Polar. .. .Can’t disagree with what you say there, the AA5 (one L) Traveler, does not make the ideal soft, wet grass operator. Horses for courses. Sandown very much comes to mind. At one stage our group Traveler was banded from some grass fields, but that wasn’t a plane issue, rather a pilot one. It was far easier saying the plane couldn’t go there rather saying you, you and you can, but you can’t, if you get my drift.. .. .Once remember sitting at Popham watching the said John Nutter demonstrating short field take-offs in the Cheetah. It rolled down from the Petrol Station end and well within a 50yds the nose was being held off the ground whilst the plane accelerated. I sat there and envied him the large tail plane of the Cheetah over the Traveler. I asked him on his return if he had ever managed to carry out a similar take-off in the Traveler and he said don’t bother it just won’t do it like that, the tail plane is too small.. .I found that the use of a small amount of flap helped in getting off the ground early on wet grass and then accelerating in ground effect. Not covered in the POH I know but it was a personal thing. But one has to be careful because you are lifting off well under climb speed.. .. .Now we have a Tiger and it’s making us real lazy.. .. .One of the best things that is happening to the 150hp Cheetah’s and Traveler’s is that at O/H there is a STC which is now accepted by the CAA to up grade the engine to a de-rated 160hp unit. De-rated, as it is still rated a 150hp unit, but at a lower red line RPM. However you still have available that extra power when you need it, i.e, take-off and climb. The engine is capable of safely delivering 160hp, but to do so would mean carrying out extensive flight test to re-write the performance spec on the aircraft in the POH, which is CAA cost prohibited.. . . .Threre is one aspect of a Grumman that is unusual and that is most of owners feel they belong to a very close family and the AYA enhances that feeling, world wide.