Husky, a real airplane

Husky is a REAL airplane...with a classic feel and a modern performance envelope.

Designed to carry two people in comfort along with an extraordinary load, the versatile, long range Husky can be flown in and out of unprepared strips, primitive clearings, ponds, rivers, beaches, glaciers, sand dunes, and the occasional paved runway.


Husky returns the fun to flying


To fully enjoy the backcountry you need gear. The Husky’s practical CG (Centre of Gravity) Envelope is designed to let you stow more and carry more - and do it safely.

That means a nicely equipped airplane can carry up to 842 lbs (382Kgs), dramatically increasing the mission profile of the aircraft. Other manufacturers may claim high useful load numbers for their planes, but those numbers can be deceiving. The CG Envelope of other planes is significantly less than a Husky’s due to the design of the airframe itself. Husky stands alone in its class for its CG Envelope, performance and load carrying capabilities.

A Husky hauls more, but provides impressive fuel economy. You and your passenger, and all the gear you pack, can fly 800 miles without refuelling and, the stamina and brawn of a Husky means you won’t have to circle to get over that peak - you can just pull back and climb.

The Husky has a gross weight in excess of a REAL ton (2250 lbs/1,021Kgs) and up to 925lb (420Kgs) useful Load.

60% Span semi-fowler flaps allow shorter take-offs and landings - meaning you’ll have a lot more fun in a Husky. Try a few touch-and-goes and you’ll be laughing out loud as you realize what a Husky can do. In addition, you’ll discover increased stability during flight, as well as during take-offs and landings, due to the removal of spades and the installation of advanced performance ailerons.

Our latest aileron has no spade. The aileron is mass and aerodynamically balanced with a deeper chord and shorter span.

The A-1C has a Stick force pressure that is about four pounds (1.8 Kgs).

Designed to provide three settings, 10°, 20° and 30°, the handle activates the flaps with considerably shorter travel. The leverage point for deployment is always in front of the pilot. The handle offers better leverage, takes less effort and is less cumbersome to operate.

The A-1B-160, A-1C-180 and 200 were designed to meet rigid government specs. It is certified to fly with a gross weight in excess of a FULL ton. Nothing can touch the A-1C-200 for getting into and out of remote or high altitude areas.

At Aviat, safety is paramount. That’s why we are one of the first manufacturers to introduce the airbag in an aircraft. Our airbags are much like those found in automobiles. The difference being that the Husky’s airbags deploy away from the pilot or passenger. Airbags are mounted in seat belt webbing and follow the path of least resistance, beginning with zero pressure in the bag. When bags deploy, they fill any available space, protecting passengers from 3 years old through to adult.

Should you boldly accept the challenge of the 200hp Lycoming IO-360 A1D6 engine in place of the standard 180 hp O-360 engine? I've never met a pilot who thought adding horsepower to an airplane was a bad idea, but the 180-hp Husky already exhibits remarkable take-off and climb performance. So, is the extra horsepower really worthwhile? Of course, if you like hot rods, the choice would be a no brainer.

Both the Lycoming O-360 and the IO-360 are four-cylinder, air-cooled engines. The resemblance doesn't quite end there, but it's close. The IO-360 is equipped with a positive-flow fuel injection system that offers much better fuel distribution.

Fuel injection also eliminates the requirement for carburettor heat and its associated controls. This IO-360 is an angle valve engine, as opposed to the parallel valve O-360. All of the most powerful six-cylinder Lycomings use the angle valve arrangement and the same free flowing induction as the IO-360 for better combustion chamber efficiency. Finally, the IO-360 used in the Husky is equipped with a mass-balanced crankshaft. As a consequence, it is as smooth an engine as you'll find (much smoother than its O-360 cousin). The IO-360 weighs some 23 pounds more than an O-360, due largely to the mass balancers. The 80" Hartzell Constant Speed propeller comes standard. Also available with this engine package, is the 205cm MT propeller, which is close to 20 pounds lighter than a metal prop. The lighter prop makes the basic weight of the 200-hp powerplant package nearly unchanged from a 180-hp model with a metal prop.

The 200-hp installation includes a second oil cooler and a cowl flap to better manage engine temperatures. Experienced Husky pilots will applaud these changes, since Husky engine temperatures often run very cool in cold weather, and a bit warm in hot and high density altitude conditions. The switch to an angle valve engine, the addition of the cowl flap, and other modifications wouldn't fit in a standard Husky cowling, so Aviat designed a new cowling. This will be the airplane spotter's first clue that this isn't your standard Husky. Observers familiar with the full line of Aviat products will recognize the muscular shape of the new cowling as reminiscent of the cowlings on the 200-hp Pitts S-1 airplanes, which coincidentally are also Aviat Products.

High Density Altitude - Made Real Easy
I can reliably say that at 10,000 feet this airplane will climb at least 300 feet per minute more than our 180 HP Husky A-1B. It cruises in the yellow arc. The fuel burn is at least one gallon per hour less than the carburetted 180 HP. The take-off and climb is spectacular.