Grumman AA-5 Traveler / AA-5A Cheetah

The Grumman AA-5 series is one of general aviation's great cult favorites -- a family of four-seat, low-wing, bonded aluminum aircraft derived from the two-seat AA-1, adding a stretched fuselage while keeping the distinctive sliding bubble canopy and castering nosewheel. The series was produced under multiple company names: Grumman American (1972-1977), Gulfstream American (1978-1979) for the models on this page. The type certificate is currently held by True Flight Holdings LLC.

The Cheetah is the aerodynamically refined successor to the Traveler -- both share the identical 150 hp O-320-E2G and identical certificated limits, but Cheetah's cleaner cowling and fairings make it a genuinely faster airplane in real flying, not just on paper (see Performance Notes). Total production: 834 Travelers, 900 Cheetahs.

The Grumman Owners and Pilots Association (AYA, originally American Yankee Association) is one of GA's most active and dedicated type clubs.

The Traveler and Cheetah are certificated identically -- TCDS A16EA gives both the same Vne (165 kt), Vno (130 kt), Va (106 kt), Vfe (104 kt) and the same weight limits. The Cheetah's speed advantage is entirely aerodynamic (cowling and fairing cleanup), not a certificated difference, which is exactly why they share one page under the splitting rule while the Tiger does not.

A Cheetah with the optional long-range tanks (51 gal total, 49.4 usable) is on the same fuel system as a Tiger -- worth checking on a specific used airplane, since it changes both range and the useful-load-vs-fuel tradeoff materially from the standard-tank figures this page's frontmatter describes.

The cruise/burn/range triple above is the POH's own 75%-power, 8,500 ft reference: 127 KTAS, with the range figure (448 nm) drawn from the same page's cruise-planning line for the STANDARD 37-gallon tank configuration, already including a 45-minute reserve at 50% power per the POH's own stated convention. Fuel burn (10.2 gph) is DERIVED from that same range/endurance pair (37 usable gal / 3 hr 38 min), not a directly stated GPH figure -- no fuel-flow table was located in the sections of this POH read this session.

The economy row (65% power, 118 KTAS) is stated on the same spec page but its range, endurance and fuel-flow figures were not located this session -- econ_fuel_burn_gph and econ_range_nm are left blank rather than estimated.

A Cheetah on optional long-range tanks reaches materially further: the same POH page states 657 nm with reserve at 75% power / 8,500 ft on the 51-gallon (49.4 usable) configuration -- 47% more range than the standard-tank figure this page's frontmatter uses, for the same speed and burn.

AA-5A Cheetah, standard tanks (O-320-E2G, 150 hp, 36 gal usable, 2,200 lb gross):

The 914 lb useful load is workable for two adults with full fuel and a real baggage allowance, or four aboard with a tighter margin -- typical for this class of fixed-gear four-seater.

• Flight Training (5): Capable trainer, but the castering nosewheel, higher approach speeds, and porpoising tendency on a firm landing make it demanding for primary students. Better suited for advanced/commercial training.
• Backcountry (2): Low wing, bonded construction, minimal ground clearance. Not designed for unimproved surfaces.
• Business Travel (3): Four seats, IFR capable, but 127 KTAS and a modest useful load (914 lb) limit it against a Bonanza or SR22.
• Aerobatics (1): Not aerobatic certified.
• Cross-Country (5): 448 nm standard-tank range at 75% power, 657 nm on optional long-range tanks. Solid fixed-gear cross-country capability, especially with the long-range option.
• Cargo Hauling (3): Four seats, modest baggage area (120 lb allowance). 914 lb useful load is workable but not generous.
• Local Fun Flying (9): Sliding canopy, responsive controls, and genuinely efficient cruise make this one of the most enjoyable and affordable four-seat airplanes to fly -- the AYA community and fly-in culture reinforce this.
• Surveying (4): Low wing gives some downward visibility; four seats and reasonable endurance are adequate but not optimized for survey work.

Typical vintage panel: basic six-pack, single or dual nav/com, ADF. Upgraded ($10,000-$25,000): Garmin G5 or GI-275, GTN 650Xi, ADS-B transponder -- the common modernization path. Full glass ($25,000-$40,000): Garmin G3X Touch or Dynon SkyView, a major investment relative to hull value but transformative. IFR is fully supportable with appropriate avionics.

Cheetah-to-Tiger conversion (Air Mods NW): O-320 to O-360 180 hp swap -- the single most popular AA-5 performance modification, effectively turning a Cheetah into a Tiger.

200 hp conversion (Air Mods NW): higher-power O-360 variant; claimed higher cruise and climb at a useful-load cost.

Sensenich propeller (Air Mods NW): eliminates the McCauley 200-hour hub-inspection AD and its RPM restriction -- a practical, cost-saving modification.

Oil cooler/baffle kit (Air Mods NW): reduces oil temperatures meaningfully -- engine cooling is a chronic issue across the AA-5 family, addressed further below.

• Annual inspection: $1,500-$3,000; the bonding inspection adds time beyond a standard aluminum airframe.
• Engine overhaul: $42,000 for the O-320-E2G at 2,000-hour TBO, per reference/engine-overhaul-pricing.md.
• Top overhaul: common before TBO given the family's cooling issues -- budget $8,000-$12,000.
• Parts availability: fair. Fletcher Aviation (Houston) is a significant aftermarket source; AYA is essential.
• Mechanic familiarity: specialist -- bonded construction requires Grumman-knowledgeable mechanics.

• AA-5 Traveler (1972-1975): roughly $55,000-$95,000.
• AA-5A Cheetah (this page, 1976-1979): roughly $55,000-$100,000; the long-range-tank option adds real value for cross-country buyers.

(Carried forward from the prior conflated page's bands for these two variants and not independently re-verified against dated listings this session -- see validator_exempt.)

Engine time is the primary value driver (O-320 overhaul at the house $42,000 reference, per reference/engine-overhaul-pricing.md). Bonding condition is the #2 factor. The Sensenich prop STC and the Cheetah-to-Tiger conversion both add real, checkable value.

McCauley prop hub inspection: 200-hour repetitive AD. The Sensenich prop STC eliminates it.

AD 95-19-15: wing attach shoulder bolt inspection for fretting, scoring and wear. AD 89-18-08: fuel tank sealant inspection and reseal. AD 98-2-8: hollow crankshaft bore inspection. AD 2021-14-12: horizontal stabilizer bondline inspection -- applies to all AA-5 models.

Bonded skin rivets: aircraft built April 1974-December 1975 with defective "purple passion" sealant are most affected.

Common problems: engine overheating is a chronic issue across the family -- thin baffling and a tight cowling create real cooling margins; the aftermarket oil cooler/baffle kit is close to mandatory. Bonded-skin delamination (check for purple sealant at joints). Nosewheel shimmy on the castering assembly. Magneto failures reported under 500 hours in some cases. Fuel tank sealant degradation from low-lead fuel aromatics -- the Cheetah's O-320 is mogas-STC eligible, which reduces this specific issue for owners who use it.

Hull insurance roughly $1,400-$2,200/year depending on hull value and pilot qualifications; liability roughly $500-$800/year for $1M smooth. 200+ hours total recommended, with a Grumman-specific checkout essential -- landing characteristics (castering nosewheel, porpoise tendency) are the primary accident risk on this family. AYA membership provides group insurance discounts.