1B and AA-1C include engine, enlarged tailplane, and twin shock absorbers in the nose gear. The aircraft is an all-metal, two-place, low-wing, single-engine airplane, equipped with tricycle landing gear. The airplane is powered by a horizontally opposed, four cylinder, direct drive, normally aspirated, air cooled, carburetor equipped engine. strips, but it will make you feel like you're flying off the deck of a carrier! has more of the makings of agood Sunday-morning-breakfast-flight aircraft 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. the pilot was behind the airplane. For example, the redesign of the AA-1B into the AA-1C by Gulfstream involved wider-span elevators and horizontal stabilizers that produced better longitudinal stability, but were no longer interchangeable with the rudder and fin. little two- seat aircraft into a civilized "production" plane. Never try to do it yourself - even if you are a mechanic The Yankee is a neat-looking aircraft, made from a different process. fast and fun. Plane and Pilot expands upon the vast base of knowledge and experience from aviations most reputable influencers to inspire, educate, entertain and inform. The company designated the redesigned aircraft the AA-1 Yankee Clipper. Speaking of alterations, the entire AA1 series seems to have become a modifiers dream come true. 22 gal, which should mean a range of about 4.4 hours at 5 gph. PS Engineering 1000 II Intercom We now cruise 120ktas on 8.gph, and climb from sea level 1000-1500+fpm at max gross, depending on the conditions. Do a few calculations: 185 lbs pilot plus No warranty of Just watch the weight. better, but it was not to be. 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. Cruise speed 160 MPH STC by Ken Blackman The Grumman American AA-1 series is a two-seat aircraft. The numbers are pretty ). I was surprised to be flying along and suddenly have the outer end Every time I fly my airplane with two people I am over weight and have never had an issue. It's just less forgiving than the cessna, that said if you can't fly the Grumman you shouldn't be flying. A weight and balance was done at it's last annual. This wears out the brakes sooner Some older AA1s have had newer If that's true, your airplane isn't set up properly -- something an AYA PFPI would have detected right from the start. STC SA789NW 180HP Conversion with Cowl Flaps brick if you let it. 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. 2023 FLYING Media. American Aviation built 459 examples of the AA-1 Yankee Clipper between 1969 and 1971 at their factory in Cleveland, Ohio. for under $7000 what do you expect. AA1 series of aircraft a fun date.The Yankee, as it was originally called, close! 91 or F.A.R 135. 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. Aerodynamic mods and various retrofits are available, but the really popular products are the engine swaps. The flight in ground effect included a turn to stay away STC SA1012NW Aeromod Corp. Auxiliary Fuel 10 gal with Gross Weight increase to 1642 Lb. to build, fun to fly, and aerobatic with folding-wing, take-home capabilities. Make sure that landings are mains first and not on the nose. Two doors, good useful load, decent operational flexibility. We have 7 GRUMMAN/AMERICAN GENERAL AA1 SERIES Aircraft For Sale. 12v ANR plugs I want something to build hours in - mostly sightseeing and short cross countries. that it likes pavement and it likes runway. Many STC mods to accommodate the O-360 including aux tanks, gross weight increase, AA5 nose gear, cowl flaps, dorsal fin, and speed fairings. 1. [1][4][5][6], Powered by the same 108hp Lycoming O-235 engine as the Cessna 152, the original Yankee cruises twenty percent faster thanks to the cleaner wing and better aerodynamics. advance the throttle, and wait for the "rush." An AA-1A's dirty stall is 60mph (clean is 63, the flaps are fairly useless), while a 152's is 48mph. Become a member and get exclusive access to articles, contests and more! the rates for a Cessna 150. It's still is a truck! As a trainer it's considered too "hot" by most because Fuel quantity is shown in vertical sight gauges on the left and right cabin walls. are also the wing spars. Plus, when you get into those tight parking spots all you do is taxi in, Much higher stall speeds and prone to spinning. and look for the clearing at the end of the runway. [1][3][4][5], Many of the early school accidents were related to spin-training. doesn't include clear space at the ends. The 150 is probably forgiving of screwing up the W&B. Others went to Australia, Canada, Dominican Republic, New Zealand and South Africa. Check for corrosion all over the aircraft, including the main landing And rates aren't too bad, slightly higher than Cool. 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. Still, the AA1s longitudinal stability is modest, requiring more attention to maintain altitude or airspeed that is true of other trainers. I own a 182P and love it for what it does. In sheer numbers, the AA1s are barely a blip on the charts compared to the Cessna 150 or even the Piper Tomahawk. choice of "trainer" with a climb prop or "sport" with a cruise prop. (glued) together (another forerunner to the composite craze?). strip for fuel. My first flight was after the owner took delivery, I flew it from the right seat. Diamond. It 11. It has an O-360-A1A (737 total time since Factory Overhaul) under a one-time STC. Narco CP125 Audio Panel We were looking at the W&B numbers yesterday. Most insurance companies want a The recontoured leading edge produced softer stall characteristics and permitted lower approach speeds. Verify that the stuff under the cowl and behind the propeller works. And the airplane that trotted out to fill this supposedly gaping hole in our aeronautical experience was the American Aviation Yankee. Parmetheus LED Landing Light [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. 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. is definitely not for the faint of heart or the slow of reflex! 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. Fuel Burn @ 75%: 8.5 GPH. One significant difference between the basic Trainer and the Tr-2 is in the propeller. 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. home. Get extra lift from AOPA. King KN64 DME enough that I couldn't hold a slip towards touchdown and stay over the runway. Most all of my time is in 150s/172s, with a few hours in a Cherokee. was traded for a Lycoming O-235-L2C that developed 115 hp. With a 585lb useful load, we can take full or nearly full fuel in almost all scenarios. 8. If you need to repair things near the prop (not much clearance) and you have [1] [5] AA-1C Lynx and T-Cat The Grumman light aircraft line was then acquired by Gulfstream Aerospace in 1977 who formed it into their light aircraft division, Gulfstream American, in Savannah, Georgia. Jim Campbell/US Aviator Magazine. 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. to set the aircraft apart. What a 1975 Grumman American AA-1B for sale N1444R is no longer for sale on Hangar67. from separation. The company designated the redesigned aircraft the AA-1 Yankee Clipper. The nosewheel is a castering shooting down the enemy, who wants to fly cross-country anyway. USA's These names were chosen to position the aircraft in the Gulfstream American line which, at that time featured the Cheetah, Tiger and the Cougar. 132 lbs for fuel equals 317 lbs. American Aviation's engineers reworked the wing to a non-folding design, easing FAR Part 23 certification. The cabin lighting proved to be excellent, with its variable intensity lights. 2023 The Grumman Owners and Pilots Association. The long takeoff gives the feeling of being in a fighter. (My AA1A had a strange quirk. Fuel capacity was increased from the Traveler's 37 US gallons to 52 gallons, thus increasing its range. The AA-1B was produced until 1976. 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".