Grumman AA-5B / AG-5B Tiger

The Tiger is the star of the Grumman AA-5 family -- a 180 hp four-seater that has been described as a sports car compared to the Cessna 172's family sedan. Produced as the AA-5B from 1975-1979 (1,323 built), revived by American General as the AG-5B from 1990-1993, and again by Tiger Aircraft LLC from 2001-2006 (232 AG-5Bs total across both revival runs), it shares the AA-5 family's bonded aluminum construction, sliding bubble canopy and castering nosewheel, on the same type certificate as the Traveler and Cheetah -- but with materially different certificated limits and performance, which is exactly what earned it a separate page.

The type certificate is held by True Flight Holdings LLC. The Grumman Owners and Pilots Association (AYA) is the essential type club.

The AA-5B and AG-5B are certificated identically -- same engine, same Vne/Vno/Va/Vfe, same weights, same fuel system. The AG-5B's real-world advantages (improved cooling, later avionics, 28V electrical) are build-generation improvements, not certificate differences, so they share a page under the splitting rule's Step 1/2 tests.

The cruise/burn/range triple is drawn from the University Flying Club's transcription of the factory cruise chart (see the tier-3 caveat above): 75% power, 2,000 ft, 132 KTAS, 10.6 GPH (derived from the stated 40.0 L/hr). Range (638 nm) has NO STATED RESERVE -- it is speed x endurance (132 kt x 4.83 hr) from the source's own endurance figure, which appears to already represent a full 49.4-gallon tank at this burn rate rather than a reserve-adjusted planning number. Treat it as a maximum theoretical range, not a flight-planning figure. The economy row (65% power, 122 KTAS, 9.9 GPH, 626 nm) carries the identical no-reserve caveat.

Climb speeds moved materially from the pre-split page. The conflated page stored Vx 68 / Vy 79 -- which turn out to be the AA-5A Cheetah's own POH-sourced figures (see that page), borrowed across a variant into the Tiger's frontmatter. The Tiger's real climb speeds, from the club document, are Vx 70 / Vy 90 -- both meaningfully faster, consistent with 20% more horsepower on a similar airframe.

Service ceiling (13,800 ft) and sea-level rate of climb (850 fpm) both MATCH the pre-split page's stored values exactly -- the first time either has carried any citation at all.

AA-5B Tiger (O-360-A4K, 180 hp, 49.4 gal usable, 2,400 lb gross; weights carried forward and NOT independently verified this session):

Two adults with full fuel have strong range and a reasonable baggage allowance; four aboard with full fuel is tight, typical for this class.

• Flight Training (4): Capable but demanding for primary students -- castering nosewheel, higher approach and landing speeds than a Cessna 172, and a firm-landing porpoise tendency. Better suited to advanced or commercial training.
• Backcountry (2): Low wing, bonded construction, minimal ground clearance. Not designed for unimproved surfaces.
• Business Travel (5): Four seats, 132 KTAS cruise, IFR capable. The fastest fixed-gear option in its class, though cabin size and baggage capacity trail a Bonanza or SR22.
• Aerobatics (1): Not aerobatic certified.
• Cross-Country (7): 638 nm theoretical range at 132 KTAS on 10.6 GPH -- strong cross-country capability for a fixed-gear four-seater, genuinely faster than a comparable Cessna 172 or the 150 hp AA-5/AA-5A.
• Cargo Hauling (3): Four seats, modest baggage area. 1,002 lb useful load (carried forward, unverified this session) is workable.
• Local Fun Flying (9): The Tiger's legendary mission -- sliding canopy, responsive controls, sports-car handling and genuine speed. Widely regarded as one of the most fun four-seat aircraft flying, with a passionate AYA community reinforcing it.
• Surveying (4): Low wing gives some downward visibility; four seats and reasonable endurance; not optimized for survey work.

Vintage AA-5B (1975-1979): basic six-pack, single or dual nav/com, ADF -- most examples have basic VFR panels. AG-5B (1990-2006): improved factory panel layout; some late examples carry factory Garmin 430/530 installations. Upgraded ($10,000-$25,000): Garmin G5/GI-275, GTN 650Xi, ADS-B transponder -- the common modernization path across the family. Full glass ($25,000-$40,000): Garmin G3X Touch or Dynon SkyView.

260 hp Saber-Tooth Tiger (Aeromod): constant-speed prop conversion, a dramatic performance transformation with a real useful-load cost.

Sensenich propeller (Air Mods NW): eliminates the McCauley 200-hour hub-inspection AD.

Oil cooler/baffle kit (Air Mods NW): engine cooling is the family's chronic issue -- close to a mandatory modification.

Bill Heard cooling exit/baffle reseal: field-approved CHT reduction.

• Annual inspection: $1,500-$3,000; bonding inspection adds time.
• Engine overhaul: $45,000 for the O-360-A4K 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 and AYA are the primary sources.
• Mechanic familiarity: specialist -- bonded construction requires Grumman-knowledgeable mechanics.

• AA-5B Tiger (this page, 1975-1979): roughly $85,000-$160,000.
• AG-5B Tiger (1990-2006): roughly $120,000-$200,000 -- commands a premium over an equivalent-condition AA-5B for improved cooling and later production.

(Carried forward from the prior conflated page's Tiger band and not independently re-verified against dated listings this session -- see validator_exempt.)

Engine time is the primary value driver -- O-360 overhaul at the house $45,000 reference, per reference/engine-overhaul-pricing.md, meaningful against this class's hull values. Bonding condition is the #2 factor. The Sensenich prop STC adds value by eliminating a repetitive AD.

McCauley prop hub inspection: 200-hour repetitive AD (eliminated by the Sensenich STC). AD 95-19-15: wing attach shoulder bolt inspection. AD 89-18-08: fuel tank sealant. AD 98-2-8: hollow crankshaft bore inspection. AD 2021-14-12: horizontal stabilizer bondline inspection, all AA-5 models.

Engine overheating is THE chronic Tiger issue -- thin baffling and a tight cowling create real cooling margins; CHTs regularly reach 450°F without the aftermarket oil cooler/baffle kit, and premature cylinder wear and early top overhauls are common. Bonded-skin delamination (pre-1976 aircraft most affected). Nosewheel shimmy on the castering assembly (1977+ added a shock absorber, more complex to maintain). Magneto failures reported under 500 hours in some cases.

Hull insurance roughly $1,600-$3,000/year; liability roughly $500-$900/year for $1M smooth. 200+ hours total recommended with a Grumman-specific checkout -- landing characteristics remain the primary accident risk on this family, and the Tiger's higher approach speeds compound it versus the Cheetah. AYA membership provides group insurance discounts.