Grumman / American General
The Grumman / American General line started with Jim Bede — a designer of high-performance light planes, especially homebuillt aircraft designs and kits. Bede's first popular design, the BD-1, was a small, fast, low-wing, 2-place (side-by-side) plane.
The Grumman / American General BD-1 was designed for quick-and-easy mass production with clean, simple lines, and compact size. It had a shorter wing which made it suitable for acrobatic flying. However, there were shortcomings to the wing. It didn't offer a lot of lift, therefore, stall speeds were 80+ mph. And any turbulence posed a greater risk of upsetting the short-coupled little airplane, than it did to competing airplanes whose wingspans were greater and whose tails were longer.
AA-1 Yankee
By adding a more traditional airfoil shape to the wing (curved a lot on top, and fairly flat on the bottom), Bede tamed the BD-1's wilder flying characteristics, to produce the first production model, the AA-1 Yankee, which was manufactured by Bede's new company, American Aircraft. The plane was still a bit “hot” to handle, but safer and more practical — especially for the inexperienced (low-time) pilots, whom Bede saw as his most likely customer. A compact, sleek, sporty little metal airplane, with side-by-side seating for two, it was distinguished by a sliding bubble canopy covering the “climb-down-in” cockpit. Bede also enlarged the rear side windows (the earliest BD-1 didn't even have any), and tinted the canopy to shield occupants from the sun.
Settling on the 108-horsepower Lycoming O-235 engine, the Grumman / American General Yankee became a respectable airplane, with good cruising performance. Using the promotional hype for which he was to become famous (and infamous), Bede offered the plane for sale at only $2,500, and promised speeds up to 144 miles per hour.
Cessna vs Grumman / American General
By comparison, the most popular 2-seat airplane of the day was the sedate Cessna 150, selling for about double that amount, and topping out at only 122 miles per hour — using the same engine. Though the small Cessna had vastly superior low-speed (take-off and landing) performance, gentle manners, and a great view of the ground beneath its high wings, it was hard-pressed to match the sexy pizzaz and efficient hustle of the cheap, little Yankee. (Small wonder, then, that Cessna aircraft soon hired away American Aviation's president, Russ Meyer, to become the president of Cessna — a post he would then hold for over a decade.)
AA-1A
Next came the AA-1B called the “Trainer” (with “climb” propellor, to boost the Yankee's take-off and climb, but at a cost of slightly slower cruise speeds; this was a good idea for AA-1B's which were to be used for training, since most training flights involve a lot of take-offs and landings and altitude changes, but little long-distance crusing.), The “Tr-2” (as in “traveling”, with “cruise” propellor, optimized for maximum crusing performance, at the cost of take-off and climb performance).
The AA-1C became the pinnacle performer of the 2-seat American line. Better engine cowling shapes, and streamlined landing gear improve its flight speed by a couple of miles per hour after being streamlined by Roy LoPresti. It was called the “T-Cat” (with climb prop),
or the “Lynx” (with cruise prop).
Specifications
- Empty Weight: 1,018 lbs
- Fuel Capacity: 24 gallons
- Max Takeoff Weight: 1,500 lbs
- Payload with Full Fuel: 349 lbs
Performance
- Max Speed: 169 knots
- Normal Cruise Speed: 120 knots
- Economy Cruise Speed: 109 knots
- Rate of Climb: 765 feet per minute
- Service Ceiling: 13,750 feet
- Takeoff Distance: 900 feet
- Landing Distance: 490 feet
Avionics
The AA-1A is typically equipped with basic avionics suitable for VFR (Visual Flight Rules) operations, making it ideal for training and recreational flying.
AA-1B
The Grumman AA-1B, also known as the Grumman Yankee, is an evolution of the AA-1A with several improvements in performance and handling.
Specifications
- Empty Weight: 975 lbs
- Fuel Capacity: 22 gallons
- Max Takeoff Weight: 1,560 lbs
- Payload with Full Fuel: 453 lbs
Performance
- Max Speed: 120 knots
- Normal Cruise Speed: 108 knots
- Rate of Climb: 660 feet per minute
- Service Ceiling: 12,750 feet
- Takeoff Distance: 810 feet
- Landing Distance: 410 feet
Avionics
Like the AA-1A, the AA-1B is equipped with essential avionics for VFR operations, making it a popular choice for flight schools and private pilots.
The American line came of age with the addition of a couple of enlarged, 4-place versions of the Yankee — the Traveler and the Tiger, and their offspring:
AA-5A Traveler
From Grumman-Gang (www.grumman.net) : AA-5 Traveler, original model.
150 hp, underpowered, but efficient. Owing to the limited power, normally only 3 of its four seats were safely useable, unless the fuel tanks were nearly empty. The Traveler — typically competing with the smaller Piper Cherokees and the Cessna 172/Skyhawk — introduced 4-seat interiors and longer wings to the American line. The much larger wing of the Traveler dissipated many of the AA-1's vices, and gave the American Aircraft line a pleasant, well-behaved, truly safe airplane. This was the beginning of a truly good reputation for American's planes.
AA-5B Tiger
This is an improved AA-5A, boosted with a bigger engine and with a larger horizontal tail. It mixed plenty of power with 4 full seats and full fuel, along with Yankee efficiency and higher performance, to quickly became a very hot item in the light plane market.
Specifications
- Engine: Lycoming O-360-A4K, 180 horsepower
- Fuel Capacity: 52.6 gallons
- Max Takeoff Weight: 2,400 lbs
- Empty Weight: 1,398 lbs
Performance
- Max Speed: 143 knots
- Normal Cruise Speed: 139 knots
- Rate of Climb: 850 feet per minute
- Service Ceiling: 13,800 feet
- Takeoff Distance: 900 feet (approx.)
- Landing Distance: 490 feet (approx.)
Avionics
The AG-5B Tiger features more advanced avionics compared to the AA-1 series. It includes a modern instrument panel, improved exterior lighting, and a new fuel quantity indication system. These enhancements make it suitable for both VFR and IFR (Instrument Flight Rules) operations.
When Grumman got out of the light plane business, and discontinued the manufacturing of the Tiger, it became one of the most-sought-after light planes on the used market, where it now commands a premium price for airplanes in its class.
AA-5C Cheetah
The AA-5A with the same streamlining as on the AA-1C Lynx & T-Cat. A modest tweak, that gained the AA-5A Traveler a few extra miles per hour.
History
The Evolution of the American Aircraft Line: From Grumman to Tiger
The mid-1970s marked a turning point for the American aircraft line. Grumman Aircraft stepped in to rescue the struggling American Aviation, rebranding it as “Grumman-American.” This move aimed to capitalize on the popular American “Tiger” and align it with Grumman's feline-themed aircraft.
Grumman's Influence and Improvements
During this period, the American lineup reached its full potential. Notably, aeronautical engineer Roy LoPresti gave the aircraft a much-needed aerodynamic upgrade. He improved engine air intakes and streamlined the landing gear, resulting in speed gains across the entire line. These enhancements led to the creation of the 2-seat AA-1C Lynx and T-Cat, as well as the 4-seat AA-5C Cheetah.
Challenges in the 1980s
However, the 1980s brought new challenges to light plane manufacturing. A surge in post-crash lawsuits, coupled with a depressed general aviation market, made the industry less profitable. Consequently, Grumman, focused on more lucrative military aircraft contracts, decided to divest from the American line.
A New Chapter: American General Aircraft Corp.
In the late 1980s, a new company emerged to revive the popular AA-5B Tiger. American General Aircraft Corp. (AGAC), based in Greenville, Mississippi, acquired the rights to produce the aircraft. They introduced the AG-5B Tiger, an improved version of the AA-5B.
Significant Upgrades
AGAC implemented several key improvements to the Tiger:
- A new split nose bowl for easier maintenance
- An updated instrument panel
- Enhanced exterior lighting
- Improved fuel indication system
- Upgraded 28-volt electrical system
- Redesigned throttle quadrant
- Better heat and ventilation systems
These changes were substantial enough to require an amended FAA type certificate.
Production and Reception
The AG-5B Tiger was well-received by the aviation community. Many reviewers praised it as an evolutionary improvement over its predecessor. Production began in 1990 with 13 aircraft, peaked in 1991 with 87 units, and concluded in 1992 with a total of 181 AG-5Bs manufactured.
Legacy and Future
Although AGAC ceased operations in 1992, the Tiger's story didn't end there. In 2001, a new company, Tiger Aircraft, resumed production of the AG-5B design, ensuring the continuation of this beloved aircraft's legacy.
