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For the past 3 1/2 years, I have read the GG, Bondline, and all the information available from the AYA. That is a lot of reading. In the packet from the AYA, there was a section on flying tips. One of these referenced using flaps on t/o. This isn't in the owner's manual(as we all know well) but has been often used/discussed through out the years. I fly 2 Travelers(stock 1973 and about as highly modified as possible 1974) and an 0320HC'd(I didn't want to get chastized for writing 160hp) AA-1B with DMA speed mods. I also flew(in the early and late 1970's respectively) a 1969 AA-1 with a cruise prop and a 1976 AA-1B. I gave the owner flying lessons in the AA-1 and general flying lessons in the AA-1B. The AA-1 was flown off a 2500' strip in the summer with 2 people and the other was flown off a 5500' strip also in summers(at 7M7 and West Mem,AR respectively). The usage of flaps in the AA-5s seemed to help very little in the 1974 and possibly somewhat more in the AA-5 stock, especially when near gross. The AA-1B didn't seem to be helped much at all with flaps.
Steve White lives in Piggott, AR, a town in NE AR, pop 4,000. Piggott Municipal Airport(7M7)
In 1972, I was an inexperienced pilot and made some stupid mistakes. On a near 100 degree day, I got too far down the 2500' strip in the AA-1 to abort but didn't have the speed to t/o. A 15' ditch is at the end of the RW. In the last 500' of roll, my mind went into a hyper mode; and I lowered the miniscule flaps which helped the very low-lift AA-1 wing. The airplane wallowed off, gained speed in gnd effect going  across the cotton field and eventually climbed at 100-200'/min. I landed and stayed on the ground. Later, I practiced more with the flap t/os in this cruise prop'd, hi time 0235, slick wing'd airplane. It really made a difference. I'd go with neutral controls until appx 55 mph ias, lower the flaps and apply gentle back pressure. This significantly decreased the t/o roll, in this plane. This became std procedure for the owner of this plane and me. He now owns the 1976 0320HC,AA-1B that is in the hanger between my AA-5 and the 1973 AA-5 mentioned above.  
is 2550' long and has a new 8-bay T-hanger, with an office and storage room. There are 8 based aircraft, 3 of which are Grummans. I taught both these pilots to fly and influenced their choice of airplanes <G>. My 1974 AA-5, IFR certified, yet basically a VFR equipped
Summary: I doubt that I am the only one who used flaps in the original cruise prop'd 0235 AA-1s. I suspect this is where the entire flap/flap issue started. To me, the Ron Levy testing of flap effect on t/o roll was incomplete due to no stock AA-1 being tested also.
aircraft, has nearly every enhancement possible: all DMA mods,steps removed,internal antennas,
HC,PF,"tweeked" Sens prop,RR cap,aero clean-up,new white interior(since picture), etc. It routinely climbs >1000'/min@ 115-120 ias
and will go into yellow line at 2550 rpms(actual) below 3000-4000' DA. Avg fuel usage over the past 200 hrs has been 8.05 gal/tach hr. Normal flight plan cruise is 130 kts TAS  though  actual is around 133-135 KTS TAS though I fly closer to 70% pwr than 75%. I do not feel like getting any other AA-5x would be a significant move up performance-wise. This 1974 AA-5, with  
new "N"# of N749MC, has 1654 hrs TT and 300 SMOH.  
My background is 10 years in the USAF, Ftr Wpns Sch Grad, CFI since 1973, ATP in 1991, and have been a dentist since 1983. I've owned this plane since Jan 2006 but have flown Grummans since
1971. Most of my Grumman time is in a stock 1969 AA-1.
My hobbies are hunting and benchrest shooting, though keeping my plane in tip-top condition has adversely affected these two hobbies. Maybe my hobby now is keeping up my plane and flying it while I occasionally shoot and hunt.


[[http://smg.photobucket.com/albums/v503/sewdds/?newest=1]]
[[Image:1974Traveler1.jpg]]

Latest revision as of 18:32, 20 March 2009

Steve White lives in Piggott, AR, a town in NE AR, pop 4,000. Piggott Municipal Airport(7M7) is 2550' long and has a new 8-bay T-hanger, with an office and storage room. There are 8 based aircraft, 3 of which are Grummans. I taught both these pilots to fly and influenced their choice of airplanes <G>. My 1974 AA-5, IFR certified, yet basically a VFR equipped aircraft, has nearly every enhancement possible: all DMA mods,steps removed,internal antennas, HC,PF,"tweeked" Sens prop,RR cap,aero clean-up,new white interior(since picture), etc. It routinely climbs >1000'/min@ 115-120 ias and will go into yellow line at 2550 rpms(actual) below 3000-4000' DA. Avg fuel usage over the past 200 hrs has been 8.05 gal/tach hr. Normal flight plan cruise is 130 kts TAS though actual is around 133-135 KTS TAS though I fly closer to 70% pwr than 75%. I do not feel like getting any other AA-5x would be a significant move up performance-wise. This 1974 AA-5, with new "N"# of N749MC, has 1654 hrs TT and 300 SMOH. My background is 10 years in the USAF, Ftr Wpns Sch Grad, CFI since 1973, ATP in 1991, and have been a dentist since 1983. I've owned this plane since Jan 2006 but have flown Grummans since 1971. Most of my Grumman time is in a stock 1969 AA-1. My hobbies are hunting and benchrest shooting, though keeping my plane in tip-top condition has adversely affected these two hobbies. Maybe my hobby now is keeping up my plane and flying it while I occasionally shoot and hunt.

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