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Aviat Husky. Some people question why anyone would fly a taildragger since the nosewheel- configured airplanes simply are easier to take off and land. But for backcountry bush flying and unimproved airstrips, the tailwheel configuration is ideal. It keeps the propeller farther from the ground, produces less drag than a nosewheel and allows for tighter turns on the ground.

Fortunately for those who like to fly in the backcountry, a few companies still see the value in producing taildraggers. Left 4 Quake Psp Download Tpb. One of those companies is Afton, Wyoming- based Aviat Aircraft — the producer of the Husky. The Husky is a tandem- seat, high- wing, single- engine airplane built for pure, unadulterated fun in the backcountry and on unimproved fields. While certified as recently as the late 1. It was made to fly in and out of short backcountry strips, and being designed in Afton, which has an elevation of 6,2.

The Husky can get in and out of just about any airport, as long as the pilot can handle it. Ancestry of the Aviat Husky. When homebuilt- impresario Frank Christensen introduced the Husky in the 1. Piper Super Cub. But when purchasing the design proved unfeasible, Christensen decided on a different course of action. He had already redesigned the Pitts into the homebuilt Christen Eagle, and in a similar fashion he used the Super Cub design as a template, made the modifications he felt were needed and went to certify a new, “huskier” design.

Get it? Christensen got lucky. The year was 1. 98.

FAA officials proficient in certifying a design were plentiful. And in a feat of efficiency that is inconceivable in today’s more complicated certification environment, the Husky received Part 2. Christensen’s thoughts were put on paper. Today, Aviat Aircraft is run by a soft- spoken businessman from New York — Stu Horn. The history of how Horn took over the company is quite unusual.

In the early 1. 99. Horn was running a successful real estate development business in New York. His company did well. But new regulations had made the business increasingly more complex, and Horn began looking for other opportunities.

Horn found an ad in the Wall Street Journal in 1. Aviat Aircraft for sale. Inspired by a long- lost love for flying, Horn answered the ad. About 1. 8 months later, what had begun as spontaneous curiosity became reality, and he purchased the company. He is one of a very exclusive club, of which he may be the only member, who trained for his Private Pilot certificate in a Pitts. Horn’s passion for backcountry flying makes him committed to continuously improving the Husky’s design.

Crafting the Husky. The Aviat Aircraft factory blends into the downtown Afton environment. Four low, white, unassuming buildings totaling 7.

Afton’s main strip — Washington Street — famous for the world’s largest elk antler arch. The factory has been located there since the late 1. Call Aircraft Co.

There are also sections of the facility dedicated to service and support, and research and development — a building called the Dawghouse. The bulk of the production is for the Husky, with about 3. The Husky is still very much a handcrafted airplane.

Chromoly steel tubing is assembled using tungsten inert gas (TIG) welding — a process that helps produce a strong, light fuselage framework. The unique and proprietary application of Du. Pont Ceconite fabric and strength- enhancing cotton strips is meticulous, and the finishing process, which includes paint mixed on location, produces a covering that Horn claims will last as long as 5.

Fabric covers the wings, empennage and aft portion of the fuselage, but forward of the luggage compartment the sidewalls are made of aluminum. Customers can go online to create their own virtual Husky using 1. The combinations seem endless, and I couldn’t resist designing my own.

I just wish I could put it in my shopping cart. Huskier Design. Paint schemes aside, it’s easy to see the relationship between the Piper Cub and the Husky. The tandem seating arrangement, doors, high fabric wings, conventional landing gear and the approximate location of the throttle, mixture, flaps and center stick are all common features.

But with nearly four decades of engineering development and stricter certification rules, the Husky is generally more robust compared with the Super Cubs coming out of the Piper factory decades ago. The cabin is larger and, notwithstanding several STC improvements offered in later years for the Super Cub, Christensen’s design provided a few hundred pounds of increased gross weight. Another significant improvement is the switch from heel brakes to toe brakes, which makes the Husky much easier to maneuver on the ground. One of the biggest improvements for the Husky is that it is certified for night and IFR operations. But a dual- screen Garmin G6.

GNS 4. 30. W option with a Garmin GTX 3. Several other panel configurations are available for pilots looking for simple VFR flying, including a very basic, non- GPS VFR package for $1. The airplane I flew was equipped with a Garmin GPSMap 6. MFD, Becker comm and transponder, electric attitude indicator, PS Engineering PM1. Electric International’s EGT/OAT/CHT gauge. While limited to VFR, this is the most popular option, for $1.

The Husky also provides options for multiple power plants. In addition to the 1. Lycoming O- 3. 60- A1. P, with which two- thirds of the Huskies leave the factory, a 2. Lycoming provides the Husky with even greater performance. A 1. 60 hp option is also available for the budget conscious, though Horn admits the cost savings are not significant enough to make this option popular. Aviat offers a long list of additional options, including several propellers, tires, tailwheels and lights.

You can even get an EVS- 1. The most common configuration, with a three- blade MT propeller, 2.

Garmin 6. 96- equipped panel, can be yours for about $2. Many modifications have been made to the Husky through the years, but probably the most significant one came in 2. Aviat fitted the Husky with a new high- performance wing and eliminated the aileron spades. The redesign increased the span of the semifowler flaps and decreased the span of the ailerons while increasing their chord. The spades, which were intended to act as aerodynamic power steering, were replaced with a mass- balanced aileron design.

Horn claims the wing redesign produced a 5. The removal of the spades also decreased a lot of adverse yaw, making it easier to maintain coordinated flight — a great thing for an airplane that many customers fly low and slow. No White Knuckles.

I wanted to see for myself how the Husky flies, so on a cool, crisp morning, I climbed up on the right 2. As with any new airplane, it took a minute to get familiar with the locations of the cockpit components. In the Husky, the throttle, trim and flaps are on the left side of the cabin. While I’m used to the more conventional arrangement of throttle in the right hand and controls in the left, it didn’t take too long to get used to the opposite configuration. As we taxied through a field via an access road from the factory’s downtown location to the runway, I was surprised that the airplane was hopping along. At first I was wondering whether I was doing something wrong, but I wasn’t. The cold air had hardened the fat tires and there were flat spots from the weight of the airplane sitting on the tarmac.

By the time we were ready to take off, the tires were back to their normal shape, and the takeoff roll was smooth. As expected, a little rudder was needed to keep the airplane on the centerline, but the ground stability was good and we were off the ground long before the 1,0.

As we climbed out of Afton, I noticed that, even with nearly full fuel, two adults in the cockpit and those fat tires disturbing the airflow, the airplane displayed excellent climb performance — about 1,0. During our afternoon flight when the air had heated up and the density altitude was about 2,0. I found the airplane to be exceptionally well balanced, and though most of my 3,0.