When the Aviat A-1 Husky first took wing in 1986, it was a pretty barebones take on the Piper PA-18 Super Cub design. More than three decades later, it’s a lot more than that, as the designers at Aviat have refined the Husky’s design, proving that old dogs can indeed learn new tricks. At Sun ’n Fun 2018, Aviat unveiled a number of substantial improvements to the Husky design.

Replacing a bungee elevator trim system, Aviat added an elevator trim tab to relieve stick forces and increase stick feedback. For pilots looking to beat up the bush, Aviat added a rugged gear option. This modification extends the landing gear to propeller clearance while increasing the stance between the main wheels by 12 inches. It also moves the main gear two inches forward of the stock location, putting more weight on the tailwheel to offset aggressive braking often required for extreme short field landings.

The rear seat has been redesigned, for quick removal. With the rear seat removed and the stick cover in place, upwards of 35 cubic feet are available for cargo. The front seat now can slide forward to allow easier entrance and exit for passengers, as well as properly accommodating pilots of varying heights. The interior also received a bit of attention with new upholstery options and heated seats. Holsters for ANR headset control boxes also should help to make the Husky’s cockpit a more orderly experience.

Aviat has also added an IFR capable Garmin panel including Garmin’s remarkable new G500 TXi touchscreen display and a GTN-750 Nav/Comm/GPS to give the Husky abilities to handle weather that’s as challenging as the off airport terrain it is known for. And when you want to go hands-off to reduce workload in the weather, the option of an S-Tec 3100 autopilot is at the ready.

Visit Aviat’s website for more information.

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Seats: 2

Main Construction: Steel tubular frame with fabric

Engine/Hp:Lycoming O-360-A1P/180 hp

Propeller: Hartzell, 3-blade, constant speed, 76″ diameter

Avionics: Non-integratedVFR

TopCruise Speed: 122 kts (75% power)

Stall, Landing Configuration: 46 kts

Maximum Range: 695 nm

MaximumTakeoff Weight: 2,250 lbs.

Payload: 663 lbs. (full fuel)

Useful Load: 925 lbs.

Takeoff/Landing Distance (No Obstacle): 200/350 ft.

Check out the Husky and other fantastic single-engine airplanes in our latest Piston Singles Buyer’s Guide.

The post 2017 Aviat Husky appeared first on Plane & Pilot Magazine.

Aviat A1C Husky
SPECIFICATIONS
Base Price:	$235,466.00
Engine Make:	180 HP Lycoming 0-360-A1P
Propeller:	MT MTV-9-B-C-R-M/CR200-52
Floats:	Wipaire 2100A
Wingspan:	35 ft. 6 in.
Length:	22 ft. 7 in.
Wing Area (sq. ft.):	183
Gross Weight (lbs.) w/ floats:	2250
Empty Weight (lbs.):	1706
Useful Load (lbs.):	544
Cargo Capacity (cu. ft./lbs.):	10/50
Aft Stowage (cu. ft./lbs.):	9.3/30
Wing Loading (lbs./sq.ft.):	12
Fuel Capacity (gals.):	50 (50 gals. usable)
PERFORMANCE
Top Speed (mph):	145
Cruising Speed At 75% Power (mph):	110
Vso (Power Off, mph):	53
Vso (Power On, mph):	43
Takeoff time on floats:	6 sec.
Rate Of Climb (ft./min.)	1300
Landing Distance (Full Flaps—floats, ft.):	Less than 350′(Distance depends on reverse prop use)
Fuel Consumption At 75% Power (gals./hr.):	9.5
Sources:	Aviat/Flight Resources/MT Prop/Dave Zawistowski

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The patchwork of farms and wetlands disappearing in all directions below made it hard to believe the world’s largest gathering of airplanes was being celebrated just a few miles away. More astonishing was that the alternative fuel powering the airplane’s 200 hp Lycoming was more efficient, safer and cleaner than avgas, and also costs under a buck a gallon. “Why isn’t everyone using this?” one had to wonder. Oh, yes: because the proof-of-concept fuel system on this certificated aircraft makes it the only one in the world that can use the plentiful and readily available alternative fuel—as of now.

A Here-And-Now Alternative Fuel
The quest for a 100LL avgas alternative has become general aviation’s Holy Grail, sending academic research teams, large companies and basement tinkerers searching for a philosopher’s stone that can transmute batteries, biomass, sunlight or a host of pie-in-the-sky technologies into the gold of efficient, affordable, nonpolluting flight. So, it was a surprise to see a here-and-now solution to the avgas crisis, whipped up in six months’ time, fly into AirVenture this year virtually under the radar, like Fred MacMurray’s flubber-powered Model T landing on the White House lawn in Disney’s classic The Absent-Minded Professor.

Not to cast aspersions on the venerable Aviat Husky, the platform for this avfuel innovation, by comparing it to a Model T. But like that one-off automobile from the movies, this Husky’s novel power source could usher in a new era in how we get around the skies. Developed by Afton, Wyo.,-based Aviat Aircraft, the Husky’s manufacturer, and Minneapolis-based Aviation Foundation of America (AFA), the experimental Husky unveiled at Oshkosh is the first dual-fuel piston-powered aircraft that can operate on either compressed natural gas (CNG) or aviation gasoline (avgas).

Aviat’s experimental Husky can operate on either compressed natural gas (138 octane) or standard 100LL avgas. It’s outfitted with a nine-gallon belly tank that can be filled through a valve, or it can be disconnected and brought to a CNG-fueling facility.

The CNG power is the real potential game changer: CNG is homegrown, plentiful and cheap (about $0.86 per gas gallon equivalent, or GGE). It’s 90% less polluting, it’s less flammable and causes less engine wear than avgas, and it’s 138 octane, so CNG can provide more power than 100LL. Oh, and it weighs less, too: 5.66 pounds GGE versus 6.02 pounds pg for avgas. As for compatibility with existing technology, other than putting in high-compression cylinders to burn CNG more efficiently, the A1-C’s stock 200 hp Lycoming IO-360-A1 D6 is unchanged. It can operate entirely on CNG, but as that fuel isn’t readily available at airports, the dual-fuel system allows the pilot to select the fuel source, which can be changed at any time, on the ground or in flight.

The N15NG was on display in front of AirVenture’s new Innovations Pavilion, and AFA president and GA advocate Greg Herrick, who initiated the project, was watching the crowd around the Husky and “seeing people’s reactions” when I stopped by. Of course, CNG powers many municipal ground transportation fleets, and if you have a heater in your hangar, CNG likely powers that, as well, Herrick noted. He said about a year before, he began wondering if CNG could power airplanes. “I posed the question on blog engineering sites, and people said ‘yes’ and ‘no.'” Herrick concluded he’d need a committed OEM behind the project. “I immediately thought of Stu [Horn, Aviat Aircraft owner and president].”

At Aviat’s AirVenture exhibit area, not far from the Innovations Pavilion, Horn described his reaction to Herrick’s pitch. “First I thought, ‘Why would I want to do this?’ And the answer was, ‘Because I can,'” Horn said, as he provided an overview of the program and ticked off the logic and benefits of exploiting CNG. “This could be an interesting way of solving some of these [aviation fuel] issues in a real, viable way in real time. Not in the future, but using things we have today that we can integrate into general aviation,” he summed up.

Nodding along with Herrick and Horn, it was difficult not to feel as though one had imbibed the Kool-Aid, too. Could a CNG solution really be that simple? Horn invited Plane & Pilot to fly the aircraft and experience CNG airpower for ourselves.

The Dual Fuel System
On the ramp at Orion Flight Services in the dawn’s early light, N15NG looked like the relatively standard blue-and-white Husky A1-C on tundra tires; its one distinguishing feature the bulbous pod on its belly—the faring covering its CNG tank. Aviat test pilot Steve Anderson pointed out that the landing gear on this Husky has been extended four inches and positioned two inches forward of the standard undercarriage, providing more angle of attack on the ground, a design the company has been “toying with offering,” he said. On this airframe, it also ensures adequate ground clearance for the CNG tank.

The choice of tank underscores that this is a proof-of-concept application, not a state-of-the-art CNG demonstrator. When Aviat commenced work on the project early this year, “We didn’t know anything about CNG,” Horn had said at the Aviat display area. One of the lessons soon learned was that CNG storage tanks, now made of composite materials rather than steel, are undergoing rapid advances. The borrowed nine-gallon belly tank on N15NG weighs 70 pounds; a current-generation tank would weigh 40 pounds, little more than half.

The tank can be filled through a valve on the port side, but the faring can be removed, and the tank quickly disconnected and taken to a CNG-fueling facility, if needed. Clearly, a lack of such facilities is one of the infrastructure challenges facing wider use of the fuel; in fact, Horn was concerned about its local availability when he weighed taking on the development program.

“It turns out there’s a civil engineering company in Afton; they had converted their trucks to run on natural gas, and they have their own refueling station, so we bring the fuel tank to them,” Horn had said. (Anderson noted that he had found a gas station with a CNG pump on the service road across the highway from the Oshkosh airport.)

Early this year, Horn assembled a team of about eight Aviat employees complemented by half a dozen CNG experts to develop the dual-fuel system. “It took approximately six months until the first flight,” which utilized a different aircraft, Horn said. The fuel controller, only partially visible on N15NG with the cowl open, regulates the dual-fuel operation.

One major concern during development was the possibility of ice buildup caused by expansion cooling—interfering with the CNG flow at the tank valve; the system resolves the issue by using engine oil to heat the valve. With the current tank, the dual-fuel system weighs 135 pounds.

The CNG power is the real game changer: CNG is homegrown, plentiful and cheap (about $0.86 per gas gallon equivalent).

Fuel mapping for the engine—the curve that defines changes to the fuel-air mixture as power goes from idle to maximum—can be set at the factory, with the controller automatically compensating for density altitude, engine timing variations and other factors. But as a proof-of-concept installation still undergoing development, N15NG has a programmable interface for the fuel controller in the cockpit, a round gauge to the left of the multifunction display (MFD) in the center panel. A small fuel gauge tucked between the fuel controller interface and the MFD indicates CNG fuel level in quarter-tank increments via four vertical lights.

Flying On CNG
The fuel source is selected by simultaneously flipping a pair of toggle switches mounted on the starboard sidewall just below the instrument panel. When off, in the down position, avgas feeds the engine; when in the on position, the forward switch shuts the avgas fuel valve, and the rear toggle activates the electronic fuel injectors for the CNG system. When changing from avgas to CNG, the mixture control is simultaneously retarded to idle cutoff. (A separate CNG mixture control is located on the left side of the instrument panel.) When changing from CNG to avgas, the mixture control is advanced. Should electric power be lost when operating on CNG, the system automatically reverts to avgas power.

We started the motor on CNG power, which, by the way, is immune to hot-start problems, another of its, “But wait, there’s more!” benefits, and shortly, we’re taxiing to runway 27, the Lycoming blissfully ignorant of what it was being fed. Besides the visceral thrill that always comes with operating in or out of Oshkosh during AirVenture, the takeoff and climbout on CNG power were un-noteworthy, except for the realization that we were wasting lots of the CNG’s 138 octane power.

As noted, the only modification to the engine for this installation was the switch to high-compression 10:1 cylinders from the standard 8.50:1 set, but as Horn had pointed out, “The standard Lycoming is set up to be efficient at 100 octane, so technically the engine can’t take advantage of that [extra] energy.”

We leveled at 2,000 and switched to avgas for air-to-air photos, conserving the CNG for cruising the countryside. Changing from CNG to avgas or vice versa in the demonstrator creates a slight, transitory burble, but nothing that raises the heartbeat.

When flight-testing the system, the Aviat team found exhaust gas and cylinder head temperatures ran about 20 degrees cooler with CNG than with avgas power. Cruising on CNG at 24-squared and 95 knots indicated that after the photo shoot, oil temperature was 164 degrees, oil pressure was 77 psi and CHTs were in the 340-degree range—all well within normal operating parameters. The fuel flow gauge read “0.” (As CNG is consumed, the four vertical lights on the CNG gas gauge turn from green to red in sequential order starting at the top; the bottom light is always red.)

The Future Of CNG Power
Not much else in the aircraft needed to be demonstrated, so I was free to wander over the countryside (which to a Husky all looks like one big landing strip) and imagine a CNG avfuel future. A dual-fuel system like N15NG’s would add about $12-$15,000 to the cost of a new aircraft, according to Aviat.

The company will also pursue Supplemental Type Certificates (STCs) for retrofits on other aircraft types, Horn said. Thus, the system could pay for itself in a few hundred hours of flight time through fuel savings and reduced maintenance. True, CNG fueling systems aren’t common, but that’s hardly a reason to cross it off the list of potential avgas alternatives.

Herrick sees flight schools as logical first adapters of dual-fuel technology, which he believes could spark a resurgence in GA. Training flights are relatively short (97% last less than 1.5 hours, Herrick says), so aircraft don’t need large CNG reserves, and the fleets operate from one base, making a CNG-filling system a worthwhile investment. “That takes the cost of fuel down 80% and training becomes more affordable,” said Herrick. “The key is lowering the cost of flying,” he explained.

Changing CNG to avgas or vice versa creates a slight burble, nothing that raises the heartbeat.

Meanwhile, I was enjoying my stick time in the Husky, recalling adventures I’ve enjoyed over the years in the aircraft. I asked Anderson where he’d go if he were given a week with a Husky to fly wherever he wanted. “I would probably go up to Hell’s Canyon and take my fishing pole,” he said. “I’d go in the first day and land and fish, and leave the last day.”

With N15NG having demonstrated its point, we headed back toward the airport.

A standard landing checklist is used when operating on CNG, and there’s no difference in the shutdown procedure, either. Oh, and one more thing, as Anderson pointed out: With CNG as the power source, no residual fuel remains in the cylinders after shutdown, so ungrounded mags can’t cause a propeller to turn unexpectedly.

With wider adaptation, engine OEMs would have incentive to design motors that could harness CNG’s full power, and aircraft OEMs could integrate CNG tanks into their airframes. “We’re at the cusp of our learning, there’s so much we don’t know about CNG and where it can take us,” Horn said. “What we do know is that this works today,” he said.

Think about it. No lead. No fouled plugs. No vapor lock. No long development time and no hefty premium for a “green” solution. No-brainer. Stu, please get a dual-fuel STC for the TSIO-360 Continental in my Mooney!

Check out the newest Husky and other fantastic single-engine airplanes in our latest Piston Singles Buyer’s Guide.

The post A Natural Gas To Fly appeared first on Plane & Pilot Magazine.

Aviat CNG Husky
Engine:	200 HP Lycoming IO-360-A1D6, 100LL/CNG
Propeller:	Hartzell 80-inch Constant Speed
Wingspan:	35 ft. 6 in.
Length:	22 ft. 7 in.
Wing Area (sq.ft.):	183
Gross Weight (lbs.):	2250
Empty Weight (lbs.):	1320
Useful Load (lbs.):	930
Cargo Capacity (cu.ft./lbs.):	10/50
Aft Stowage (cu.ft./lbs.):	9.3/30
Wing Loading(lbs./sq.ft.):	12.3
Fuel Capacity 100LL (gals.):	52 total, 50 usable
Fuel Capacity CNG (GGE):	11 total, 9 usable
PERFORMANCE
Top Speed (mph):	145
Cruising Speed at 75% Power (mph):	140
Cruising Speed at 55% Power (mph):	130
Vso (power off, mph):	53
Vso (power on, mph):	43
Takeoff Distance (full flaps, land, ft.):	200
Rate of Climb (ft./min.):	1500
Landing Distance (full flaps, land, ft.):	350
Fuel Consumption at 55% power (gals./hr.):	7.7
Range at 55% power (miles):	900

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The early morning sunlight glinting off the crystal waters of Lake Pend Oreille (roughly pronounced “pond-o-ray”) and reflecting back off our Husky’s bright-yellow wing is too much for even my military-spec sunglasses to handle. The sky up here in Sandpoint, Idaho, is like a magnifying glass, and the sun is diffused by nothing but unpolluted air. It beams into my eyes like a laser. The vast shag carpet of tall pines below casts long shadows against the lake, and with nothing but unbroken forest around, the thought occurs to me that I have nowhere to go in an emergency. But then I remember the smiling dog painted on my tail and realize I’m in a Husky— the Willys Jeep of the backcountry.

Along with this Husky A-1C and its “new plane smell” (this one has just seven hours on the tach), the other star here is the land itself. Sandpoint, Idaho, is a jewel in the backcountry. A city of less than 8,000 people, it was voted the nation’s most beautiful small town by USA Today. This quaint village of walkable streets, excellent local restaurants and lack of commercialism sits on the shoulders of Lake Pend Oreille, a vast expanse of some of the deepest, bluest lake water in the country. People here are friendly, and like the rest of Idaho, embrace general aviation for its utility and because it’s the perfect aerie from which to see this breathtaking country.

Silverwing is an 18-acre development with 44 exclusive lots at Sandpoint Airport in Idaho.

I’m here with Plane & Pilot Editor, Jessica Ambats, to spend some time getting to know these mountains while she photographs the newest Husky. Aviat has provided the new A-1C, and I’m anxious to learn how this remarkable airplane fits into this landscape. The Husky is built not far from here so it’s a familiar sight in these skies. In an area where an aircraft could never get by on flash alone, the Husky has established itself as an indispensable tool in this land of verdant vistas and hidden backcountry strips.

Sandpoint will be our home base, with luxurious SilverWing Airpark acting as our “command center” from where we’ll launch our adventures. SilverWing is an 18-acre development with 44 exclusive lots that lie on the west side of the runway, directly on Sandpoint Airport. Aside from the convenience factor of rolling out of bed onto a taxiway, buttering your biscuit to the sound of aircraft taking off while looking out over the majestic peaks of Schweitzer Mountain Ski Resort, just 15 minutes away, is tough to beat.

Aviat conducted considerable research in creating physiologically ergonomic seats that protect the occupant while reducing fatigue and increasing blood circulation.

Man’s Best Friend
The year 2012 marks the Husky’s 25th anniversary and brings with it some innovative enhancements. Longtime Aviat President, Stu Horn, isn’t a person to sit on past accomplishments. A heckuva backcountry pilot himself, Horn knows what pilots need to get into and out of these challenging backcountry strips while maintaining a margin of safety. But his urban background and metropolitan sensibilities imbue Horn with a knowledge of what pilots are looking for outside of these craggy peaks and crooked sandbars. The result is that he’s constantly tinkering with the Husky design, adding capabilities while also increasing the Husky’s appeal with the non-bush-pilot crowd. Because of this, the latest Husky achieves that rare balance of an airplane that’s equally suited to a week in the most remote backcountry imaginable, or a 600-mile nonstop jaunt to a business meeting in a shirt and tie. Few airplanes can make that claim.

Along with a slew of other enhancements, the big news for this year is a 50-pound increase in gross weight to 2,250 pounds and a new landing-gear option that adds independent shock absorbers to the bungee-cord arrangement, making a totally different landing-gear mechanism. The gross-weight increase means the useful load is somewhere around 925 pounds depending on configuration, with one of the most liberal CG envelopes out there. All of this simply means you can load the heck out of the Husky, without the CG sensitivity of most other airplanes like it. Nearly 1,000 pounds of people, fuel and gear in a two-place aircraft gives you a lot of flexibility.

Shock absorbers act independently to dampen the spring-back on each landing-gear leg, resulting in less bounce and better crosswind handling.

The gross-weight increase really began with Aviat’s redesign of the Husky’s wing in 2007. Along with giving the Husky a respectable roll rate and spade-less ailerons, Aviat’s engineers also began structural testing on every component on the airplane—a process that took the team well into 2009. To maintain the Husky’s “overbuilt” structural integrity with the gross-weight increase, Aviat added about six pounds of structural modification, yielding a net 44 pounds of useful load. Rather than just tack on more pounds to the gross weight numbers, Aviat reengineered the structure to increase the weight capability safely. The A-1C model is also certified for a tow hook.

Those of us who have landed a Husky poorly know the model’s propensity to hop, especially with tundra tires and on asphalt because of poor technique. It’s certainly not a difficult airplane to land, but we noobs can easily plop it on and induce some cringe-worthy bouncing. Horn and his engineering team decided to breed that out of the airplane, making it friendly to even the greenest sticks.

Husky takes the lead in paint schemes with new colors, matching interiors and various graphics options.

“During a firm landing, the gear splays out and stretches the bungees,” explains Horn. “Like a rubber band, the bungees and gear spring back and create the potential for a hop or bounce.” In a move that’s simply genius, the team fitted each side of the gear with a special shock absorber to dampen the spring-back. The shock absorbs the spring of the gear much like it does road bumps on a car. “They act like wishbone suspension,” adds Horn, “and in a crosswind, they absorb much of the sideload if you land a bit sideways, keeping you on the runway.”

I got to feel the shocks in action on a particularly lousy turn on Sandpoint’s paved runway. Flaring too high, the Husky obeyed my stick and came down firmly on its marshmallow-y tundra tires. I was expecting the usual big bounce and accompanying red face, but the new Husky just stayed on the runway, making me look like I knew exactly what I was doing. Kudos, Stu.

The new A-1C will handle up to 35-inch tundra tires, up from 31 inches on older models. This year adds some exciting interior options, too. In keeping with Aviat’s vision of a more cosmopolitan aircraft, the Husky now comes with an array of interior options that include leather and cloth seat materials with different stitching options and matching sticks, as well as LED map lights and an oversized map case.

I’ve always thought Aviat leads the way when it comes to cool paint schemes, and this year is no exception. For the 25th anniversary, Aviat created six Special Edition aircraft with unique paint and interiors. Several new stock paint schemes and various LED exterior lighting options will help you personalize your Husky the way you want it—as wild or sedate as that may be.

Mountain Adventure
With the morning sun streaming into the cockpit on the ground at Sandpoint, Jim Taylor (Husky’s dealer for the Central U.S.) briefed me on what I should expect from the airplane. I had flown Husky aircraft before, but I’ve learned that each Husky pilot does things a little differently. Stu Horn himself had spent time with me in Afton, Wyo., a few summers back, refining my Husky skills. Taylor had a different take on the bird, so I soaked up what I could of his technique.

Sitting in the airplane, I must confess it’s made for taller people, though Horn tells me that Aviat now offers cushions of different thicknesses for both seat bottoms and backs (Husky seats don’t adjust) for those of us on the shorter side. He also showed me how the bottom of the panel was raised while the top was shortened, compressing panel real estate to accommodate the new Garmin displays.

The tall pines below cast long shadows against the lake, and with nothing but unbroken forest, it occurs to me that I have nowhere to go in an emergency. But then I remember the smiling dog painted on my tail and realize I’m in a Husky, the Willys Jeep of the backcountry.

The new Husky comes with options for two VFR panels and two IFR panels. The VFR panels are centered around the beautiful Garmin 796, along with a solid state artificial horizon and various NAV/COM options, including the Garmin SL30. The IFR panels are based on the Garmin GTN 750 or the G500 or G600. They also include the JPI MVP-50 engine analyzer that can display a true weight and balance and CG location at the push of a button.

“Forget all that pushing-the-tail-up nonsense,” Taylor instructed me as we started the engine and taxied out. “Just hold the stick back and then relax it a bit when you feel it want to fly.” Little did I know that would take what seemed like 200 feet! Before I knew it, we were climbing into the early morning sky.

Four panel configurations are available. The most popular IFR panel features the Garmin GTN 750 and EDM 930 from JPI, while VFR panels can be configured with Garmin units, including the 796, 430W or 530W.

With the sunlit mountains all around me and the lightly whitecapped lake to my left, I was suddenly thrust into a postcard. I was struck by the comfort of the seats until Taylor explained the engineering that went into each one. Not only can the cushion alone absorb 16 G’s of force, the structure adds another 9 G’s. Horn explained to me how the seat and seating angle were set so they rotated your hips forward while moving your shoulders back, opening up blood flow through the area, resulting in much less fatigue and pressure points. They felt great.

The Husky is an obedient pup, never scaring or surprising you. Taylor—like many Husky pilots—prefers a power-off, slow-speed approach, then adding a smidge of power on the flare and setting the tailwheel down first, followed by the mains. It’s pretty standard though it took me a few tries, and I concluded that it would take a few more hours before I really felt proficient; many more to land on those postage stamp-sized strips common in this area. Taylor and Horn make it look easy.

Sandpoint is a gateway to some of the most spectacular scenery I’ve seen anywhere. To be able to fly here is a gift, and the Husky—built like a tank but with the handling of a Cub—is one of the most ideal platforms for it. With a structure that has proven itself many times, this Swiss Army knife of the air has earned its name. Here in the Idaho backcountry, with the Canadian border looming a few miles north and the realities of winter in the air, the Husky gives a pilot peace of mind.

The 31-inch tundra tire option is new for 2012. The landing gear has also been reengineered with shock-absorber- dampened bungees for better ground handling.

As dawn gives way to the machinations of a new day, our options lie almost limitless before us. There’s the prospect of a late breakfast at Cavanaugh Bay—a beautifully kept 3,100-foot grass strip on the edge of Priest Lake, with a stunning view of some of the most crystalline water you’ve ever seen, and a world-class restaurant to boot. Perhaps a hop over to McGee—a remote grass strip with breathtaking views of endless miles of blue spruce, aspens and stands of Douglas fir, with lush grass to throw a camping tent on. Or a dozen others all within an hour’s flying time in the Husky, with enough room for all the gear we can handle and plenty of fuel, too.

Sitting on the grass at Sandpoint and mulling over our options, I catch a glimpse of our Husky sitting silently in the grass, its nose up in the air and its oversized tires looking like giant hiking boots. Overhead, another Husky enters the pattern, and still another calls in from five miles out. As the smell of fresh coffee wafts through the air from the FBO and turns daybreak into a regular morning, I realize these Huskys aren’t really going anywhere. Here in these mountains born of glacial upheaval and tenebrous millenia, these Huskys and their pilots are home.

Check out the newest Husky and other fantastic single-engine airplanes in our latest Piston Singles Buyer’s Guide.

SilverWing Dreaming
One of the best experiences we’ve had with any FBO was at SilverWing at Sandpoint. As it is, Sandpoint Airport in Idaho is a throwback to a golden time in aviation when FBOs were more concerned with a pilot’s needs than making a profit, because both were intertwined. SilverWing Airpark owns SilverWing Flight Services—the only FBO at Sandpoint Airport—and their philosophy of attending to the client permeates everything they do. On the airpark side, SilverWing is truly unique. A luxury fly-in community conceived just a few years ago, SilverWing sits on the west side of Sandpoint Airport with an array of lots that have some of the most majestic views around. Northern Idaho is easily one of the best-kept secrets in aviation, with mountains that climb gently from Lake Pend Oreille, a 65-mile-long freshwater lake the Kalispell Indians named because its shape resembles a person’s ear (“pend oreille” loosely means “ear pendant” in French). Much like Alaska, the entire region is friendly to general aviation having recognized its value in these mountains. SilverWing is just minutes from the lake, so doing pattern work at the airpark puts you over the lake on downwind, making for the most picturesque landing practice you can imagine. SilverWing Airpark is still in the imagination stage, meaning some 44 lots are ready to go, with three sold and several more under contract, but only two structures have been built. Developer John McKeown—who originally purchased the land in 2007—set out to create a fly-in community with three essential requirements. First, it had to be on a public airport with paved runways and instrument approaches that could accommodate private jets. Second, it needed to be in or near a town. McKeown wasn’t interested in a remote development where residents had to travel far for essential services. Finally, it had to be near world-class recreational activities. Sandpoint, Idaho, meets all the bullet points. “The people we want at SilverWing are those who share a common love for general aviation,” says Mike Mileski, one of SilverWing’s developers. “And we’re unique because we sit on a public airport.” Mileski explains that the newly enacted FAA Long Term Reauthorization Act and the FAA’s change in policy on existing “through the fence” agreements means that the Sandpoint airport is in compliance. Sandpoint, Idaho, is a rare town that preserves the backcountry feel of the surrounding Bitterroot Mountains while offering amenities typical in a much larger city. It’s the home of both Quest Aircraft (makers of the amazing “Kodiak” turboprop) and Coldwater Creek—the women’s apparel company. The town is famous for its music festivals and burgeoning art scene. Schweitzer Ski Resort is a few minutes away, and a vast array of camping, mountain climbing and lake sports awaits. The area is perfect for pilots because it offers real backcountry experiences that run from gentle to challenging with everything in between. A pilot doesn’t have to jump from the big city to a 500-foot crenelated sandbar with one-way approaches to get the backcountry experience. There are plenty of beautiful, well-groomed grass strips that offer pilots some of the best flying in the west. Sandpoint is the perfect home base. Mileski says buyers have their choice of five hangar-home designs and can choose from three approved builders for the lots that start at $95,000. The architecture of the airpark takes its cue from the surrounding mountains, integrating exposed wood beams, natural stone and panoramic windows that take in the breathtaking views. “Buyers can also purchase a lot and decide later what kind of residence they want to build,” Mileski adds. “They can also use their own builders or create a custom design.” Lots are ready with utility connections, and plans are being made for maintenance hangars and other amenities for aviator-owners as the airpark develops. Plane & Pilot got to stay in the model hangar-home and it was quite an experience. The convenience of being able to live above your airplane and taxi right out to an active runway while being surrounded by Northern Idaho’s considerable beauty is spectacular. The airpark blends into the mountains to create a cohesive whole. Sitting out on the veranda at SilverWing, watching all kinds of interesting aircraft take off and land started to lull me into a kind of euphoric stupor. For any pilot, this is living. Visit www.silverwingatsandpoint.com.

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Husky A-1C
Base Price:	$211,000
Engine Make:	180 HP Lycoming 0-360-A1P
Propeller:	Hartzell 76 Constant Speed
Wingspan:	35 ft. 6 in.
Length:	22 ft. 7 in.
Wing Area (sq. ft.):	183
Gross Weight (lbs.):	2500
Empty Weight (lbs.):	1275
Useful Load (lbs.):	925
Cargo Capacity (cu. ft./lbs.):	10/50
Aft Stowage (cu. ft./lbs.):	9.3/30
Wing Loading (lbs./sq.ft.):	12
Fuel Capacity (gals.):	50 (50 gals. usable)
PERFORMANCE
Top Speed (mph):	145
Cruising Speed At 75% Power (mph)	140
Cruising Speed At 55% Power (mph):	130
Vso (Power Off, mph):	53
Vso (Power On, mph):	43
Takeoff Distance (Full Flaps—Land, ft.):	200
Rate Of Climb (ft./min.):	1500
Landing Distance (Full Flaps—Land, ft.):	350
Fuel Consumption At 55%
Power (gals./hr.):	7.7
Range At 55% Power (miles):	800
Source:	Aviat

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Bear 360
Base price:	$285,000 (Ready to Fly); $185,000 (Almost Ready to Fly)
Engine:	Vedeneyev M14P
Horsepower:	360@SL
Fuel type:	100LL
Gross weight (lbs.):	2760
Empty weight, std. (lbs.):	1860
Fuel capacity (gals.):	76
Wingspan (ft.):	23.1
Wing area (sq. ft.):	93
Wing loading (lbs./sq. ft.):	29.7
Overall length (ft.):	23.25
PERFORMANCE
Cruise speed, 75% power, (KIAS):	210
Max cruise speed (KIAS):	250
Max range with 20-min. reserve (nm):	890
Vs (KIAS):	78
Vso (KIAS):	70
Vne (KIAS):	305
Best rate of climb (fpm):	1850
Max roll rate (deg/s):	180
Max G:	+6/-3
Takeoff ground roll (ft.):	825
Takeoff over 50 ft. obstacle (ft.):	1050
Landing ground roll (ft.):	825
Landing over 50 ft. obstacle (ft.):	1100
Source: Bear Aircraft

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“When it comes down to it, looks are a lot of what warbird ownership is about,” says Bear Aircraft CEO Skip Holm. Oozing WWII-era Grumman “Cat” styling, the Bear 360 certainly has “the look”: round engine, distinctive fuselage style and short, thin wings. The all-metal, flush-riveted construction offers a warbird’s solid look and feel. And all the metal parts are fully anodized, inside and out, to eliminate any corrosion issues.

Rounding out the Bearcat look is its radial engine: a 360 hp, fuel-injected, nine-cylinder Vedeneyev M14P. On startup, the aircraft billows out smoke from the exhaust, rumbles down the taxiway and thunders into the sky with a commanding presence. Motorstar NA of Romania produces the standard 360 hp engine, as well as the higher-powered, optional 420 hp M14PF and 450 hp M14R; there’s also an option to install an engine from Barrett Precision Engines. Putting the optional oversized race spinner over the three-bladed prop provides the cowl section with a sleek, polished appearance.

Powered by a 360 hp Vedeneyev M14P (though you can opt for 420 hp or 450 hp versions), the all-metal Bear 360 embodies a warbird’s look and feel.

The one visual aspect of the Bear 360 deviating from its pure WWII styling, the large bubble canopy, fulfills its mission as a comfortable two-seater with ample room for pilot and copilot. Both cockpits in the tandem seating configuration have full flight controls. The front panel features a full instrument panel for the pilot, and the rear panel is equipped for limited passenger operation. The optional Fw 190 fighter canopy provides an even more dominating presence for the Bear 360. (An illustrated artist’s rendition of the single-seat racer version has the pilot cockpit relocated to the back.)

The well-appointed pilot panel includes Garmin’s GNS 430W and GTX 327 transponder and Dynon’s EFIS-D100 and AP74 autopilot, the latter of which assists on long cross-country legs. Electronics International’s MVP-50 engine monitor tracks what’s going on under the cowl. Electric trim for aileron and elevator is located on both sticks, and the front cockpit has rudder trim as well.

How does a plane like this come into being? Let’s start with aviation legend and retired U.S. Air Force Lieutenant Colonel Skip Holm, who has worked as a test pilot and engineer at Lockheed Skunk Works. Holm is a member of the Society of Experimental Test Pilots, an inductee to the “Living Legend” society and a veteran movie and TV stunt pilot. Also a renowned air racer, Holm has flown Dago Red to win Gold in five Reno World Championship Air Races. He also has flown such famed race planes as Rare Bear, Stiletto and Tsunami. One of this assignment’s biggest thrills was flying with Holm, a smart, engaging pilot with a nonstop supply of stories.

The aircraft’s large bubble canopy houses the pilot and copilot in tandem cockpits, which are both configured with flight controls. The front pilot panel is equipped with Garmin’s GNS 430W and GTX 327 transponder, as well as Dynon’s EFIS-D100 and AP74 autopilot.

In 1998, Holm collaborated with Sergey Yakovlev, a designer from Russia’s Yakovlev Design Bureau, to create the Bear 360 prototype. Since then, there have been some starts and stops in bringing the aircraft to market, but it’s now in full production out of a high-end facility in Orenburg, Russia. After flying about 300 hours in the Bear 360, Holm has created a set of improvements and upgrades that will certainly benefit owners. As an experimental airplane that’s factory-built, the Bear 360 falls into the experimental exhibition category. This imposes some administrative tasks on a Bear 360 owner; namely, the person must notify the FAA (in the form of a program letter) of any events at which he or she intends to perform. Bear Aircraft will provide owners with an annual program letter; all they have to do is sign and send it.

The Bear 360 has a comprehensive, 41-page checklist that details all normal and emergency procedures, and also includes aircraft spec information such as weight and balance. For the demo flight, our procedures were straightforward. On takeoff, you need to use left rudder instead of the right because the prop rotates opposite of what most of us are used to. You smoothly apply power so that the torque from the M14 doesn’t take you for a ride into the weeds. After you gain a little speed, you bring the tail up a bit and rotate around 80 knots, and then you climb like crazy at 135 knots. Cruise operations are almost nonexistent because there’s no mixture control to manage with this engine. As Holm puts it: “Power setting is more of a prop rpm function instead of a throttle setting.”

In the landing pattern, you slow the Bear to between 100 and 120 knots, get the gear down, set flaps to 10 to 15 degrees, hold about 90 knots over fence and make a tail-low wheel landing at 85 knots, or three-point it at just under 80 knots. A bounced landing, Holm tells me, is one of the few times when flying the Bear 360 can get tricky. Given the torque generated by a big throttle input, the issue is maintaining directional control at an angle of attack that’s at or above stall. This is part of the Bear 360’s checkout.

Simply put, this airplane is pure fun to fly. It’s stout and strong, offering a responsive feel due to the mass-balanced flight controls and the push-pull tube actuation. Because it has no control cables, the Bear 360 has a stick feel that’s smooth and immediate. The nimble aircraft offers excellent opportunities for dogfighting and formation flying. Holm tells me that the 360 can deftly maneuver through canyons or follow rivers, but I’ll definitely leave that kind of flying to pilots who are more talented and brave.

For aerobatics, the Bear 360 has a G range of +6 and -3. It picks up speed rapidly when the nose is pointed down, and it feels good and ready to do anything at 275 knots. Rolls and point rolls are fun and easy with the 180-degree-per-second roll rate, and basic aerobatic maneuvers, such as loops and barrel rolls, are a breeze. Spins are on the list of approved maneuvers, but without a stiffener and production canopy lock on the two-place prototype, Holm wasn’t comfortable performing them on our flight. Stuart Featherstone, Bear Aircraft’s director of sales and marketing, says, “The reality is that the rudder/vertical is a large, typical WWII barn-door area, which makes the aircraft very departure- and spin-resistant, rather than spin-capable.” Holm added, “Although it’s capable of flying aerobatics, that isn’t the main reason to pick the Bear 360. It’s just one of the components that make up the vintage military style of flying.”

During our flight for this article, the Bear 360 demonstrated its formidable formation skills with its authoritative, effective rudder and big prop, which makes it easy to slow down once you’re closing in during rejoin on the lead airplane. The electric trim on the stick imparts just the right feel on the already light controls.

An optional dogfighting package is available and includes a laser and camera installation so you can shoot your friends down and bring evidence of your victory to the debrief. The excellent visibility should make it easy to track your opponent during a vertical rolling scissors. I expect that the Bear would be a great competitor for such Yak airplanes as the 52, 55 and even the 50.

The Bear 360 reaches fast speeds with reasonable fuel consumption in cruise, so getting out to the dogfight area is quick and inexpensive. On takeoff at max power, the aircraft burns a hefty 36 to 38 gph, but once in cruise, it burns as little as 12 to 14 gph at 155 KIAS. With its 76 gallons of fuel capability and optional 22-gallon external tank, the Bear 360 offers outstanding range for cross-country flights. If you don’t mind twice the 100LL consumption, then you can fly at the published cruise speed of 230 knots!

The improvements for the production model versus the prototype I flew include a realigned engine mounting that has been engineered for aerodynamic efficiency. The production model’s pneumatically actuated landing-gear system is hydraulic. Speed brakes have been added to help you when entering the pattern. Brakes are available for the back cockpit, and the tailwheel has been modified and made steerable (similar to a P-51) for ease of ground operations. A crank to slide the canopy shut (“just like the Mustang,” Holm says) has been added and enhances the aura of this beast. The Bear comes with a fixed air step, though there’s also a retractable option (for me, however, stepping up on the tire to the front of the wing is “warbird cool”!).

Options for the production Bear 360 include an external, centerline, WWII-style fuel tank that resembles a bomb in the underbelly. Also available are a high-speed-cruise propeller and extended wing tips. You can customize the aircraft to your desired look and performance with the many options for props and spinners. Standard items include the negative-G fuel tank, dual pylons and removable rollover canopy bar.

A Skip Holm Signature Series option allows owners to collaborate with the designers to create a custom airplane. Holm says he wants to put a 1,000-cubic-inch sprint car engine on one and race it at Reno himself.

The Bear 360 makes for thrilling, exhilarating flying. Holm says the Bear 360 will be welcome on the warbird ramp at Oshkosh, and I hope that turns out to be true. No matter what, an airplane this cool—and for a tenth of the price of the original Bearcat—sounds like a great deal.

Purchasing A Bear 360 What you need to know
First, arrange a demo flight with Bear Aircraft in Southern California. Hopefully, you’ll be able to able to fly with Skip Holm. The $500 demo flight is applied to the Bear’s purchase price ($285,000 for the Ready to Fly version; $185,000 for the Almost Ready to Fly version, which is for owners supplying their own engine, propeller, avionics, interior and paint). After completing the purchase agreement and making a 30% deposit, you can expect your 360 to be delivered after an estimated four months. Should you desire to visit your Bear 360 while it’s being built in Orenburg, Russia, the Bear team will help you plan a trip. Your brand-new Bear 360 will be delivered to Bear Aircraft’s North Dakota location, but the company can make arrangements for it to be transported anywhere. Holm estimates that most pilots will complete the checkout with 10 to 12 hours of instruction. Buyers have the option of training in their own airplane at their choice of locations, or at the Bear Aircraft home field in Shafter, Calif., using the company’s Bear 360. Holm says that “it’s helpful to have some tailwheel hours, and most people will be comfortable long before the expected 10 to 12 hours of dual required by many insurance companies.” Visit www.bearaircraft.com.

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2009 AVIAT HUSKY A-1C-200
Engine make/model:	Lycoming O-360-A1P
Horsepower:	200@SL
TBO (hrs.):	2000
Propeller type:	CS Hartzell
Overall length:	22 ft. 7 in.
Overall height:	7 ft. 5 in.
Wingspan:	35 ft. 6 in.
Wing area (sq. ft.):	183
Wing loading (lbs./sq. ft.):	12
Power loading (lbs./hp):	11
Cabin width (in.):	27
Cabin height (in.):	48
Empty weight, std. (lbs.):	1320
Gross weight, std. (lbs.):	2200
Useful load, std. (lbs.):	880
Payload, full fuel (lbs.):	580
Fuel capacity (gals.):	50
Baggage capacity (lbs.):	50
Seats:	2 (tandem)
PERFORMANCE
Cruise speed, 75% power (mph.):	144
Range, 55% power (sm):	828
Best rate of climb, SL (fpm):	1700
Takeoff ground roll (ft.):	265
Takeoff over 50 ft. obstacle (ft.):	780
Landing ground roll (ft.):	398
Landing over 50 ft. obstacle (ft.):	1025
Vx (mph):	67
Vy (mph):	73
Va (mph):	113
Vne (mph):	153
Vso (mph):	53
Source: Aviat Aircraft

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