Grumman AA-5 Traveler / Cheetah / Tiger

The Grumman AA-5 series is one of general aviation's great cult favorites — a family of two/four-seat, low-wing, bonded aluminum aircraft that inspire passionate loyalty among their owners. Derived from the Jim Bede-designed AA-1, the AA-5 added a stretched fuselage with four seats while retaining the distinctive sliding bubble canopy, bonded honeycomb construction, and castering nosewheel.

The series was produced under multiple company names: Grumman American (1972-1977), Gulfstream American (1978-1979), American General (1990-1993), and Tiger Aircraft (2001-2006). The type certificate is currently held by True Flight Holdings LLC. Total AA-5 family production exceeds 3,200 aircraft — approximately 834 Travelers, 900 Cheetahs, 1,323 AA-5B Tigers, and 232 AG-5B Tigers.

The AA-5B Tiger is the star of the family — a 180HP four-seater that cruises at 139 KTAS on 10 GPH, rivaling the Cessna 172's utility with significantly more speed and sporting character. The Tiger has been described as a sports car compared to the Cessna 172's family sedan.

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

The AA-5A Cheetah was the aerodynamically refined 150HP model — approximately 6 knots faster than the Traveler on the same engine, achieved through cleaner cowling and fairings. The AA-5B Tiger added the 180HP O-360, 200 lbs more gross weight, and became the definitive model. American General revived Tiger production in 1990 with improvements including a new instrument panel, improved cooling, and 28V electrical system. Tiger Aircraft produced a final run (2001-2006) before ceasing operations.

The AA-5B Tiger cruises at 139 KTAS at 75% power on 10 GPH at 8,500 ft — impressive for a fixed-gear four-seater. For comparison, a Cessna 172N cruises at 122 KTAS on 8 GPH. The Tiger is 17 knots faster for only 2 GPH more fuel — a compelling speed/efficiency tradeoff.

The Cheetah at 128 KTAS on 8 GPH is also a respectable performer, though the 150HP engine struggles at high density altitudes with four aboard. Book climb numbers are considered optimistic for the Cheetah in hot/high conditions.

The bonded aluminum construction produces a smooth, low-drag airframe similar to the AA-1. Handling is crisp and responsive — the ailerons are notably quicker than Cessna or Piper equivalents, giving the Tiger its sports-car reputation. However, the same responsiveness means the Tiger requires more attention during landing — the castering nosewheel, higher approach speeds, and minimal prop-to-ground clearance contribute to a higher landing accident rate than comparable aircraft. Landing overshoot was the #1 accident cause in an NTSB study (42% of all AA-5 accidents).

AA-5B Tiger (O-360-A4K, 180HP, 51 gal usable fuel):

AA-5A Cheetah (O-320-E2G, 150HP, 38 gal standard fuel):

The Tiger's 1,002 lbs useful load is respectable for a fixed-gear four-seater — competitive with a Cessna 172. Two adults with full fuel have excellent range and generous baggage allowance. Four average adults with full fuel is tight on baggage — typical for this class. The Cheetah with standard 38-gallon tanks is significantly more weight-limited with four aboard.

• Flight Training (5): Capable trainer but the castering nosewheel, higher approach speeds, and porpoising tendency make it demanding for primary students. Better suited for advanced/commercial training. The Cheetah saw more training use than the Tiger.
• Backcountry (2): Low wing, bonded construction, and minimal ground clearance. Not designed for unimproved surfaces.
• Business Travel (4): Four seats, 139 KTAS, IFR capable. Adequate for light business but limited by cabin size and baggage capacity vs. Bonanza or SR22.
• Aerobatics (1): Not aerobatic certified.
• Cross-Country (6): 554 nm range with 51-gallon tanks, 139 KTAS cruise. Good cross-country capability for a fixed-gear four-seater. The speed advantage over a 172 adds up over long trips.
• Cargo Hauling (3): Four seats but the baggage area behind the rear seats is modest. 1,002 lbs useful load is adequate.
• Local Fun Flying (9): This is the Tiger's legendary mission. Sliding canopy, responsive controls, sports-car handling, and 139 KTAS cruise — the Tiger is widely regarded as one of the most fun four-seat aircraft to fly. The passionate AYA community and fly-in culture reinforce this.
• Surveying (4): Low wing provides some downward visibility. Four seats and reasonable endurance. Adequate but not optimized for survey work.

• Typical Tiger (1975-1979): Basic six-pack panel, single or dual nav/com, ADF. Most vintage Tigers have basic VFR panels.
• Upgraded ($10,000-$25,000): Garmin G5 or GI-275 flight instruments, GTN 650Xi, ADS-B transponder. Common upgrade path that modernizes the panel significantly.
• AG-5B (1990-2006): Improved factory panel with better layout. Some late AG-5Bs have Garmin 430/530 installations.
• Full glass ($25,000-$40,000): Garmin G3X Touch or Dynon SkyView. Major investment relative to hull value but transforms the cockpit.
• IFR: Fully capable with appropriate avionics. Many Tigers fly IFR regularly.

The AA-5 has a surprisingly robust aftermarket:

Engine Upgrades:

• 200HP conversion (Air Mods NW): ~$16,000. Lycoming O-360 to higher-power variant. Claimed 170 MPH cruise, 1,300 FPM climb. ~70 lb useful load penalty.
• 260HP Saber-Tooth Tiger (Aeromod): ~$20,000+. Constant-speed prop, 180 MPH cruise, 1,800 FPM climb. ~100 lb useful load penalty. Dramatic transformation.
• Cheetah-to-Tiger conversion (Air Mods NW): ~$11,000. O-320 to O-360 180HP swap. Popular upgrade.

Propeller:

• Sensenich propeller (Air Mods NW): $1,940. Eliminates the McCauley 200-hour hub inspection AD and the 1,850-2,250 RPM yellow arc restriction. Practical and cost-saving modification.

Cooling:

• Oil cooler/baffle kit (Air Mods NW): $375 + 4 hours labor. Reduces oil temps 25-30°F. Highly recommended — engine cooling is a chronic Tiger issue.
• Bill Heard cooling exit/baffle reseal: $300-$500. Claims 50-75°F CHT reduction. Field approval required.

Other:

• Improved air box (Air Mods NW): $750.
• Aerodynamic cleanup kits (Fletcher Aviation).
• Speed fairings and cowling improvements.

• Annual inspection: $1,500-$3,000. Bonding inspection adds time beyond standard aluminum airframe inspection.
• Engine overhaul: $22,000 for O-360-A4K (Tiger); $18,000 for O-320-E2G (Cheetah/Traveler). Both at 2,000-hour TBO.
• Top overhaul: Common before TBO due to cooling issues. Budget $8,000-$12,000 for a four-cylinder top overhaul.
• Parts availability: Fair. True Flight Holdings holds the TC. Fletcher Aviation (Houston) is the primary aftermarket parts source — significantly cheaper than factory for many items. AYA is essential for parts sourcing.
• Mechanic familiarity: Specialist. The bonded construction and unique systems require Grumman-knowledgeable mechanics. Not every A&P shop understands the bonding inspection and repair procedures.
• Annual all-in cost: $12,000-$18,000 for Tigers at 100 hours/year.
• Operating cost: $80-$110/hour all-in.

• AA-5 Traveler (1972-1975): $55,000-$95,000. Original four-seat; 150HP; collector/enthusiast appeal.
• AA-5A Cheetah (1976-1979): $55,000-$100,000. Improved 150HP model; autogas eligible.
• AA-5B Tiger (1975-1979): $85,000-$160,000. Most desirable vintage variant; 180HP.
• AG-5B Tiger (1990-2006): $120,000-$200,000. Later production; improved cooling and electrical.

Per valuation-methodology: Engine time is the primary value driver — O-360 overhaul at $22,000 is significant relative to hull value. Bonding condition is the #2 factor. The Sensenich prop STC adds value by eliminating the McCauley repetitive AD. Avionics upgrades (G5, GTN 650Xi) add proportionally more value to Tigers than to higher-value aircraft. The AG-5B commands a significant premium over equivalent-condition AA-5B due to improved cooling and later production.

Key ADs:

• McCauley prop hub inspection: 200-hour repetitive AD for crack inspection. ~$100 per inspection. The Sensenich prop STC eliminates this.
• Aileron inspection: 100-hour repetitive interval. ~$60 per inspection.
• 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 for corrosion pits or cracks.
• AD 2021-14-12: Horizontal stabilizer bondline inspection for cracks, buckles, corrosion, and delamination. Recent and applies to all AA-5 models.
• Bonded skin rivets (1976 AD): Required peel rivets along control surface bondlines. Aircraft built April 1974-December 1975 with defective FM-123 "purple passion" sealant are most affected — Tigers through approximately S/N 125.

Common Problems:

• Engine overheating: THE chronic Tiger issue. Thin, flimsy engine baffling and tight cowling create insufficient cooling margins. CHTs regularly reach 450°F. Premature cylinder wear and top overhauls before TBO are common. The aftermarket oil cooler/baffle kit is practically mandatory.
• Bonded skin delamination: Same bonding technology as AA-1. Pre-1976 aircraft most affected. Check for "purple" FM-123 sealant at bonded joints.
• Nosewheel shimmy: Castering nosewheel requires precise spring washer tension, axle nut torque, and strut maintenance. 1977+ models added shock absorber (more complex).
• Magneto failures: Slick magnetos fail frequently — reports of failures under 500 hours. Budget for more frequent magneto maintenance.
• Brake wear: Rapid due to differential braking for ground steering (same as AA-1).
• Fuel tank leaks: Aromatic compounds in low-lead fuel degrade tank sealant. The Cheetah (O-320) is approved for autogas which reduces this issue.
• McCauley spinner cracking: Pre-1979 spinners (S/N 1047 and below).
• Noisy interior: The sliding canopy seal and bonded construction transmit significant noise at cruise.

Per insurance-underwriting:

• Hull insurance: $1,400-$2,800/year depending on hull value and pilot qualifications.
• Liability: $500-$800/year for $1M smooth.
• Pilot minimums: 200+ hours total recommended. Grumman-specific checkout essential — the landing characteristics are the primary accident risk.
• The Tiger's accident rate is higher than Cessna 172 (11.9 vs 7.5 per 100,000 hours historically), which is reflected in slightly higher per-unit insurance rates. However, the lower hull values offset this.
• AYA membership: Provides group insurance discounts (~25% below market).