AOPA Pilot Magazine - October 2017 - 42

PILOT BRIEFING
BUDGET BUY

VREF VALUE

Vref, which offers aircraft
value estimates for AOPA
members, suggests a base
value for the Grumman AA1B
of $17,500 for a 1973 model
(the first model year), and
$18,500 for a 1976 model, the
last model year. That assumes
a mid-time engine and serviceable paint and interior.
RECENT ADVERTISED PRICES

Grumman AA1B
More fun for less
B Y I A N J. T W O M B LY

SPAM CANS of general aviation's golden age that didn't come out of Wichita or Lock Haven
generally fall into one of two categories: overpriced and somehow handicapped, or hidden
deals simply overlooked by the market. The Grumman AA1 series isn't exactly unknown,
but these aircraft remain a good bargain that many fail to consider.
Of the more than 1,500 AA1s that were produced, the AA1B represents a good compromise
of value and performance. The AA1B has a basic useful load of more than 450 pounds. While
not great, it beats the rest of the AA1 lineup by 50 to 90 pounds. Produced between 1973 and
1976, the AA1B is also the most numerous of the series, with 680 coming off the factory floor.
The AA1B had better performance than the less expensive original AA1, but takes a slight hit
on runway performance compared to the AA1A. The AA1 line came with Lycoming O-235
engines, and many are available today with upgraded powerplants.
Think of the Grumman AA1B as a more adventurous Cessna 150. Owners report the AA1B
flies considerably better than the 150, with crisp controls, great visibility, and a fighter-pilot
feel. One former Grumman instructor called it a fighter jet without an engine.
What the Grumman doesn't have is fighter-jet performance. The wing is stubby for a small
personal transport/trainer, and stalls are said to be a bit sportier than the Cessna line. Runway
performance is terrible for the category. But take that in context. A small, light airplane still
only needs about 2,000 feet of paved runway, including a safety factor.
Transition training will be required for new pilots for the less forgiving wing and castering nosewheel. Pilots make a lot of noise about the differences between direct-control steering
and free castering, but it all comes down to personal preference. Grumman owners tend to
love the tight turning radius, while a Cessna owner may feel out of control with such a setup.
The airplane has three other strong points that are big intangibles in the buying decision.
First is that most on the market are nicely equipped, with standard panel layouts and some
upgraded radios. Second, you can open the canopy in flight, which is cool. Ask the owners of
Piper Cubs, AirCams, or Robinson R22s what they love about their aircraft, and an open door
will always come up as a reason. Finally, you would own a Grumman, built by the same company that made the TBF Avenger, Albatross, F-14, and the Apollo Lunar Module.
EMAIL ian.twombly@aopa.org

42 | AOPA PILOT October 2017

Listed in Trade-A-Plane and
Barnstormers at the time this
was written were four AA1Bs.
Three of those listed come
with the bigger Lycoming
O-320 engine, which gives
significantly better performance, but at the expense of
range, operating costs, and
acquisition cost. Listed prices
ranged from $19,500 to an
ambitious $36,000.
INSURANCE COSTS

AOPA Insurance Services
estimates an AA1B flown by a
low-time pilot will cost from
$450 to $640 per year to
insure.
HOW MANY IN THE FLEET?

Approximately 680 were built,
and, according to FAA data,
306 remain on the registry.
FINANCING

AOPA Finance estimates $243
per month for a $25,000 purchase price with 15 percent
down.
AIRWORTHINESS DIRECTIVES

Nothing serious.
BIGGEST PLUS

Fun to fly.

BIGGEST MINUS

Hard to find clean examples.

THINGS TO WATCH OUT FOR

There are reports of wings
delaminating in certain serial
numbers. Make sure to get
a prebuy inspection from a
knowledgeable mechanic.

FOR MORE INFORMATION
Contact the American Yankee
Association (www.aya.org).

http://www.aya.org

Table of Contents for the Digital Edition of AOPA Pilot Magazine - October 2017