Aviat Aircraft builds a tandem two-seat taildragger around a welded steel tube airframe, a 180 or 200 hp Lycoming and enough wing to leave the ground in roughly 200 feet. That combination puts it on gravel bars and glaciers as readily as on paved general aviation fields.
Government agencies fly it for observation and enforcement work, and private owners fly it for the access it buys. Nearly forty years after certification, each airframe is still assembled by hand in Afton, Wyoming.
Aviat Husky Specifications
| Manufacturer | Aviat Aircraft Inc. (Afton, Wyoming) |
| Type | Two-seat utility and STOL light aircraft |
| First flight | 1986 |
| Certification | FAA type certificate A22NM, 1 May 1987 (A-1); A-1C variants certified 24 September 2007 |
| Production status | Active |
| Units built | More than 650 delivered by 2008, production continuing |
| Engine | 1x Lycoming O-360-A1P, 180 hp (A-1C-180); 1x Lycoming IO-360-A1D6, 200 hp (A-1C-200) |
| Propeller | Two-blade Hartzell Trailblazer constant speed; reversible MT composite available under STC |
| Max range | 800 statute miles (695nm / 1,290km) at 55% power |
| Cruise speed | 140 mph (122 kn / 225 km/h) |
| Max speed | 145 mph (126 kn / 233 km/h) |
| Service ceiling | 20,000ft |
| Rate of climb | 1,500 ft/min |
| Takeoff distance | 200ft ground roll, sea level, no wind |
| Landing distance | 350ft ground roll, sea level, no wind |
| Max takeoff weight (MTOW) | 2,200 lb (998 kg) A-1C-180; 2,250 lb (1,021 kg) A-1C-200 |
| Empty weight | 1,275 lb (578 kg), landplane |
| Useful load | 925 lb (420 kg) A-1C-180; 880 lb (399 kg) A-1C-200 |
| Fuel capacity | 50 US gallons usable (189 litres) |
| Wingspan | 35ft 6in (10.82m) |
| Length | 22ft 7in (6.88m) |
| Wing area | 183 sq ft (17.0 sq m) |
| Seating | 2, tandem |
| Price (new) | Approximately $500,000 to $615,000 as equipped (2025-2026 reference) |
History and Overview
Development and Background
Design work started at Christen Industries in 1985, aimed squarely at the gap Piper left when Super Cub production wound down. The Husky was one of the first light aircraft laid out with the help of CAD software, and it remains the only all-new American light aircraft to reach series production in the second half of the 1980s. Full details of the programme are covered on Wikipedia.
The prototype flew in 1986 and the FAA issued type certificate A22NM on 1 May 1987, at a gross weight of 1,800 lb. The certificate passed through Aviat Inc., White International in December 1992 and Sky International in January 1996.
Aviat Aircraft has held it since, building Huskies and Pitts biplanes at the same Afton, Wyoming plant. Gross weight has climbed by 450 lb across the type’s life without a change to the basic airframe concept.
Design and Performance
The fuselage is welded 4130 steel tube under Dacron covering, with metal leading edges on the braced high wing. The high wing was chosen for the downward visibility that observation and patrol work demands, and it doubles as the reason the type sells so well to agencies.
Shock absorption comes from bungee cords mounted internally, under the front seat, rather than from oleo struts. It is a deliberately simple arrangement that tolerates rough ground and is checked on every daily inspection by rocking the aircraft and watching how the gear settles.
Power loading is the headline number. A 180 hp Lycoming on a 2,200 lb airframe with 183 square feet of wing gives 1,500 ft/min of climb and a 200ft takeoff roll, and the flap system uses discrete 10, 20 and 30 degree settings selected with a short-throw handle. Aviat revised the design in 2018, replacing the bungee trim system with a conventional elevator trim tab and reworking the flap control.
Variants
- A-1 — Original version, certified 1 May 1987. Lycoming O-360-A1P or O-360-C1G, 1,800 lb gross weight. Around 400 built.
- A-1A — Certified 28 January 1998. Gross weight raised to 1,890 lb, otherwise close to the A-1.
- A-1B — Certified 28 January 1998. Mission-specific version aimed initially at government operators, 2,000 lb gross weight. A supplemental type certificate allows conversion to the 200 hp IO-360-A1D6 with an MT propeller.
- A-1B-160 Pup — Certified 2003 without flaps and 2005 with flaps. Lycoming O-320-D2A of 160 hp, 775 lb useful load.
- A-1C-180 — Certified 24 September 2007. 180 hp O-360-A1P, 2,200 lb gross weight, 925 lb useful load. Current production alongside the 200 hp model.
- A-1C-200 — Certified 24 September 2007. Fuel-injected IO-360-A1D6 of 200 hp, 2,250 lb gross weight. Preferred for high density altitude and float operations.
Operators
The US Department of the Interior and the Department of Agriculture both operate Huskies, and the Kenya Wildlife Service flies a fleet of seven on anti-poaching patrols over elephant herds. Border patrol, fisheries enforcement and pipeline inspection account for much of the remaining government and commercial use.
Civil owners are the larger share. Glider and banner towing, tailwheel instruction, float flying and backcountry access make up most private operations, concentrated in Alaska, the Rocky Mountain states, Canada and Scandinavia.
Current Status
Production continues at Afton, with 2026 model year aircraft being delivered. More than 650 had been built by 2008 and output has run at low volume since, each airframe built to order.
The used market is active and well supported. Early A-1s trade from around $120,000, later A-1C airframes with glass panels reach $400,000 and above, and new aircraft list between $500,000 and $615,000 depending on avionics, floats and tundra gear. Parts availability is not a concern for the type, and the tire sizes it uses are common across the wider general aviation fleet.
Landing Gear and Tires
Landing Gear Configuration
The Husky uses fixed conventional gear: two faired side Vs with half axles hinged to the bottom of the fuselage, sprung by bungee cord under the front seat. Main wheels are Cleveland, with toe-operated hydraulic disc brakes. The tailwheel is a steerable 8-inch assembly on a leaf spring, of the Scott 3200 pattern or a PMA equivalent.
There is no nose wheel, so the tire set is two mains plus one tailwheel. Standard main tires are 8.50-6 on current A-1C aircraft and 8.00-6 on earlier airframes, with 6.00-6 also approved. Tundra tyres are a common fit, and floats and wheel skis are factory options.
No airworthiness directive affects tire selection on the type. Bungee cord condition and tailwheel swivel friction are the recurring inspection items on the gear rather than anything tire related.
Aviat Husky Tire Specifications
| Main gear tire size | 8.50-6 6PR standard on A-1C; 8.00-6 6PR standard on A-1, A-1A and A-1B |
| Optional main gear sizes | 6.00-6; 24×10-6 and 26×10.5-6 tundra; Alaskan Bushwheel 26x12x6, 29x13x6 and 31x13x6 |
| Tail wheel tire size | 2.80/2.50-4 4PR |
| Ply rating | 6PR main / 4PR tail wheel |
| Tire pressure (typical) | Main: 20 psi / Tail wheel: 40 psi per Aviat’s Instructions for Continued Airworthiness for the A-1 and A-1A. Tundra tires operate far lower, typically 6 to 15 psi |
| Compatible brands | Michelin, Goodyear, Specialty Tires of America, Desser, Alaskan Bushwheel |
| Part numbers | Michelin 076-325-0, 071-371-0, 072-371-0; Goodyear 856T61-1, 806C61-5 |
Verify specifications against the aircraft’s Airworthiness Maintenance Manual and applicable airworthiness directives before ordering. Serial number, gross weight configuration and any tundra tire or float approval can change the tire requirement.
Main Gear Tires
Main gear loads are modest by any standard: a 2,250 lb aircraft on two tires, which is why a 6-ply rating covers the type at both 8.00-6 and 8.50-6. The wider 8.50-6 became the A-1C standard because it floats better on soft ground and takes hard three-point arrivals more kindly, at the cost of a couple of miles per hour in cruise.
Michelin covers the sizes with the AIR 076-325-0 in 8.50-6 6PR and the Aviator 071-371-0 or Condor 072-371-0 in 8.00-6 6PR. Goodyear lists the Husky against its 8.50-6 6PR Aircraft Rib, part number 856T61-1, and the Flight Special II 806C61-5 in 8.00-6 6PR.
The 856T61-1 replaced the earlier 856C61-3 when Goodyear converted the size to a tubeless casing that also works with tubes, so both numbers appear in older paperwork. Goodyear’s service bulletin confirms the supersession. Wear on paved fields is driven by braking and by three-point versus wheel landing technique more than by cycles.
Tail Wheel Tire
The tail wheel takes a 2.80/2.50-4 4PR tire and runs at roughly twice main gear pressure. It carries little load but scrubs hard during pivot turns, so tread life is short and sidewall cracking often condemns it before wear does.
Approved and Compatible Brands
The following fitments apply to the Aviat Husky in the correct size and ply rating:
- Michelin — 076-325-0 (AIR, 8.50-6 6PR), 071-371-0 (Aviator, 8.00-6 6PR), 072-371-0 (Condor, 8.00-6 6PR) — main gear
- Goodyear — 856T61-1 (Aircraft Rib, 8.50-6 6PR, supersedes 856C61-3), 806C61-5 (Flight Special II, 8.00-6 6PR) — main gear
- Specialty Tires of America — Air Trac and Air Hawk in 8.00-6 and 8.50-6 6PR — main gear
- Alaskan Bushwheel — 26x12x6, 29x13x6 and 31x13x6 tundra tires, eligible on the Husky under the approved model list — main gear
- 2.80/2.50-4 4PR from Specialty Tires, Desser and other approved manufacturers — tail wheel
FAQs
Is the Aviat Husky still in production?
Yes. Aviat Aircraft builds the A-1C-180 and A-1C-200 to order at Afton, Wyoming, and 2026 model year aircraft are in delivery. Parts and tire support are straightforward for all variants back to the 1987 A-1.
What are the Aviat Husky specifications?
The A-1C-180 carries two in tandem behind a 180 hp Lycoming O-360-A1P, with a 2,200 lb gross weight, 925 lb useful load, 50 US gallons of fuel, a 20,000ft service ceiling and 1,500 ft/min of climb. The A-1C-200 substitutes a 200 hp IO-360-A1D6 and lifts gross weight to 2,250 lb. The full table above lists dimensions and field performance.
What is the range of the Aviat Husky?
Around 800 statute miles, or 695 nautical miles, at 55 percent power on 50 US gallons of usable fuel. Tundra tires and floats reduce that by cutting cruise speed.
What is the Aviat Husky price?
New aircraft list between roughly $500,000 and $615,000 as equipped at 2025-2026 prices, with avionics, floats and tundra gear driving most of the spread. On the used market, early A-1s start near $120,000 and late-model A-1Cs with glass panels reach $400,000 and above.
Where can I find an Aviat Husky for sale?
Listings appear on Controller, Trade-A-Plane, GlobalAir and AvBuyer, and Aviat sells factory demonstrators and new build slots directly. Supply of clean low-time airframes is thin because owners tend to keep them.
What is the Aviat Husky landing distance?
Roughly 350ft of ground roll at sea level in still air with flaps deployed, against a 200ft takeoff roll. Both figures assume a light airframe and practised technique; operational numbers at gross weight on an unprepared surface will be longer.
What tire size does the Aviat Husky use?
Current A-1C aircraft use 8.50-6 6PR main tires. Earlier A-1, A-1A and A-1B airframes were delivered on 8.00-6 6PR, and 6.00-6 is also approved. The tail wheel takes a 2.80/2.50-4 4PR tire. Verify the size against the AMM for your serial number and configuration before ordering.
Which tire brands are approved for the Aviat Husky?
Michelin, Goodyear, Specialty Tires of America and Desser all produce tires in the approved sizes and ply ratings. Alaskan Bushwheel tundra tires in 26, 29 and 31 inch sizes are eligible under an approved model list, subject to heavy duty brakes and the correct gear configuration.
How much do Aviat Husky tires cost?
Pricing varies by brand and size. Standard 8.00-6 and 8.50-6 main tires sit well below turbine aircraft tire prices, while tundra tires cost several times more per corner. Tubes are a separate line item on tube-type fitments.
What is the tire pressure for the Aviat Husky?
Aviat’s Instructions for Continued Airworthiness for the A-1 and A-1A call for 20 psi in the main tires and 40 psi in the tail wheel. Tundra tires run much lower, commonly 6 to 15 psi depending on surface. Confirm the figure for your variant and tire fitment in the AMM rather than working from a general number.
How long do Aviat Husky tires last?
Light aircraft main tires typically give several hundred landings, though the range is wide. Paved runway operations, heavy braking and wheel landings wear tread faster than grass and gravel work, and ultraviolet exposure and sidewall cracking often retire a tire before the tread does.
How often should Aviat Husky tires be changed?
Replace when tread reaches the wear limit, when cord or fabric is visible, or when sidewall cuts or cracking are found at inspection. Tires are checked at every daily inspection on this type, along with pressure. A licensed engineer and the AMM govern the final call.
