The Grumman Tiger has a devoted following, and once you understand what makes it different from every other four-seat trainer of its era, you understand why.
It doesn't look like a Cherokee or a Skyhawk. The skin is smooth and almost seamless — no rows of visible rivets along the wings. That's because Grumman used bonded aluminium construction, borrowed from its military aircraft manufacturing heritage, rather than the conventional riveted skins everyone else used. The result is a notably cleaner aerodynamic surface, and an aircraft that goes faster than its horsepower should allow.
The 180 HP AA5B Tiger cruises at around 139 knots true airspeed on 10 gallons per hour. That puts it in the same conversation as retractable-gear aircraft costing considerably more — and the Tiger doesn't ask you to manage gear on approach or worry about gear-up landings. Based on 187 sales tracked on Sprinkle, the average Tiger changes hands for **$114,900**. That's the market.
## The Grumman Family: Which Model Is Which?
Grumman's light aircraft line runs across two airframe families and a confusing ownership history. Here's a quick map:
### AA1 Series — Two-Seat Trainers ($25,000–$100,000)
The AA1 (Yankee), AA1A, AA1B, and AA1C Lynx are two-seaters built from 1968 to 1977, powered by a 108–115 HP Lycoming. They're nimble and fast for their class, but genuinely small inside — not suitable for anyone intending to carry a passenger with much kit. Our database shows 173 AA1 sales at an average of **$41,720** and a median of **$39,500**. A good AA1B sits in the $35,000–$50,000 range.
### AA5 Traveler — The Base Four-Seater ($55,000–$90,000)
The AA5 Traveler, built from 1972 to 1975, brought the bonded construction concept to a proper four-seat cabin. Powered by a 150 HP Lycoming O-320, it cruises around 120 knots — useful but not quick. Based on 62 tracked sales, the average Traveler brings **$74,639** (median $72,000).
### AA5A Cheetah — The Improved 150 HP ($60,000–$130,000)
Grumman's rework of the Traveler for 1975 onward. The Cheetah kept the 150 HP O-320 but improved the interior, added a longer wing, and made general refinements. At an average of **$84,221** from 67 sales (median $84,500), a Cheetah buys you most of what makes the Grumman family appealing at a meaningful discount over the Tiger.
### AA5B Tiger — The One Most Buyers Want ($89,000–$175,000)
Swap in a 180 HP Lycoming O-360 and you get a materially different aircraft. The Tiger, built from 1975 to 1978 and then revived by American General as the AG5B from 1990 to 1994, is the model that commands genuine enthusiasm. That 30 HP advantage over the Cheetah translates directly into cruise speed — around 139 knots versus the Cheetah's 120 — and meaningful climb performance improvement. Based on 187 tracked sales, the average Tiger sells for **$114,902** (median $114,900).
**→ [Browse Grumman Tiger listings on Sprinkle](https://sprinkle.com/aircraft/for-sale?mid=2945&model=aa5b-tiger)**
## What Makes the Tiger Different
### Bonded Construction
Grumman's bonded aluminium skins are the defining technical feature. Instead of rows of rivets holding wing skins to ribs, adhesive bonds the panels. The aerodynamic benefit is real — fewer surface disruptions mean less drag, contributing to the Tiger's faster-than-expected cruise. The maintenance implication is also real: bonded joints need careful inspection for delamination, especially around the wing roots and any areas that have experienced water ingress over the decades.
### The Sliding Canopy
There are no conventional doors. Entry and exit is through a large sliding Perspex canopy that opens forward. In hot weather this is genuinely pleasant — you can slide it back on the ground and let air circulate. The visibility in flight is panoramic. The downside is that in rain you need to close the canopy before stopping, and on cold winter mornings it takes some convincing to move. Check the canopy tracks and seal condition on any aircraft you're considering.
### The Lycoming O-360 (Tiger)
The 180 HP O-360 is one of aviation's most proven powerplants — the same basic engine that powers the Piper Arrow, the Beechcraft Musketeer, and hundreds of other types. TBO is 2,000 hours. On a well-maintained Tiger, expect to see TSTOHs in the 500–1,500 hour range on most currently listed examples. A mid-time engine is not a problem; a run-out engine on an otherwise cheap aircraft is a negotiating point, not a dealbreaker, as long as the rest of the airframe is sound.
**→ [See current Grumman Tiger prices on Sprinkle](https://sprinkle.com/aircraft/price-guide/grumman-aa5b-tiger)**
## What to Pay
Based on 187 tracked Tiger sales, here is the current pricing landscape:
| Condition | Price Range |
|-----------|-------------|
| High-time engine, older avionics, basic interior | $75,000–$95,000 |
| Mid-time engine, serviceable panel, good logs | $95,000–$130,000 |
| Fresh engine, glass panel (Garmin G5 / Aspen), refurbished | $130,000–$175,000 |
For the Cheetah (150 HP), subtract roughly $25,000–$30,000 from each tier. A good Cheetah at $85,000–$100,000 is honest value for what you get.
Active listings on Sprinkle currently include examples from $94,500 (high-time) to $175,000 (refurbished with upgraded avionics). The median will give you a fair anchor: **$114,900** is where the market clears.
## What to Inspect
**Bonded skins — mandatory pre-purchase inspection item.** Water intrusion over 50 years can cause delamination between the aluminium skin and the adhesive bond. Look at wing root areas, any panels that have been repaired, and the lower wing surfaces. An inspector who hasn't seen Grumman bonded construction before should not be doing your pre-purchase inspection.
**Canopy condition and tracks.** A worn or cracked canopy is expensive to replace. Check the Perspex for crazing, the tracks for corrosion, and the seal for leaks.
**Landing gear bungees.** The Tiger uses bungee cords rather than traditional oleo struts for gear shock absorption. Bungees wear and harden over time — a bouncy landing isn't necessarily pilot error; it's sometimes bungee replacement time. Cheap fix, but confirm they've been replaced recently.
**Engine logs — all of them.** The O-360's history matters. Look for major overhaul documentation, any prop strike history (propeller strikes require crankshaft inspection regardless of how minor they appeared), and AD compliance records.
**Fuel system condition.** Bladder-style fuel tanks can dry and crack with age. Confirm no fuel leaks or seepage stains on the wing undersides.
**→ [Browse all Grumman AA5 listings on Sprinkle](https://sprinkle.com/aircraft/for-sale?mid=2946&model=aa5a-cheetah)**
## Tiger vs Cheetah: Which Should You Buy?
If you're choosing between the two, the question usually comes down to how much the 19-knot cruise speed difference matters to you.
If you're flying cross-country regularly — weekend trips of 300–600 nm — the Tiger at 139 knots versus the Cheetah's 120 knots will save you meaningful time on every flight. Over a season of flying, those minutes compound. Pay the premium.
If most of your flying is local, pattern work, short hops, or you're primarily interested in the Grumman ownership experience and the community around it, the Cheetah at $30,000 less delivers the same bonded construction, the same canopy, and the same character. The 150 HP O-320 is slightly cheaper to operate and has a simpler fuel system on many variants.
For a first aircraft or a tight budget, the Cheetah is the better buy. For pilots upgrading from a trainer who want genuine cross-country capability from a fixed-gear aircraft, the Tiger is worth the difference.
## The American General AG5B Tiger (1990–1994)
After Grumman stopped manufacturing light aircraft in 1979, American General revived the design in 1990 as the AG5B Tiger. Mechanically identical to the AA5B, these later aircraft are newer and come without 50-year-old bonded panels to worry about — but they also carry a slight asking price premium for the more recent manufacture date. Treat them the same as any other Tiger in terms of pre-purchase inspection; the construction method and its quirks are the same.
## Who the Tiger Is (and Isn't) For
The Grumman Tiger is an excellent aircraft for a VFR pilot who wants something faster and more interesting than the typical trainer, values efficient fixed-gear cruise, and isn't intimidated by an older design with a different construction philosophy. The owner community is genuinely helpful — the American Grumman Owner's Club has decades of accumulated knowledge on airworthiness directives, maintenance shops, and type-specific issues.
It's less suitable for pilots who want modern avionics as standard equipment (most Tigers left the factory with analogue gauges and require upgrades), need significant rear-seat legroom (the cabin is cosy compared to a Cessna 182), or want an aircraft with straightforward conventional door entry.
If you know what you're buying, the Tiger rewards you. It's one of aviation's genuinely characterful aircraft, and at a $114,900 median price, it's increasingly good value compared to the alternatives.