Grumman AA-5 Traveler

American Aviation introduced the AA-5 Traveler in 1971 as the four-seat development of the two-seat AA-1 Yankee. The Traveler stretched the Yankee fuselage and added a Lycoming O-320-E2G at 150 hp with two additional seats. Same bonded-honeycomb wing construction. Same sliding canopy aesthetic. The Traveler was the entry-level Grumman four-seat single during the 1971-1976 production run.

Production ran for five years before American Aviation (later Grumman American) replaced the Traveler with the refined AA-5A Cheetah in 1976. The Cheetah used the same engine but added cabin and aerodynamic refinements that improved cruise speed and useful load. The Tiger (AA-5B) followed in 1975 as the higher-power 180 hp variant. The Traveler became a used-market-only buy after 1976.

Total Traveler production was about 850 aircraft. The fleet has remained popular with budget-conscious Grumman enthusiasts who want four-seat capability at lower acquisition cost than the Cheetah or Tiger. American Yankee Association (AYA) provides the same type-club support to Traveler owners as to other AA-series airplanes.

The AA-5 Traveler cruises at about 125 KTAS at 75% power, burning 8 gph of 100LL. At long-range cruise (65%), the airplane drops to about 115 KTAS on 7 gph. The Traveler is meaningfully faster than the Cessna 172 at similar fuel burn due to the bonded-honeycomb wing's cleaner aerodynamics. Performance is in the same general class as a Cherokee 140 with slightly better cruise efficiency.

Useful load on a Traveler is about 850 to 900 pounds. Full fuel (38 gallons usable) leaves about 620 to 670 pounds for people and bags. Four adults of typical weight plus minimal bags fits within gross with careful loading. Range with reserves is about 520 nm at long-range cruise. The cabin is comfortable for four adults though the sliding canopy makes ingress and egress different from conventional cabin doors.

The Lycoming O-320-E2G is the engine on every AA-5 Traveler. Four-cylinder, horizontally opposed, direct-drive, carbureted piston rated at 150 hp at 2,700 RPM. Lycoming's published TBO is 2,000 hours per Lycoming Service Instruction 1009 BE. The O-320 family is universally supported.

Field overhauls at Penn Yan, Gann Aviation, or other reputable Lycoming shops run $28,000 to $40,000 in 2026 prices. The O-320 is among the cheapest four-cylinder Lycomings to overhaul. Parts and shop expertise are universal through the broader O-320 community.

Oil consumption on a healthy O-320 runs about 0.15 to 0.25 quarts per hour. The engine reaches TBO routinely when operated regularly. The Sensenich fixed-pitch metal propeller standard on the Traveler has no formal TBO.

Plan on $115 to $160 per flight hour at 100 hours a year of utilization, all-in. The Traveler's operating economics are friendly for a four-seat single. Fuel and oil run about $44 to $58 per hour at 8 gph and $5.50 to $7 for 100LL. Engine overhaul reserve is $14 to $20 per hour. Airframe maintenance reserve is $12 to $22 per hour due to bonded-wing inspection requirements.

Annual fixed costs (hangar, insurance, annual inspection) add another $35 to $65 per hour at 100 hours a year of utilization. Insurance on the Traveler is friendly. First-time owners pay $1,800 to $3,500 a year typically.

Acquisition cost in mid-2026: A Traveler with mid-time engine and steam-gauge panel runs $40,000 to $65,000. A Traveler with fresh engine and modern Garmin panel runs $60,000 to $85,000. Aircraft with documented clean bonded-wing inspection history trade at premiums.

American Yankee Association (AYA) provides essential type-club support. Annual dues run about $50.