Today’s Top Pick is a 2010 Aviat A-1C-180 Husky.

There is a reason the Aviat Husky reminds many people of a Piper PA-18 Super Cub. It is because the airplane’s designer, Frank Christensen, had the Cub in mind. He had tried to buy the Super Cub design from Piper with a plan to build an improved version. Piper declined the offer, however, leaving Christensen, who produced the Christen Eagle aerobatic biplane, to design his own STOL utility machine. He started with a list of improvements that, many pilots feel, make the Husky a more pleasant airplane to fly than the Super Cub.

Several versions of the Husky have rolled out of the factory since the first one flew in 1985. The 180 hp model for sale here hits a sweet spot for many pilots, combining strong short-field and load-carrying performance with decent cruising speed, comfort, and fuel efficiency. Wipline 2100 amphibian floats are included, as are standard wheels and oversize bush wheels and tires.  

This 2010 Husky has 1,129 hours on the airframe and 1,132 hours on the 180 hp Lycoming O-360-A1P engine and MT 3-blade propeller. The VFR panel includes a Garmin 696 GPS. The aircraft is equipped with vortex generators.

Pilots looking for a strong STOL performer with cruise speeds suitable for longer cross-country trips and the option for operating on water should consider this 2010 Aviat A-1C-180 Husky, which is available for $250,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Husky Experience Offers Backcountry Fun
• FLYING Magazine: Husky Gets Hartzell Trailblazer
• FLYING Magazine: Video: Reverse Taxi in a Husky
• Plane & Pilot: Aviat‘s Husky Adds New Tricks
• Plane & Pilot: Plane & Pilot Photo/Video of the Week: Autoland in a Husky?
• The Aviation Consumer: Aviat Husky
• AVweb: Buying Utility STOL: Ignore the Ad Hype

The post This 2010 Aviat A1-C-180 Husky Is a Short-Field Wiz and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2000 Aviat A-1B Husky.

Aviat’s A-1 Husky hit the market in 1988 after Frank Christensen of Christen Eagle fame tried unsuccessfully to buy the rights to the Piper Super Cub and other legacy taildragger designs. He decided that designing, building, and certifying a new aircraft would make more operational and financial sense. The aircraft progressed from concept to FAA certification in 18 months.

With a 180 hp Lycoming O-360, the Husky outmuscled the classic Cub. The new aircraft also improved over time, with increasing useful loads and better overall performance as the design evolved through A-1A, A-1B, and A-1C versions. The Husky has developed an enthusiastic following over its decades in production and remains popular on the used market. 

This 2000 A-1B Husky has 295 hours total time on the airframe and its Lycoming O-360-A1P engine and Hartzell propeller. The panel includes a Garmin GMA 340 audio panel, GNS 430W GPS/Nav/Com, GTX 345 transponder, GA 56 GPS antenna, ACK A30 encoder, and VM1000 digital engine monitor and fuel flow indicator.

Pilots who want to pursue backcountry adventure in a traditional taildragger with strong short-field capability and modern features and avionics should consider this 2000 Aviat A-1B Husky, which is available for $209,900 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Husky Experience Offers Backcountry Fun
• FLYING Magazine: Husky Gets Hartzell Trailblazer
• Plane & Pilot: Rocky Mountain High: The Aviat Husky
• Plane & Pilot: Aviat‘s Husky Adds New Tricks

The post This 2000 Aviat A-1B Husky Is a Short-Field-Shredding ‘AircraftForSale’ appeared first on FLYING Magazine.

Today’s Top Pick is a 2022 Aviat A-1C-180 Husky with floats

With summer winding down and fall just around the corner, there isn’t a better time to go amphibious, especially if you live in an area of the country with four seasons. The weather is cooler, the camping is more comfortable, and the leaves offer an array of scenery that makes fall the most spectacular time of the year. 

If you are looking for a late-model amphib airplane with low total time, this 2022 two-seat Aviat Husky with just 182 hours is an intriguing choice. The Husky has a mean black and red paint job that will turn heads, but that is just the beginning. The teak and holly floorboards are a signature of the Husky, reminding you of  the wooden boats of yesteryear.

This Husky was recently outfitted with floats from Wipaire and comes equipped with Wipaire’s exclusive, safety-enhancing laser gear advisory system.  A major danger for an amphib floatplane pilot has been ensuring that the gear is in the correct position, depending on whether the airplane is landing on water or land.

However, the Wipaire laser gear advisory system, which uses laser sensors to determine the surface the aircraft is landing on, ensures that the gear is in the appropriate position to avoid potential hazards. 

This Husky also comes equipped with Garmin avionics, with free ADS-B weather. The tandem-seat is equipped with a Lycoming O-360-A1P engine. 

In addition to the airplane’s low total time, it has been well-maintained and is available for $500,000 on Aircraft For Sale. 

Interested in learning more about the Husky?

From the FLYING Media archives about the Aviat Husky: 

(Note: equipment featured in articles may differ from the above listing.)

• FLYING Magazine: Aviat Husky: This backcountry machine is a modern-day taildragger

• FLYING Magazine: Wipaire delivers its 500th set of the 2100A floats 

• FLYING Magazine video on YouTube: Aviat Husky 

• Aviation Consumer: Aviat Husky (March 24, 2021) 

• Aviation Consumer: Aviat Husky (April 19, 2023)

• Plane & Pilot: Rocky Mountain High – the Aviat Husky

The post Today’s Top AircraftForSale.com Pick: 2022 Aviat A-1C 180 Husky appeared first on FLYING Magazine.

It’s where the spirit of exploration reigns, a world apart from congested flight paths and bustling airports.

Whether you’re an intrepid adventurer yearning for the solitude of wild frontiers or a seasoned bush pilot looking for a fresh bird to tame, here are five backcountry aircraft with current listings on Aircraft For Sale, each with their unique character and capabilities, ready to amplify your flying adventures.

2023 Zenith CH 750 SD

Taking the pole position, we’re stepping into the future with the 2023 Zenith CH 750 SD. This light, yet robust aircraft, is perfect for those who love a nose wheel in the backcountry. With a high-lift wing design and user-friendly controls, it’s designed for low and slow flights, letting you soak up every moment.

2019 CubCrafters Carbon Cub FX

Next up, meet the muscle of the lineup: the 2019 CubCrafters Carbon Cub FX. Outfitted with a powerful CC363i engine and an ultra-light carbon fiber frame, this speed demon offers top-notch STOL capabilities, making it a match in heaven for any backcountry flying enthusiast.

Pilots also read: We Fly: CubCrafters Carbon Cub EX-3 & FX-3 Made for Backcountry

2007 Aviat A-1B Husky

Coming third is the trusty 2007 Aviat A-1B Husky. With a robust Lycoming O-360-A1P engine and a tailwheel configuration, this Husky still has much to offer. Reliable, strong, and ready to rough it, it’s the perfect companion for the wild at heart.

1962 Piper PA-18-160 Super Cub

Taking the fourth spot is a blast from the past: the 1962 Piper PA-18-160 Super Cub. As a stalwart of backcountry aviation, this Super Cub is a testament to timeless design. Equipped with a Lycoming O-320 engine and the iconic high-wing, it’s ready to take you wherever the wild calls.

2018 Aviat A-1C-200 Husky

Closing our list is the 2018 Aviat A-1C-200 Husky. This rugged beauty, fitted with a 200 hp Lycoming engine, is built for those seeking an aircraft that’s as adventurous as they are. Boasting a modern cockpit, the A-1C-200 Husky ensures that your forays into the backcountry are comfortable as well as exciting.

Each of these aircraft, with their unique characteristics and capabilities, stands ready to take your backcountry adventures to new heights. From vintage classics to modern marvels, there’s a plane for every pilot’s passion and price point.

Whether you’re ready to embark on your maiden flight into aircraft ownership or want to diversify your fleet with a new airborne chariot, remember that each journey begins with a single flight. Discover all these airplanes and more on Aircraft For Sale, your portal to the next chapter of your flying adventure.

When you’re ready to take the next step towards airplane ownership for your backcountry dreams, we have you covered. Getting pre-qualified is easy with FLYING Financial Group; simply fill out an application in minutes, speak with one of our aviation experts, and get closer to your dreams today!

The post Top 5 Backcountry Airplanes You Can Own Today appeared first on FLYING Magazine.

Before one gets too far ahead of oneself, however, one must take a step back to evaluate the available options from a higher level. In my case, I had reached a point where I had become deeply entrenched in the intricacies of various types. How much heavier a metalized Cessna 120/140 wing is compared to the original fabric-covered wing, for example (around 50 to 75 pounds), and how much it might cost to replace all the fabric on a Stinson 108 (as much as $45,000 to $50,000 when it’s all said and done).

As I was navigating all the various pitfalls and little-known lore of several types, it occurred to me that perhaps I should first back up and determine whether I preferred tandem seating, in which one occupant sits in front of the other, or side-by-side seating. Similarly, it occurred to me that I hadn’t put much thought into whether I preferred yokes or sticks. I had become buried in specification lists and budget sheets, shopping with my brain and ignoring some of the less tangible preferences that aren’t as easily quantifiable in rows and columns.

• READ MORE: Finding Your Ideal Aircraft: Bringing the New Baby Home

Looking at my list of contenders, they ran the gamut. Some had two seats, one had three, and others had four. Some had sticks, others had yokes. And sure enough, tandem and side-by-side seating were both represented in my list of potential candidates—like the SOCATA Rallye that features side-by-side seating and sticks.

So, pausing my investigation into the minutia of various types, I took a broader look at these more fundamental decisions to be made. I began by considering my experiences flying aircraft with tandem seating configurations. Looking at the list of all the types I’ve ever flown—a list well worth maintaining, perhaps inside the back cover of your logbook—I picked out those with tandem seating and reflected upon my experiences.

From the simple Piper J-3 Cub to the Aeronca Champ to the supremely capable Aviat Husky, I recalled the combination of strengths and weaknesses inherent in that configuration. Each was a relative pain to get into and out of. A lack of flexibility and multiple winter layers could make this a real chore. 

Each provided outstanding visibility, so long as you were seated in the front. I definitely did not enjoy flying from the back seat of the J-3, for example. With another person seated up front, I might as well have been flying the Spirit of St. Louis, with zero forward visibility and an extremely claustrophobic cabin. If I was to pursue a type with this seating, I’d insist upon one that allows solo flight from the front seat.

Among the less-quantifiable benefits to tandem seating was the placement of seats along the fuselage centerline. As a friend of mine once observed, the throttle is in your left hand, the stick in your right, and some point between your eyes is the roll center. You may only have 65 horsepower on tap, but when banking into your turn to final, you might as well be flying your own Mustang or Spitfire.

But thinking back, I never really found the stick to feel as natural as a yoke. This might be the result of the law of primacy, as I’d done all of my primary training in Cessna 152s, but it might also have been a preference for using my left hand to control the aircraft and my right hand to control the throttle. One way to get to the bottom of this was to seek out a type where you manipulate the stick with your left hand and the throttle with your right.

I was fortunate to locate a Piper PA-16 Clipper for rent about an hour away in rural Wisconsin. The Clipper is rare in that it pairs control sticks with side-by-side seating and a single throttle control mounted in the center. The person in the left seat manipulates the stick with their left hand and the throttle with their right.

The Clipper had many admirable qualities. The relatively large ailerons provided a snappy roll rate, and it was fun to fly. But once again, the stick just didn’t feel as natural to me as yokes. This might have been a function of my relatively broad shoulders; my arms and hands naturally fell farther outboard of centerline, farther away from a centrally-mounted stick. 

I left the little FBO nearly $200 poorer, but with some useful insight into the yoke versus stick debate. And by determining that my preference was for yokes, this also meant that, by default, my preference was also for side-by-side seating. While sticks can be found in both tandem and side-by-side cockpits, there are, to my knowledge, no light general aviation types that combine tandem seating with two yokes. The Champion 402 Lancer comes close, with a yoke up front and a stick in back, but as a twin with fixed-pitch props and an inability to maintain altitude on one engine, this type was best forgotten.

The post The Daunting Endeavor of Buying Your First Aircraft appeared first on FLYING Magazine.

While we naturally tend to anticipate the approaching summer, I’ve been reflecting on the past winter. As the saying goes, there’s no such thing as weather that’s too cold, only gear that’s unsuitable. To a certain extent, the same holds true for airplanes, and as some friends of mine demonstrate every winter, the right equipment can turn an otherwise harsh environment into a legitimate playground. 

Looking back, one of my favorite winter experiences involved a day spent landing on a frozen lake in rural Wisconsin with my friends Jim and Ross. Those guys are the pilots I aspire to be, experienced and capable tailwheel pilots, proficient at assessing off-airport landing sites and flying into and out of them safely. While I have many years to go before I even begin to approach their level, I’m fortunate when they invite me along for the ride.

On this particular day, we decided to meet up and go flying after an overnight snowfall. The storm had moved on, and high pressure had replaced the dreary gray landscape with a crisp backdrop of blue and white. Although the temperature had dropped into the low 20s, the wind was mercifully calm and it was a perfect day to fly.

When I showed up at Jim’s hangar, he tossed me a couple of disposable heat packs for my boots. His Cessna 170 did have a functioning heater, but it couldn’t quite keep up with the frigid temperatures. After getting the heat packs properly positioned above my toes, we pulled the 170 out of his hangar and hopped in.

Jim’s 170 is perfectly set up for backcountry adventuring. The original 145 horsepower Continental has been replaced with a 180 horsepower Lycoming, and the carbon fiber, constant-speed propeller pulls the airplane out of the shortest strips with ease. When it’s time to land, a full set of low-pressure tundra tires provides enough floatation to utilize landing areas that would cripple my 170 shod in its original small tires.

• READ IT FROM THE BEGINNING: Previous editions of “The New Owner”

Floatation can only go so far, though, and as we taxiied onto the snow for takeoff, we could hear the tires breaking through the frozen top layer and into the soft powder below. That frozen crust was creating a lot of drag and brought us to an immediate stop when Jim reduced the power to idle. I figured the 170 would struggle to free itself from the stuff.

I figured wrong. 

After smoothly applying full throttle, Jim released the brakes and my head instantly snapped back from the thrust. The airplane accelerated in the crusty snow far more quickly than my stock 170 does on smooth pavement, and with an expertly timed pull of the flap lever, Jim popped us up and into the air in what seemed like an absurdly short distance. We seemed to hang in midair briefly as the airplane clawed for altitude and then neatly settled into a cruise climb.

“Man, it took forever to get off!” exclaimed Jim. 

“Yeah, that must have been at least 250 feet,” I replied sarcastically. I imagined myself in my stock 170, flailing in the snow like a fat man in roller skates.

After takeoff, we joined up with our friend Ross in his bright yellow Aviat Husky. Ross and Jim fly together regularly. They’ve made friends with numerous landowners in neighboring counties and have open permission to utilize dozens of makeshift strips on their days off.

A short formation flight later, we saw our destination for the day, Lake Wisconsin. The 7,200-acre lake is a favorite of fishing enthusiasts year-round—a record 57-pound carp was caught there in 1966. From a distance, we could see a smattering of shanties on the ice with snowmobiles and pickup trucks parked nearby. 

The presence of 6,000-pound trucks provided confidence that the ice was indeed thick enough to support the weight of our 2,000-ish-pound airplanes. As we performed a few low passes to inspect the surface of the ice, a pair of snowmobiles took it as a challenge and raced alongside from a distance. They ultimately lost the race, such as it was, but left with a great story to tell their friends over dinner that night.

The lake presented a fascinating blend of challenges. Gone were the usual runway concerns; with over eight miles of length and two miles of width, we had plenty of space and no obstacles with which to contend. Similarly, the surface was just as flat as can be, with no hills or off-camber surfaces to throw us off. 

The lake did present other concerns, however. Chief among them was the surface itself. Rather than a smooth, Zamboni-grade surface upon which to land, the surface was littered with ice chunks and ridges the size of tennis shoes. As I considered the hazard the surface would present to aircraft with small tires, I was thankful for the massive 29-inch tundra tires that adorned our aircraft.

Sure enough, as Jim smoothly touched down in the center of the lake, the tires soaked up the imperfections beautifully. I had been bracing for a harsh beating, but was provided with a plush, pillowy-smooth ride. The combination of thin rubber and absurdly low pressure completely tamed the behavior of the airplane as we landed on the oddly-textured surface.

In addition to opening up off-airport destinations like this, it occurred to me that the tires could also be considered a safety feature; their capability could legitimately save the airframe during forced landings on challenging terrain. I made a mental note to demand lower insurance premiums from my broker when I eventually installed a set on my own airplane.

Hopping out of the airplane and onto the surface of the lake, I felt like an Apollo astronaut stepping onto the surface of the moon. It indeed felt otherworldly to walk in such a foreign place, on a surface untouched by any other humans. Adding to the eeriness was the hollow sound of the ice beneath us popping and echoing as unseen, submerged sections fractured and shifted.

We hung out for a bit and enjoyed the unique scenery. Jim grabbed the ice auger from the baggage compartment and soon confirmed the ice was indeed quite thick. We knew it was safe to land upon, and this exercise was purely educational, enabling us to correlate recent temperatures with current ice thickness.

Before long, we hopped back into the airplanes and headed back home. In the landing flare, Jim utilized his Horton STOL cuff-equipped wing to its full extent, expertly squeezing every last ounce of lift out of it and settling down onto the ice-crusted snow at the slowest possible speed. Once again, the big tundra tires kept us safe and once again, I admired the selection of performance mods adorning his 170. 

As I thought back to my own humble 170, equipped with neither a STOL kit nor tundra tires nor a carbon-fiber propeller spun by 180 horsepower, I reminded myself to enjoy that blank canvas that it was. While it lacked modifications, it oozed with potential. 

Like so many other vehicles and pieces of equipment, an airplane can be modified to suit the desired adventure. Interiors can be redone to provide customized comfort. Avionics can vastly improve situational awareness and IFR capability. Speed mods can expand your weekend cross-country radius. And as Jim and Ross demonstrated, off-airport mods can enable you to explore beyond charted airports.

It takes time, money, and effort to get your airplane set up as you’d like…just as it takes time, money, and effort to get your skill level to where you’d like. But doing so is almost always worth it, and rarely do you hear anyone lament the training they’ve done or the mods they’ve installed. The key is to stay safe and have fun along the way.

The post A Thrilling Winter Adventure Provides Inspiration for Aircraft Upgrades appeared first on FLYING Magazine.

A Husky on floats forms nearly the perfect summer fly-away machine—if the pilot’s destination involves lakes or rivers in remote areas. Wipaire, which celebrated its 60th anniversary in 2020, announced on April 5 that it has delivered 500 of its popular 2100A float kits, with the latest going to a customer to be put on an Aviat A-1C-180 Husky.

“The Wipline 2100A is the best-selling float in its class. This milestone delivery reflects the durability and reliability of the design and construction. Since the first set was certified in 1997, this model of amphibious float has remained number one choice for owners of smaller aircraft,” said Chuck Wiplinger, president and CEO of Wipaire, Inc, “We want to thank our employees for reaching this historic delivery and all the customers who trust us with their aircraft.”

Attendees at the Sun ‘n Fun Aerospace Expo can see the Husky with the floats on display on Friday, April 16, at the Wipaire booth (MD-032D). The floats are available in both amphibious or straight (seaplane) configurations, and the floats feature two large-sized hatches, measuring 20 3/8 inches by 10 1/2 inches and able to carry up to 50 lbs each. The floats are crafted with aluminum skins and laser-cut with pre-punched rivet holes for easy repairs.

The post A Milestone Passes for Wipaire’s Popular 2100A Floats appeared first on FLYING Magazine.