N31RB's ancestry can be traced back to that great innovator but lousy business man Jim Bede and his revolutionary BD1. Jim raised the eyebrows of general aviation in 1963 when he released details of his new production airplane for the common man, a 65hp two seater for a staggering $2500. The BD1 was to use a new bonding process to glue the aluminum and honeycomb structure together. It had folding wings and was trailerable so it could be taken back home after flying. The concept looked good and the write up on the prototype was promising. Many $500 deposits were made, but two years latter no production aircraft had been completed, let alone flown. The commercial backers stepped in, threw Jim out and eventually brought in Russ Meyer to sort the mess out. Russ brought in many engineers and top people from Cessna and Aero Commander and by Feb. 1967 he had the first production prototype up and flying. Many changes were made to the original, gone was the 65hp engine, alone with the folding wings and over use of honeycomb and weighty fiberglass panels. The aircraft finally got its type certificate in Aug. 1967, the company name changed to American Aviation Corporation and the plane renamed the AA1 Yankee.

Within the first two years of production over 400 aircraft were built and although no big threat American Aviation were up there with P and C in the major league of GA. The two seat AA1 series of aircraft continued in production through to 1978 and included many changes during that time.

1969-1971  AA1 Yankee  459 built

1971-1972 AA1A Trainer/TR2  470 built,  New wing section and gross weight increase.

1973-1976 AA1B Trainer/Tr2 551 built Further gross weight increase.

1977-1978 AA1C T Cat/Lynx 211 built Larger elevators and new trim mechanism. Engine change to 115hp Lycoming 0-325-L2C.

During the early 70's American Aviation looked at expanding the product range, a new four seater being the obvious first choice. The AA2 Patriot, a 180hp four seat prototype was built. This was a completely new aircraft, with new wing and spacious boxy fuselage with doors. The performance figures were good, but not as good as expected and the cost of putting it into production was high. It was dropped as were the AA3 a 200hp constant prop version and AA4 twin, both of which never went beyond the drawing board stage. Then one of the engineers, Bob Hummel, suggested that the way to go was to stretch the two seater design. This plan was carried out and the AA5 prototype emerged within 30 days of the go ahead. This prototype retained the cowlings, turtle deck and tail planes of the AA1. The wings were also from the AA1 with a four foot extension added. The aircraft was refined, certification went smoothly, production costs were low, orders came pouring in and planes were with the dealers by the year end, enter the AA5 Traveler.

It seems about this time the Grumman Corporation was looking at getting into General Aviation and had been eyeing up the company, which it eventually brought a 80% holding in and renamed it the " Grumman American Aircraft Corporation". During the production run of the AA5 improvements were made to the model range. In 1974 the first major improvements saw the addition of a baggage door, an increase in the baggage space including the provision of a hat shelf, the fitting of much larger rear windows, a longer and more cosmetically pleasing dorsal fin  and much improved seating and sound proofing. By the end of production 834 Traveler's had been built

A natural progression for the AA5 was the need for greater speed and performance so Roy Lo Presti's was brought on board to look the plane over and develop a new 180hp aircraft. The result was the introduction in 1975 of the AA5B Tiger. From a distance the new aircraft looked similar to the Traveler but closer inspection showed up the more streamlined engine cowlings, much larger tail plane, absence of a ventricle fin and flared in main undercarriage legs and brakes.  Other changes not so apparent from outside were the larger fuel tanks and increase in flap travel from 30 to 45 degrees. All this added up to a 143knt, fixed pitch, fixed undercarriage 4 seater, which put it clearly at the top of its class, Grumman had a winner on its hands again.

The same year saw some of the aerodynamic improvement of the Tiger added to the 150hp Traveler, however the smaller tail plane was retained as was the original fuel tank and flap travel. This was quickly changed for 1976 when the Traveler was dropped in favour of a full 150hp version of the Tiger the AA5A Cheetah. Grumman now had it's full range of GA cats as well as their fighters.

1976 was the year of N31RB was produced so our history of it ancestry ends, but we can look quickly at what happened afterwards. Grumman's GA division was bought out in 1977 by Gulfstream and named Gulfstream American and production of the AA5A/B, AA1C and the newly introduced GA7 Gougar twin moved from the old American Aviation Cleveland factory to Savannah. All production ended in 1979 after 1323 Tigers and 900 Cheetahs had been built when, with the general decline in GA sales, Gulfstream decided to pull out of that side of the business. Improvements in the Tiger continued after 1976, many of which we hope to incorporate into 31RB including larger brake cylinders, hydraulic parking brake valve, thicker 1/4" windshield and improved seating.

Production rights were bought by American General who put the Tiger back into production in 1989, but after some 160 examples being built  that company went bankrupt. The rights were later sold to Tiger Aircraft who put the Tiger yet again back into production in 2000 and continues at their Martinsburg West Virginia Plant.