Aviat Husky A-1

The Aviat Husky is the modern purpose-built backcountry airplane. Designed from the ground up in the mid-1980s by Christen Industries (later Aviat Aircraft) in Afton, Wyoming, the Husky was the only all-new light aircraft designed and entered production in the US during that era. It combines the best attributes of the Piper Super Cub — tandem seating, tailwheel, high wing, fabric covering — with modern engineering, improved performance, and a wider cabin.

The Husky is built with welded 4130 chromoly steel tube fuselage, Dacron fabric covering, and metal wing leading edges. The construction is designed for backcountry durability while meeting modern crashworthiness standards. The tandem two-seat configuration places the pilot in front with the passenger behind, providing excellent forward visibility.

More than 800 Huskies have been produced since 1987, and the aircraft remains in production. The current models are the A-1C-180 (180HP) and A-1C-200 (200HP fuel-injected), both now built to the 2,250 lb Increased Gross Weight configuration as standard. New Huskies list at approximately $350,000+, and current asking prices for used A-1C-180s run $200,000-$525,000 (see Valuation Factors — market asking, not a considered value).

The Husky is MOSAIC eligible (Vs0 46 KIAS at landing flaps/power-off; no flaps-up Vs1 is published by either source used this session — see Performance Notes), which may expand its market as MOSAIC regulations take effect.

The steady gross weight increases from 1,800 lbs (A-1) to 2,250 lbs (current A-1C) dramatically improved the Husky's utility. Every current-production A-1C, 180 or 200 hp, carries a DERIVED 975 lb useful load (2,250 lb gross − 1,275 lb empty) — still more than a loaded Super Cub — even though Aviat's own website prints a stale, unreconciled 925/930 lb figure held over from the 2,200 lb generation. The A-1C-200's fuel injection provides better high-altitude performance; Aviat's own spec pages show it about 4 KTAS faster at 75% power and roughly the same rate of climb (1,500 fpm) as the 180 hp airplane, not the 200 FPM climb advantage the pre-existing page claimed — no source found this session supports a faster climb for the 200 hp variant.

Cruise/burn/range triple. Aviat's factory spec page gives cruise speed at 75% power (140 mph = 122 KTAS) but publishes fuel burn and range only at 55% power (130 mph = 113 KTAS, 7.7 gph, 800 miles = 695 nm) — rule 3 forbids pairing the 75% speed with the 55% burn/range as though they described one flight, so fuel_burn_gph and range_nm are left blank at the top level and the complete 55% row is stored instead as the economy fields (econ_cruise_speed_ktas: 113, econ_fuel_burn_gph: 7.7, econ_range_nm: 695). No altitude is published for either row.

Rate of climb is stated below gross. Aviat's own page reads "a rate of climb of 1500 fpm (at 2000 pounds)" — 250 lb under this page's 2,250 lb gross weight, not at gross as the usual convention prefers. Stored anyway, since it is the only source found, with the condition recorded here rather than silently presented as a gross-weight figure. Expect a somewhat lower real climb rate at max gross.

The Husky's STOL performance is outstanding — Aviat's own figures show a 200 ft takeoff ground roll and 350 ft landing ground roll, though with no stated weight, altitude or wind condition, so these should be read as best-case marketing figures rather than a certificated distance. No over-50-ft obstacle distance is published by either source. Only two stall speeds are published, both flaps-down: 53 mph (46 KIAS) power-off — stored as vs0_kias — and 43 mph power-on, which reflects propwash over the tail rather than a certificated flaps-up Vs1. No flaps-up stall speed is published anywhere found this session.

The service ceiling of 20,000 feet is remarkable for a 180HP taildragger and allows the Husky to cross mountain ranges that would stop a Super Cub. The high power-to-weight ratio and low wing loading combine to make the Husky one of the most capable mountain-flying aircraft in production.

The type certificate includes provisions for Alaskan Bushwheel tires (8.50", 26", 29", 31") without STCs — changing tire configurations requires no additional paperwork, a significant practical advantage for bush operators.

A-1C-180 (O-360-A1P, 180HP, 50 gal usable fuel, 2,250 lb gross):

The Husky's DERIVED 975 lb useful load (2,250 lb gross − 1,275 lb empty) is outstanding for a two-seater — the Super Cub offers approximately 500-600 lbs. With full fuel, the Husky carries pilot plus 475 lbs of cargo with roughly 695 nm range at the published 55% economy setting (no full triple is published at 75% — see Performance Notes), making it a genuine utility aircraft for bush supply operations. The combination of useful load and range is nearly unmatched in the two-seat backcountry class. A-1C-200 payload figures were not independently re-sourced this session (its own printed useful load, 930 lb, carries the same unreconciled-arithmetic caveat as the 180 hp airplane's — see frontmatter).

• Flight Training (5): Used for tailwheel transition and backcountry training. Excellent for teaching short-field and mountain flying techniques. Not appropriate for primary training due to tandem seating, tailwheel, and cost.
• Backcountry (10): THE modern purpose-built backcountry airplane. Outstanding STOL, high useful load, durable construction, tandem visibility, tundra tire compatibility, float/ski availability. The Husky is the benchmark for new backcountry aircraft.
• Business Travel (1): Two tandem seats. Not a business aircraft.
• Aerobatics (1): Not aerobatic certified (utility category).
• Cross-Country (4): Excellent range (700 nm) but 120 KTAS is slow for cross-country. Tandem seating limits passenger comfort on long trips. Noise level is high.
• Cargo Hauling (5): 925 lbs useful load is excellent for a two-seater. Wide rear cargo area behind the passenger seat. Popular with bush operators for supply delivery. Limited by two seats for passenger hauling.
• Local Fun Flying (8): Fantastic fun airplane. The view from the front seat is unmatched, the STOL capability opens up countless landing strips, and the handling is delightful. The Husky community is enthusiastic and active.
• Surveying (7): High wing provides excellent downward visibility. Outstanding slow-flight characteristics for low-altitude survey. Long endurance (5+ hours). Used for pipeline patrol, wildlife survey, and aerial observation.

• Early A-1 (1987-1990s): Basic VFR panel with standard round gauges. Many early Huskies are VFR-only bush planes.
• Modern A-1C factory: Aviat offers Garmin G3X Touch, GTN 650Xi, and GFC 500 autopilot as factory options. New Huskies can have remarkably capable panels.
• Common upgrades ($10,000-$25,000): Garmin G5/GI-275, GPS navigator, ADS-B transponder. The large panel accommodates modern avionics well.
• IFR: Capable with appropriate avionics. Factory IFR-equipped A-1C models with autopilot are excellent instrument platforms for backcountry-based pilots who need to fly in weather.

• 200HP conversion: STC to convert A-1B from O-360 (180HP) to IO-360 (200HP). Meaningful performance improvement especially at altitude.
• Tundra tires: Alaskan Bushwheel tires (26", 29", 31") are included on the type certificate data sheet — no STC required. This is a major advantage.
• Float installations: Wipaire Wipline 2100 amphibious floats and Edo straight floats. Float-equipped Huskies are popular in Alaska, Canada, and the upper Midwest.
• Ski installations: Federal and Airglas wheel-skis for winter operations.
• Extended baggage: Rear cargo area modifications for increased volume.
• Vortex generators: Available for further STOL improvement, though the Husky's stock STOL performance is already excellent.
• Wing extensions: Available for increased lift and lower stall speeds.

• Annual inspection: $1,200-$2,500. Fabric inspection plus standard airframe and engine checks.
• Engine overhaul: $45,000 for O-360 (180HP) or $25,000 for IO-360 (200HP) at 2,000-hour TBO.
• Fabric: Dacron covering lasts 20-30 years with proper care. Re-cover costs $15,000-$45,000.
• Parts availability: Good. Aviat Aircraft in Afton, Wyoming maintains parts support. The O-360 engine has universal parts availability.
• Mechanic familiarity: Specialist. Fabric-covered steel tube construction requires mechanics experienced with these materials. Aviat's service network is smaller than Cessna/Piper but dedicated.
• Annual all-in cost: $15,000-$45,000 at 100 hours/year.
• Operating cost: $90-$130/hour all-in.

• A-1 (1987-1997, 1,800 lbs gross): $100,000-$160,000. Lower gross weight limits utility.
• A-1A (1997-2007, 1,890 lbs gross): $130,000-$200,000.
• A-1B (1998-2007, 2,000 lbs gross): $150,000-$250,000. 200HP conversion adds value.
• A-1C-180 (2007+, current 2,250 lbs gross): $200,000-$525,000, median ~$300,000 — MARKET ASKING, from seven A-1C-180-labelled trade_a_plane/barnstormers listings retrieved 2026-07-14 (see market-husky-a1c180-2026-09-11.md). The top of that band is a brand-new 2025 airplane at effectively a factory list price, not a used comp; asking is not selling.
• A-1C-200 (2009+, 2,250 lbs gross): Not independently re-sourced this session — the pre-existing $220,000-$375,000 band is carried over, unverified.
• Float-equipped: Add $30,000-$50,000 for amphibious float installation.

Per Aircraft Valuation Methodology: Gross weight class is the primary value driver — the jump from 1,800 lbs (A-1) to 2,250 lbs (current A-1C) is transformational for utility. Engine type (carbureted vs fuel-injected) and float/ski equipment significantly affect value. Fabric condition and engine time are standard factors. The Husky holds value exceptionally well due to continuous demand from backcountry enthusiasts.

Key ADs:

• Horizontal stabilizer support assembly: Repetitive inspection AD for fatigue cracking of the forward support assembly and rear support tube. This is the most significant recurring AD. Prompted by field reports of complete failure of both components.
• Fuel vent check valve (A-1C models): AD for Rapco fuel vent check valves sticking closed, causing fuel starvation. Requires pre-flight check and replacement of inoperative valves.
• Stabilizer strut retrofit: Kit A-1-538 required for earlier models to enable increased gross weight certification.

Common Problems:

• Muffler cracking: Low-hour mufflers have cracked where the muffler can joins the overboard tube. FAA recommends annual or 100-hour inspection. Replacement mufflers are available.
• Fabric condition: Standard fabric aircraft concern — Dacron covering degrades with UV exposure. Well-maintained Husky fabric lasts 20-30 years.
• Nosewheel (tricycle option): While most Huskies are tailwheel, the Pup and some special configurations use tricycle gear with associated nosewheel maintenance.
• Brake wear: Tailwheel differential braking for ground handling accelerates brake wear — standard for tailwheel aircraft.
• Overall reliability: The Husky has a good reliability record. The Lycoming O-360 is one of the most proven engines in GA.

Per GA Insurance Underwriting:

• Hull insurance: $2,500-$4,500/year. Tailwheel premium applies. Float operations add additional premium.
• Liability: $500-$1,000/year.
• Pilot minimums: Tailwheel endorsement required. 200+ hours total with 50+ hours tailwheel strongly recommended. Many insurers require specific Husky checkout.
• Backcountry flying: Insurers are aware that Huskies operate in demanding environments. Premium reflects backcountry exposure.
• The Husky's accident record is relatively good for a tailwheel backcountry aircraft, which helps insurance rates compared to other bush planes.