Husky battles Cub
Global Aviator|February 2021
For years my home airport was the domain of the Piper Cub. This is, until recently when two similar Husky's joined the fleets of two separate rental companies. If, like me, you've become quite addicted to the Piper Cub you simply cannot escape any comparative research. A trained spotter has to do his best to distinguish between the two types, so how big a difference can it be for a pilot?
Erik Brouwer

First answer: quite big. When you park the two planes next to each other you immediately notice that the Husky looks bigger, stronger and more muscular.

Not in the least because of the more potent Lycoming O-360 with adjustable propeller, which is able to produce 180hp.

The larger wing, thicker fuselage and sturdy landing gear also add to the muscular appearance.

A thicker fuselage immediately translates into extra comfort for the pilot in the cabin. The seats are spacious and the space in the cabin is luxurious. The view over the nose is noticeably less than with the Cub. At 1.85 m I can just see the horizon over the cowling.

Getting in is not as easy compared to a Cub, simply because you have to climb a little higher.

Take-off with full flaps

Once strapped in with the five-point belts, the engine is easy to start with the very common procedure: mixture rich, carburetor preheating cold, throttle slightly open, priming two or three times and the engine starts almost immediately. Taxiing to the runway is very easy as the aircraft reacts quite directly to input towards the tail-wheel. The brakes are operated conventionally and not with the infamous heel brakes as they are with the Piper Cub. People with large feet should leave their heels on the floor to avoid accidentally touching the brakes, especially during landing.

The short-field take-off is done according to the manual in a slightly different way than I am used to until now: for best performance, the manual recommends using fully extended flaps (thirty degrees) and the stick pulled at full throttle. Whereas with the Cub you normally push the tail up with a little flaps before you fly away, here it is important to keep the noise pointing upwards as soon as possible. Helped by the large power surplus and the flaps that also slide backwards and thus increase the wing area, the aircraft indeed leaves the runway after only tens of meters.

After that, it is important to hold the pitch while retracting the flaps. Well before the end of the twelve hundred meter long runway, we are already at the prescribed height for the traffic pattern.

Coordination

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