single piston

Aviat Husky A-1B (A-1 family)

Lycoming O-360-A1P, 180 hp (A-1C-200 uses IO-360 200 hp)

Aviat Husky A-1B in backcountry flight
Photo: Alain Rioux via Wikimedia Commons , licensed under GFDL 1.2 .
Typical cost/hr
$180.57
Fuel @ 65%
7 gph
Engine TBO
2000 hr
Overhaul
$28,000–$42,000

The Aviat Husky is the modern tandem backcountry standard. It's a two-seat fabric taildragger built since 1987, with a 180 hp Lycoming O-360 in the A-1B variant and 200 hp IO-360 in the A-1C. The Husky cruises at 130 to 140 KTAS on 7 to 8.5 gph, takes off in 250 to 350 feet, and operates from grass, gravel, dirt, and rougher surfaces than most certified airplanes can handle. The factory in Afton, Wyoming has been building them continuously since the model's introduction.

The Husky is the airplane that competes most directly with the modern Maule, the Carbon Cub, and the various Super Cub derivatives. Each occupies a different point on the cost-capability curve. This page covers what owning a Husky A-1B actually costs in 2026, where the airplane wins versus its competition, and what to look for on a pre-buy.

History

Aviat Aircraft has built the Husky since 1987 from a factory in Afton, Wyoming. The airplane was designed by Frank Christensen, who had earlier created the Christen Eagle aerobatic biplane. The Husky was meant to be a modern backcountry tandem two-seater that combined Super Cub-like capability with current production methods and certified airframe construction. The original A-1 carried a 180 hp Lycoming O-360.

The A-1B variant introduced in the 1990s refined the original design with improvements to the wing strut, fuel system, and various airframe details. The A-1C followed in the 2000s with a 200 hp IO-360 for buyers wanting maximum performance. The basic airframe has remained consistent across variants, which keeps parts availability good and mechanic knowledge mature.

Aviat continues to build new Husky airplanes in 2026 from the same Afton, Wyoming factory. Annual production is modest but consistent. The used fleet is large enough that finding a clean A-1 or A-1B is straightforward in most regions. The Husky has built a strong reputation for reliability, supportive factory service, and a tight owner community.

Variants

A-1B Husky

1990s-present
Lycoming O-360-A1P (180 hp, carbureted)

The standard production variant. 180 hp O-360 with fixed-pitch or constant-speed prop. Most common in the used market. Capable backcountry airplane at reasonable acquisition cost.

A-1C-200 Husky

2000s-present
Lycoming IO-360-A1B6 (200 hp, fuel injected)

Performance variant. Better takeoff and climb, slightly higher acquisition and operating cost. Better choice for high-density-altitude operations.

Performance

The Husky A-1B with the 180 hp O-360 produces real backcountry performance. Sea-level takeoff distance at gross weight is 250 to 350 feet. Climb at sea level is 1,500 to 1,700 fpm. The A-1C-200 with the 200 hp IO-360 shortens takeoff distance by 50 to 100 feet and adds about 300 fpm to climb. Both variants comfortably operate from strips that no nose-wheel airplane can use.

Cruise is moderate. The A-1B cruises at 130 to 135 KTAS at 65% power, burning 7 to 8 gph. The A-1C reaches 135 to 140 KTAS at similar fuel burn. Higher cruise is possible at higher power settings with corresponding fuel burn increases. The Husky is happiest at low to moderate cruise power settings, which keeps fuel burn manageable on long backcountry trips.

Useful load is modest. A typical A-1B has 560 to 620 pounds of useful load. Full fuel is 50 to 52 gallons (300 to 312 pounds), leaving 250 to 320 pounds for two people and bags. The tandem cabin works for two adults and modest gear but doesn't accommodate camping equipment for two people. Most Husky owners fly solo or with one passenger and partial fuel for trips with significant baggage.

Powerplant

The Lycoming O-360-A1P (180 hp, carbureted) is the standard A-1B engine. The Lycoming IO-360-A1B6 (200 hp, fuel injected) is the A-1C engine. Both have a published TBO of 2,000 hours per Lycoming Service Instruction 1009 BE. The O-360 family is one of the most-overhauled engines in general aviation and parts availability is excellent.

Field overhaul of an O-360 runs $28,000 to $42,000 in 2026 at a name-brand shop. The IO-360 angle-valve adds $5,000 to $8,000 versus the parallel-valve O-360. Top overhauls between TBOs are uncommon on Husky service profile.

Propeller is typically a Hartzell HC-C2YK-1BF two-blade aluminum constant-speed. Fixed-pitch Sensenich props are an option on some A-1B configurations. The Hartzell CS has a 2,400-hour or six-year overhaul cycle per Hartzell Service Letter HC-SL-61-61Y Rev 12, at $3,000 to $5,500 in 2026.

Cost of ownership

The Husky is moderately expensive to operate per hour, driven by the O-360 fuel and overhaul economics plus fabric work.

Fuel runs $40 to $60 per hour at $5.50 to $7 per gallon and 7 to 8.5 gph. Engine reserve is $14 to $21 per hour ($28,000 to $42,000 overhaul amortized across 2,000 hours). Prop reserve is $1 to $3 per hour. Airframe maintenance reserve is $13 to $22 per hour, the high end of the certified piston single range because of fabric work and backcountry stress. All-in at 100 hours a year runs $90 to $135 per hour, plus $4,000 to $7,500 in annual fixed costs.

Fabric re-cover is the major calendar expense. A complete Husky re-cover runs $25,000 to $42,000 in 2026 and is typically needed every 15 to 25 years. Aviat's factory finish is high quality and tends to last longer than aftermarket fabric work, so re-cover timing on factory-original airplanes is usually closer to 20 to 25 years.

Acquisition cost in mid-2026 runs $110,000 to $165,000 for an older A-1 or A-1B with original fabric and modest avionics, $165,000 to $230,000 for a clean A-1B with recent fabric and modern panel. A-1C-200 examples command a $20,000 to $40,000 premium for the additional performance. Factory new from Aviat lists $290,000 to $360,000 depending on equipment.

Fixed cost Range Frequency
Hangar
Fabric airplanes benefit significantly from hangar storage. Outdoor backcountry storage shortens fabric life by 30 to 50%.
 $200–$500 monthly
Annual inspection
Fabric and backcountry-stress inspection takes time. Find an IA familiar with Husky construction.
 $1,800–$3,500 annual
Insurance (backcountry pilot, 200+ hrs)
 $2,200–$4,000 annual
Fabric re-cover (when due)
Re-cover cycle: 15-25 years.
 $25,000–$42,000 per-event

Estimate the cost for your situation

Defaults are pre-filled for the Aviat Husky A-1B (A-1 family). Tweak fuel price, hangar, insurance, and hours to match your scenario.

Your cost per hour
$180.57
Aviat Husky A-1B (A-1 family) · Lycoming O-360-A1P, 180 hp (A-1C-200 uses IO-360 200 hp)
100 hrs/yr · 65% cruise
Per month
$1,505
Per year
$18,057
Cruise power
Pre-populated values are sourced estimates. Verify with the POH and a current quote before buying.

Common issues & gotchas

Fabric condition and re-cover history

high

Fabric is the dominant pre-buy item on any Husky. Verify last re-cover date and process used. Factory-original Aviat finishes are typically excellent and long-lasting. Aftermarket re-covers vary. Backcountry damage history should be documented in the logbook with proper repair work.

Gear leg fatigue and tailwheel attach

high

The Husky gear and tailwheel attach are robust but accumulate fatigue from backcountry operations. Dye penetrant inspection of welds is standard. Hard landing history should be reflected in logbook entries and visible in the structure.

Wing strut and lift attach condition

moderate

Aviat has issued service bulletins covering wing strut and lift attach hardware. Verify SB compliance and inspect strut tubes for corrosion. Strut replacement is straightforward but runs $3,500 to $6,000 per side plus labor.

Tire and brake wear from backcountry use

moderate

Big tires (Alaskan Bushwheel 26 or 31 inch) cost $700 to $1,500 each. Backcountry airplanes may need tire replacement every 150 to 250 hours of rough-strip operation. Brake wear accelerates similarly. Pre-buy should review tire condition and brake disc wear.

O-360 cylinder wear

low

The O-360 in Husky service is generally reliable. Top overhaul work is uncommon between TBOs. Compression and borescope checks should be standard pre-buy work.

Documentation gaps on older airplanes

low

Older Huskies have changed hands multiple times and logbook history may be incomplete. Verify that fabric re-cover, engine overhauls, and AD compliance are all documented. Gaps reduce resale value and complicate insurance underwriting.

Who it's for

Good fit for

  • ✓ Solo or two-up backcountry pilots wanting modern certified construction
  • ✓ Owners flying out of grass, dirt, or rough strips regularly
  • ✓ Pilots who want Cub-like capability with modern production support
  • ✓ Backcountry hunters, fishermen, and recreational explorers
  • ✓ Owners who want supportive factory service and an active type community

Less good for

  • ✗ Four-seat operations (Husky is strictly tandem two-seat)
  • ✗ Cross-country pilots prioritizing speed over capability
  • ✗ Buyers without tailwheel experience and no transition plan
  • ✗ Owners storing outside in harsh climates
  • ✗ Anyone uncomfortable with fabric airplane maintenance demands

The verdict

The Aviat Husky is the modern certified backcountry standard for tandem two-seat operations. Aviat's continuous production, supportive factory service, and active owner community make the Husky one of the easier backcountry airplanes to own. Operating economics are reasonable if you account for fabric work honestly. For a solo or two-up backcountry pilot wanting modern certified construction without the demands of vintage Cub ownership, the Husky is the right answer.

But the Husky doesn't carry four people and doesn't go fast. Buyers needing more useful load should look at the Maule. Buyers needing cross-country speed should look at a Cessna 182 with backcountry mods. The Husky wins when the mission is modern tandem backcountry. Outside that mission, other airplanes deliver better value. Within it, very little else competes.

Cross-shop these

Type club

Husky Owner Group and Aviat factory community →

Aviat Aircraft supports owners directly through factory service and parts from Afton, Wyoming. The Husky Owner Group is an active online community covering pre-buy questions, modifications, and backcountry tips. Backcountry aviation organizations including Recreational Aviation Foundation are key affiliations for owners doing serious bush work.

Frequently asked

How much does a used Aviat Husky cost in 2026? +

Older A-1 or A-1B with original fabric runs $110,000 to $165,000. A clean A-1B with recent fabric and modern panel runs $165,000 to $230,000. A-1C-200 examples carry a $20,000 to $40,000 premium. Factory new from Aviat lists $290,000 to $360,000 depending on equipment.

Should I buy an A-1B (180 hp) or A-1C (200 hp)? +

Depends on density altitude. The A-1C-200 is the better choice for high-density-altitude operations and pilots flying loaded missions in the mountains. The A-1B saves $20,000 to $40,000 in acquisition cost and burns slightly less fuel, but has less reserve performance at gross weight. For sea-level operations, the A-1B is usually sufficient.

How does the Husky compare to a Super Cub? +

The Husky is the modern continuation of what the Super Cub started. Construction is more refined, factory support is current, and parts are readily available. The Super Cub typically costs $50,000 to $100,000 less for a comparable airplane and has a more mature mod community for backcountry upgrades. The Husky wins on current support. The Super Cub wins on acquisition cost and decades of accumulated mod knowledge.

Is the Husky a good first taildragger? +

Decent. The Husky has more forgiving ground handling than a Maule and less forgiving than a Citabria. Most insurance underwriters require 25 hours of tailwheel time before quoting, and a transition checkout with a current Husky pilot is strongly recommended. Better as a second taildragger after learning the basics in a Citabria or Champ.

What's the typical fuel burn for a Husky? +

An A-1B 180 hp burns 7 to 8 gph at cruise. The A-1C 200 hp burns 7.5 to 8.5 gph at similar speeds. Lean operation can pull cruise burn down by 0.5 to 1 gph at moderate power settings. Long-range cruise with 50-plus gallons of fuel and 45-minute reserve is about 600 to 700 nm depending on conditions.

How often does fabric need re-cover on a Husky? +

Factory-original Aviat fabric typically lasts 20 to 25 years with hangar storage. Aftermarket re-covers vary by quality and installer. Backcountry-active airplanes need re-cover sooner because of UV exposure and minor damage accumulation. Plan $25,000 to $42,000 for a complete professional re-cover when due.

Data sources