Grumman tiger airbox

But one big knock against them has been their orphan status-out of production, with expensive, hard-to-get parts from a company that only grudgingly supports them. Now virtually every single-engine plane is out of production, and the parts situation is stinko throughout the industry. So the Cheetah and Tiger suddenly have a new allure: if you're going to be buying an out-of-production model with a shaky factory support system anyway, hey, why not get one that's fast, good-handling and sporty-looking in the bargain?

Dare we say it, they might even be considered a bargain. In the four-place fixed-gear arena, the Cheetah and Tiger rank about in the middle, well behind Piper and Cessna, in terms of buyer esteem. What's remarkable is the huge price difference between the Cheetah and the Tiger, which are essentially identical except for the extra 30 hp of the Tiger.

The Traveler was an okay airplane, but Grumman-American's chief engineer Roy Lopresti later of Mooney and Beech fame, and now with Piper put in a new engine, redesigned the cowling and cooling baffles, enlarged the elevator and did a detail drag cleanup program.

The result, inwas the Tiger. The next year came the Cheetah, which was essentially a Tiger with the Traveler's old hp engine. The two planes were in production only untilwhen Allen Paulson bought Grumman American and killed the Cheetah and Tiger to concentrate on the Gulfstream II bizjet.

About Tigers were sitting at the factory when production stopped, and it took more than two years to sell them all off. Paulson, in retrospect, looks like a genius; he stopped production just before the aviation industry began its eight-year slide toward extinction. A total of about 1, Tigers and Cheetahs were built.

grumman tiger airbox

There were no major changes during the production runs, but some refinement occurred: insoundproofing was improved and windshield thickness doubled to a quarter-inch. Other changes: minor aerodynamic refinements, including rubber fairings on the landing gear, improved windshield sealing and the addition of nose-strut shock absorber.

Inthe seats were improved, and U-strips were added to the trailing edges of the control surfaces to prevent delamination of the bonds. Both Cheetah and Tiger are at the head of the class in terms of speed.

The Tiger has a book cruise speed of mph, and Aviation Consumer editors have flown side-by-side with a Piper Arrow hp, retractable gear and pulled away in the Tiger.

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We've also watched a Piper Archer retreat outside the Tiger's window at about 15 knots. Running side-by-side, a Tiger will burn 20 percent less fuel and loaf along at about 60 percent power while the Archer is flat out. Owners report that real-world Tigers come pretty close to the book numbers. Another reports, "I flight-plan knots and almost always beat that number from takeoff to touchdown.

Later hp versions of the Warrior with speed pants can almost keep up with the Cheetah, however. Climb performance is another story. At sea level and standard temperatures, the Tiger does reasonably well fpm, about on par with the competition. But under tougher conditions-hot day, high altitude, heavy load-the Tiger's climb performance falls off very rapidly.

Grumman American AA-5

Service ceiling is 13, feet, less than the Archer and Cardinal. Even the president of the American Yankee Assn. The Cheetah, with 30 fewer horsepower, is even more susceptible to this rapid decay of climb performance when hot, high or heavy. Book numbers are comparable to the hp Skyhawk and Warrior, but our experience and reader reports suggest these are optimistic. One Cheetah owner reports a sickly fpm climb at gross weight in hot weather.

Another says that, pounds below gross, he only manages about fpm. Details in the Safety section. Oddly, takeoff and climb performance can be enhanced by ignoring book procedures, which call for flaps up.The Grumman American AA-5 series is a family of American all-metal, four-seat, light aircraft used for touring and training.

Following American Aviation 's success with the AA-1 Yankee Clipper two-seat light aircraft inthe company decided to produce a four-seat aircraft. The AA-2 design did not meet its performance goals during test-flying and only one was ever built.

grumman tiger airbox

Still needing a four-seat aircraft to fill its product line, the company simply enlarged the external and cabin dimensions of the AA-1 Yankee to create the four-seater. Production of the Traveler had just started in when American Aviation was sold to Grumman and became the Grumman American division. Grumman continued production of the Traveler. A redesign of the AA-5 was undertaken in and as a result the model Traveler featured an aerodynamic cleanup of the engine cowling and main landing gear fairings.

The tail section remained unchanged. Grumman's engineers felt that the AA-5 design had more speed potential than the original Traveler, even with its improvements, and so embarked on an aerodynamic cleanup and redesign.

Piper Archer vs. Grumman Tiger

Changes were made to the engine cowling and baffling to reduce cooling drag, the exhaust system was redesigned, the main landing gear fairings were further improved, the ventral fin was eliminated, and the horizontal tail was enlarged to allow a larger center of gravity range.

Fuel capacity was increased from the Traveler's 37 US gallons to 52 gallons, thus increasing its range. The new variant was named the AA-5A Cheetah and was introduced as a model in late Because the Cheetah looked very much like the Traveler externally, Grumman's marketing department created a "leaping cheetah" emblem to differentiate it from the earlier AA Grumman sold its light aircraft division to Gulfstream Aerospace in and the division was renamed Gulfstream American.

Gulfstream continued production of the AA-5A until A total of Cheetahs were produced. The Tiger was designed by Grumman engineers and was first produced in late as the model.

Externally the Tiger looked much like the AA-5 Traveler and AA-5A Cheetah so once again Grumman's marketing department came up with a distinctive decal package to differentiate the design — this time a "galloping tiger".

Gulfstream ceased production of all piston-engined aircraft in and the highly successful Tiger design went out of production after aircraft had been delivered. For eleven years the design was not produced and then in the late s a new company was formed to produce the Tiger. American General Aviation Corporation carried out further design improvements including introducing a new split nose cowling engine cover that could be removed without removing the propeller, a new instrument panel, improved exterior lighting, a new fuel quantity indication system, a 28 volt electrical system replacing the older 14 volt system, a new-style throttle quadrant, and improvements to the heat and ventilation systems.

The redesigned aircraft was put into production under an amended type certificate as the American General AG-5B Tiger.Our new search experience requires JavaScript to be enabled.

Grumman F-11 Tiger

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Automotive Men Books Magazines Nonfiction 6. Entertainment Memorabilia 1. Format see all Format. All Listings filter applied. Buy It Now. Brand see all Brand. American Discussion in ' Flight Following ' started by BonchieMay 16, Log in or Sign up.

Pilots of America. Piper Archer vs. Looking at Tigers compared to Archers I'm seeing for sale and Compare to the similar Archers asking k, most with marginal interiors. Better avionics to better interiors from what I've seen. I was pretty set on an Archer for my mission 4 place, lb useful, 10gph, fixed gear, low end of the scale on maintenance but after researching the Tiger, I'm not seeing much reason it shouldn't top the list.

Last edited: May 16, BonchieMay 16, Ron Levy is pretty close to you and is one of our experts on the Grumman line. I'd take advantage of the proximity, bribe him with a good lunch, and go fly in his airplane. By the end of the day, you'll have complete education on what you need to know to make an informed decision about the Tigers, Cheetahs and Cheegers.

AggieMike88May 16, I'll have to do that. He's only a 45 minute flight from me. Fly a Tiger. You'll be hooked. Talk to Ron, as Mike suggested. It's one of the best type clubs around. They can steer you to instructors and maintenance facilities familiar with the breed. Also check out the free web group, The Grumman Gang. PilawtMay 16, To Clarify, I'm looking at the mid-late 70's models of each, not their newer counterparts. Joined: Apr 8, Messages: 31, Pretty much everything you mentioned is correct.

Go fly an Archer and then fly a Tiger. I assure you that you'll be sold on the Tiger after that. I miss my good ole Traveler. VelocityMay 16, A very nice bonus with the Grumman is no hydraulic landing gear. No leaks, don't have to add fluid or air, the plane always sits level.

RichNYMay 16, I'll give you another one - it's much easier to get in and out of a Tiger with its sliding canopy vs the passenger-side door on an Archer The Tiger: I put a fair chunk of change into the panel, installing a and a backup attitude indicator while getting rid of the ADF, Loran, second Narco VOR and glovebox and painting the whole thing "Boeing Gray" as opposed to the rather chintzy beige: Sold it in to buy a demo Cirrus SR22 which I sold in to buy my Sky Arrow to continue to fly sans medical.

No regrets. What always impressed me was comparing the Tiger to an Arrow. Fairly similar performance, but the Tiger does it with 20 less hp, fixed pitch prop and fixed gear.

Kudos to Roy Lopresti! With the folding rear seat, its easy to load bulky items in the back through the canopy - I've had two full-sized bicycles back there before.Gerdes Brake Actuators co-pilot side. Gerdes Grumman L. Inspected and fitted with new o-rings. Excel-Air Services, Inc. New improved fiberglass fin.

Fuel Tubes, wing to sump L. Fuel-Scan Fuel flow meter, with harness and transducer. For Grumman. Control Yokes with shafts Have slip-on grips with PTT switches with funky wiring. Will need drilling for your application. Or maybe not. Requires access door in lower cowling.

New shaft, new seals, edges re-sealed.

grumman tiger airbox

Includes screen. Does NOT include foam filter or filter cage. Dorsal Fin includes metal channel. Bearing, Bottom Rudder with hardware. Vertical Stabilizer Assembly Grumman Aircraft Corporation made Tigers, with the last aircraft being delivered to the U. Navy on 23 January This Grumman company project was named Gand when it was concluded it was a complete design departure from the Cougar.

The design's potential for supersonic performance and reduced transonic drag stirred interest in the U. Byredesigns led to a completely new aircraft bearing no more than a familial resemblance to the Cougar. The new wing had full-span leading edge slats and trailing edge flaps with roll control achieved using spoilers rather than traditional ailerons. For storage on aircraft carriers, the F Tiger's wings manually folded downwards. Anticipating supersonic performance, the tailplane was all-moving.

The aircraft was designed for the Wright J65 turbojeta license-built version of the Armstrong Siddeley Sapphire. The U. Navy Bureau of Aeronautics was sufficiently impressed to order two prototypes, designated XF9F-8 even though the new fighter was clearly a new design.

To add to the confusion, the prototypes were then redesignated XF9F-9 with the XF9F-8 designation going to another more straightforward Cougar derivative. Since the afterburning version of the J65 was not ready, the first prototype flew on 30 July with a non-afterburning engine. In spite of this, the aircraft nearly reached Mach 1 in its maiden flight. The second prototype, equipped with the afterburning engine, became the second supersonic U.

Navy aircraft, the first being the Douglas F4D Skyray. The F Tiger is noted for being the first jet aircraft to shoot itself down. As the trajectory of the cannon rounds decayed, they ultimately crossed paths with the Tiger as it continued its descent, disabling it and forcing Attridge to crash-land the aircraft; he survived. This was the result of a study to fit the new General Electric J79 engine into the F11F-1 airframe. Seven U. The F11F's career lasted only four years because its performance was inferior to the Vought F-8 Crusader and the J65 engine proved unreliable.

Also, the range and endurance of the Tiger was found to be inadequate. The aircraft was withdrawn from carrier operations by We noticed you're using an unsupported browser which may result in limited or no functionality for portions of our website.

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