Platinum Collection Aviat Husky for FSX is a Shareware software in the category Miscellaneous developed by Abacus Software. The latest version of Platinum Collection Aviat Husky for FSX is currently unknown. It was initially added to our database on.
Aviat Husky A-1B Pilot ReportText and Photos by Budd Davisson, January 2000A Better Breed of Sled DogAs I came around the corner of the hangar I had to laugh: thefolks up at Aviat had arranged a surprise for me. The brandy-new'B' model Husky Mark Heiner, Aviat's demo/test pilot,had delivered down to me had a major podiatric deformity: thisHusky had footwear far out of proportion with its size in theform of 31' tundra tires. What a hoot!I love flying funky little bush birds and especially the Husky,but seeing this one wearing its Alaskan Nike's made me smile.This was going to be fun.The Husky, in the form I was going to fly it, was the factory'snewest with all the latest stuff introduced on the A-1B in 1999.Some of the stuff, like the increased panel height to make iteasier to put a full IFR set up in it, including moving map andall the other bells and whistles, is probably open to some debateas to its value to the serious utility pilot.
It increases thepanel height something like 3' which doesn't really get inthe way, but in most utility flying there is no such thing astoo much visibility. However, to anyone wanting to set their airplaneup to go anywhere at any time in any weather, the panel is boundto be popular as it eliminates the necessity of building a radiostack between the pilot's legs. Mark said the high panel wouldprobably be an option, not standard, but at that time he wasn'tsure.Everything else they intro'd on the 'B' model isbound to be welcomed by those who think an airplane should beuseful as well as fun. The most important improvementis an increase in gross weight of 200 pounds nearly all of which(approximately 190 pounds) is useful load bringing the Husky'suseful up to a whopping 800 pounds. What this means is that youcan load two bigger-than-FAA-standard heavy weights, carry fullfuel (50 gallons/5+ hours) and still lug around 150 pounds ofcargo/baggage. Of course, if carrying something heavy is the nameof the game, then you just limit the fuel to three hours worth(that's a fair cross country isn't it?) which means your cargoallowance, in addition to your passenger, is over 270 pounds.That's at least half of a dead moose by my calculation.One of the past criticisms of the Husky has always been itsbaggage space which was limited to the laundry hamper sized areabehind the back seat.
![Fsx Aviat Husky Fsx Aviat Husky](http://thefreeflightsite.com/Aviat_husky.jpg)
On the 'B', however, they've introducedthe equivalent of a large, rectangular 'ski tube' behindthe cabin area. It's accessed through a panel on the left sideof the fuselage which opens into a long, aluminum-lined compartmentthat includes the entire top half of the aft fuselage. Of course,because of CG considerations, this area is load-limited and theheavy stuff has to go up front in the main cabin area. Incidentally,the reason the aft baggage compartment doesn't open directly intothe back of the cockpit is because the flap mechanism runs downthe area between the two.The Husky joined the Pitts Special being produced by ChristenIndustries, cum Aviat then Aviat Aircraft Services, in 1988. Atthe time, owner Frank Christensen and chief engineer/designer/productiongenius Herb Anderson decided it was time the Super Cub be putback into production. Piper, however, wouldn't sell them the dormantdesign, so they sat down and designed a Super Cub for the '90's.Using the venerable old PA-18 as a starting point, they produceda similar looking, but entirely different, airplane.
Among themajor improvements (although Super Cub aficionados will scoffat that term) on the Husky are slotted, Fowler flaps, half againas much gas, 180 hp versus 150 hp and a constant speed prop allcoupled to a roomier fuselage and bigger wings. In almost all areas the Husky has met its design goals, buttrying to follow in the foot steps of one of aviation's true legendsisn't easy. So, the breed has to be periodically improved andthat's what the A-1B represents; a major step forward to improvethe airplane's usability which will probably lead to still furtherimprovements. There's even talk of a big-engine, four-seat version(did I say that out loud?).In walking around the new Husky, besides the thigh-high tiresand the baggage compartment door on the left, aft fuselage side,the airplane appeared unchanged from earlier versions. Which isto say, the detail work is still superb, especially consideringthat the airplane is designed to do pick-up truck duty in out-of-the-wayplaces. Clambering up on the big right tire, I backed up and saton the door sill and pivoted my feet inside and over the frontstick. This is part of the graceless entry dance learned by allwho fly such airplanes, Cubs included.Once inside, I was once again reminded how nicely Aviat finishesthe bird, but to a guy raised in grassroots bug smashers, thepanel was almost overwhelming. This couldn't be a utility bird!A machine meant to be a tool.
It was too nice and well equipped.Actually, the panel (which mounted so much stuff, I couldn't identifyit all) is indicative of a trend among Husky owners. For everyHusky which bounces around nasty little runways in the bush orgrumbles into the air with a glider or banner in tow, there areanother two or three which are fulfilling an owner's yearningfor a classic taildragger that smells new because it is new. Regardlessof how well an airplane is restored, there is simply no substitutefor new. And many people want that.As I coaxed the 180 hp Lycoming into life, I had expected sittingso high off the ground to feel strange, but it didn't. For somereason it seemed more or less natural and, with the large tailwheel,there was no change in deck angle.I elected to make the first takeoff a full-flap, short fieldnumber, which is something the Husky does really well and requireslittle or no technique. Stick full back, stand on the brakes,full power and let go of the brakes.
The airplane rolled forwarda couple hundred feet, then, while still holding the stick allthe way back, a really silly thing happened: with the tailwheelstill firmly on the ground, the mains lifted off the ground. Thetailwheel didn't leave the ground until the mains were about afoot and a half clear.Later, we landed in an abandoned piece of flat, high desertnothingness so I could photograph Mark making the same kind oftakeoff. It was really impressive because there would be thisgigantic cloud of dust and flying cow pies and the Husky wouldsuddenly appear as it clawed its way up out of it.On that first takeoff, I immediatelynoticed something I hadn't expected: the ailerons felt lighterand quicker than other Huskies I had flown.