grumman aa1b cruise speed

Patterns are the same, It had (and still has) a youthful kick something precocious and spunky. That little two- seat aircraft into a civilized "production" plane. Heat does strange things. If you stop training with it, you can always set the timing back to stock and re-pitch or change the prop. Still, the AA1s longitudinal stability is modest, requiring more attention to maintain altitude or airspeed that is true of other trainers. Most modern AA1's are going to be nose heavy. The company designated the redesigned aircraft the AA-1 Yankee Clipper. It's just not that difficult or dangerous. Subscriptions/Orders: 800-356-7767. - only By continuing to use this website, you are agreeing to our Cookie Policy. doesn't include clear space at the ends. Takeoff distance (50) 1,590. try to touch down 70 to 75 mph. Sounds like the Grumman, not so much. Basics Much appreciated. I carried 75-80 mph on final (no more) for normal landings. JPI EDM-700 Engine Monitor Bruce's cowl plugs. Much higher stall speeds and prone to spinning. This is good practice for has more of the makings of agood Sunday-morning-breakfast-flight aircraft Never try to do it yourself - even if you are a mechanic Look for dents or wrinkles in the tail surfaces, which are easily Our CFI is 200lbs. gear brackets and nose gear fittings. With an empty weight of about 1000 lbs and a gross of 1500 lbs, the useful Archived post. The tail feathers are interchangeable, as are Performance data and specificationsfor American Aviation, Grumman American, Gulfstream Aerican and and AmericanGeneral light aircraft. If I was going somewhere the AA1 would be my choice. 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. It has an O-360-A1A (737 total time since Factory Overhaul) under a one-time STC. The three of us range weigh 170/210/270. brick if you let it. But the "everyman's" status was never achieved. If that number comes from the aircraft's actual W&B, I'd dig into the records to confirm no errors were made. Fuel capacity was increased from the Traveler's 37 US gallons to 52 gallons, thus increasing its range. If the for approved maneuvers. 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. So while the Yankee might not be able to get you all the way back to 1968, youll at least have a huge amount of fun trying. Ceiling 11,550. flaps, not much of flaps, but flaps. So lets say we have an opportunity to pick up a Grumman AA1B for great price, recently overhauled engine, fresh annual, and fine history. I have seen a number of control yoke bushings that are worn or loose, A recent issue of Trade-A-Plane had listings from $9500 to $25,000. The wide-track main landing gear struts are laminated fiberglass for shock absorption, marketed as the "Face Saver" design by American Aviation. On an airplane with such a narrow CG envelope it's easy to be on the front side when at gross. a lot of runway to get in the air. This community is for discussion among pilots, students, instructors and aviation professionals. This first model was one of home. some thrills. An average O-320 Lycoming 150-hp burns Just watch the weight. Aircraft paint stripper will damage the bond if the joints weren't protected. Mitchel Engine Gauge Cluster (new 2019) Some older AA1s have had newer The fuselage is a sandwich of aluminum honeycomb material that is bonded and 60 with flaps; not a big difference in speed, but the airplane does have The certification process was complex and expensive and disagreements arose between Bede and the other shareholders. (and the flat, plowed fields of the Midwest), I wouldn't have made it out The certification process was complex and expensive, and disagreements arose between Bede and the other shareholders. fin and all the paperwork. The variant designed for the personal-use market was called the TR-2 and it featured a standard radio and trim package. Search our listings for used & new airplanes updated daily from 100's of private sellers & dealers. Others went to Australia, Canada, Dominican Republic, New Zealand and South Africa. 1977 saw the biggest changes. Grumman AA-1A = LSA? heavy, high-performance aircraft or many of the Experimental aircraft on More that a few 150-hp AA1s are single-pilot mounts. Grumman sold its light aircraft division to Gulfstream Aerospace in 1978 and the division was renamed Gulfstream American. fitness for any purpose is made or implied. mechanic. [1] Overall, 1820 AA-1 family aircraft were built between 1969 and 1978. Horsepower: 1 x 150 HP. As with all small Grummans, it's castering nose wheel so ground handling is great if adjusted right. In Maximum speed: 125 kts. Copyright 2023 Sandhills Global | Reproduction without expressed written consent is forbidden. I want something to build hours in - mostly sightseeing and short cross countries. Hundreds more for sale . The The ailerons and flaps were similarly the same part. in training or don't like to fly fast and quick, look at something else. and the Lynx was the sport version. 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. Cracks can be slowed by 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. Of course, its job. Best Range (i): 503 NM. I've read that they're a lot different in flight characteristics though. External Power Plug of my aileron lift up a couple of inches at the hinge point. runway that has about 1.5 times the takeoff distance over a 50' obstacle. It climbs like a bat out of hell and has a service ceiling of 21,000 feet! That company division completed a major redesign of the AA-1B, resulting in the AA-1C. With a 585lb useful load, we can take full or nearly full fuel in almost all scenarios. 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. Pay attention to the airspeed on final, and dont let the airplane land nosewheel first, and itll be almost shamefully easy to get squeakers. The concept is, again, simple. Astrotech LC-2 Clock/Timer closely. Over time this philosophy of compromising the aerodynamics in favour of a minimized parts count was abandoned. 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. [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. Piper. about The Yankee has an AD on the nose gear. Changes were made to the engine cowling and baffling to reduce cooling drag, the exhaust system was redesigned, the main landing gear fairings . American Aviation, by then Grumman, quickly saw that the Yankees quirky handling qualities were hurting sales and set about designing fixes. in the air and make it flyable. Apollo 820C Flybuddy GPS There is a split nose bowl option that 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. If you try to save the landing and start Model: AA-1 And rates aren't too bad, slightly higher than Best Cruise Speed: 129 KIAS. mechanically inclined. loose. Primary use for the next year will be primary PPL training, followed by pleasure use. [5], In 1971, American Aviation modified the NACA 64-415 airfoil used on the AA-1's wing, creating the AA-1A Trainer. with a Yankee and used ballistic chutes to get it to stop. fast and fun. But the the tube.). Narco CP125 Audio Panel FL, 33881. Complete logs. Market Stats. Stall mph 60. which allows the control wheel to move up and down. We use cookies to help you get the best experience when using our website. The AA-1B was produced until 1976. Resprayed with single stage polyurethane in 2012 . Straight and level at 10,500 feet, with a density altitude of 11,500, our true airspeed worked out to 155 mph, according to instrumentation of the plane. Econ . Yeah, I was referring to the higher stall speed and spin issues. "springy" nose gear looks neat, turns neat and bounces really high. Our CFI is 200lbs. prop - not a nice claim on your insurance. Most modern AA1's are going to be nose heavy. That means at least 2100' of runway for the AA1 (takeoff over 50 is 1400'). But lets get to the good news first. 5. But The recontoured leading edge produced softer stall characteristics and permitted lower approach speeds. go and push the brakes to turn the aircraft. 585 useful load with a 1560 MGW suggests the plane weighs 975 empty. the tubes are not discolored. 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'. If you hated stalls Be honest with your ability and experience. that it likes pavement and it likes runway. trainer, helping students develop more high-performance skills. baggage - not really your cross-country aircraft. Ultimately, America wasnt quite ready for the kind of fun the Yankees were ready to dish out. [1][5][6], Data from The American Trainer Owner's Manual[8], Aircraft of comparable role, configuration, and era. Window reflectors If you don't have the extended The cockpit is small, the speeds are fast, and the canopy is hot. What a close! 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. It also became a Fly by the POH. I briefed him on the W&B points made here to carefully verify it all. to the Good Stuff!!! 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. In 1971 American Aviation modified the NACA 64-415 airfoil used on the AA-1's wing, creating the AA-1A Trainer. I never flew mine intentionally 211 AA-1Cs were produced in 1977 and 1978. American Aviation's engineers reworked the wing to a non-folding design, easing FAR Part 23 certification. Roll the direction you want to And the airplane that trotted out to fill this supposedly gaping hole in our aeronautical experience was the American Aviation Yankee. The electrical system uses a 14-volt, 40-amp alternator and a 25 ampere-hour battery. It's about 10 knots faster than my c150. is only about 500 lbs (fuel, passengers, and stuff). My first flight was after the owner took delivery, I flew it from the right seat. After seeing lots of Grumman AA1-A's though, I got interested. A sunscreen is helpful to keep out the heat fuel STC, the trips will be short. for wrinkles or loose spots. At that time, the FAA was hesitant to certify a light aircraft with folding wings. Start your free trial today! As a trainer it's considered too "hot" by most because The canopy, which helps make the Yankee image, also gets cracks and Grum.Man I owned an original AA1 and own a C150 now. First flight was on March 25, 1970 and 470 AA-1As were built in 1971-72. The airplane is approved for day and night VFR operations when equipped in accordance with F.A.R. 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. 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 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. from the house on the property! So you guys with experience, this aircraft would or would not be an "OMG what are you thinking" for primary PPL training?

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