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Husky vs. Scout vs. Cub

Steve Pierce said:
I have a Husky in the shop right now. Doing the Super Cub gear modification and discovered the special rod end on the Scott brake cylinder is bent. Called Aviat and they only sell the whole brake cylinder. They told me that Avox owns the Scott line now. I called Avox and they were able to email me a parts break of the cylinder but couldn't sell me the part directly but Zodiac could. I contacted Zodiac and was emailed 4 pages of stuff to fill out so they could put me in their system before they could do anything. I was told this takes 24-48 hours to process. I called the Husky dealer and he found someone in AK listing the part on an online parts locator but they don't answer the phone. Three days after contacting Zodiac and being sent through 5 people I end up getting the voice mail of the guy I left a message for 3 days ago. Another call to Aviat and they might be able to get the part but didn't sound very confident and it would take several days to get a purchase order and then the part would have to be shipped to them before it could be shipped to me. So the moral to the story is if you gotta tow a banner and you have a bent part just smack it with a hammer till it is straight. You will probably feel better. :o :lol:
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I like the airplane but WHEN we sell it this is exactly the reason I will never buy another!!
 
Husky vs. SuperCub vs. Scout

I know this has been beat to death, but how do the three airplanes compare for just screwing around: slow flight, low flight, yanking and banking, etc.?
 
I know this has been beat to death, but how do the three airplanes compare for just screwing around: slow flight, low flight, yanking and banking, etc.?
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All three will kill you equally as quick especially when you yank one when banked and the lower you are the quicker you die. :D
 
Re: Husky vs. SuperCub vs. Scout

Lasater said:
I know this has been beat to death, but how do the three airplanes compare for just screwing around: slow flight, low flight, yanking and banking, etc.?
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Hands down the Super Cub.
 
Steve,

For perspective, we have a Top Cub CC-18-180 in the shop right now for repairs. It was three weeks from the day the list of needed parts was sent electronically to CC before they actually filled in the spaces the mechanic provided on the spreadsheet, which was complete with CC part numers and the corresponding Univair part numbers (all these are stock Univair parts for Super Cubs--but they can't be used on a CC-18-180 without a CC part number stamped on them). CC finally responded, sent the order to Univair. Univair gave CC 1.5 WEEKS to ship the parts TO CC.

CC then has to mark the parts as CC parts, and, hopefully, within three months or so of when the parts were ordered, we might actually be able to start work on repairs.

Last fall, at ~400 total time, the control cables needed to be replaced (???) on this airplane. Same rigamorole. Finally, in frustration, our IA simply ordered the cables from Univair, and had CC fax him the paperwork for them. Plane was down for 10 days for a set of elevator cables, and if he'd waited for CC, who knows how long it would have taken.

Part 23 airplanes can be a pain, for sure, but Aviat doesn't have any exclusive on that business.

MTV
 
George, The rod end part # 4479 on the Scott brake cylinder is bent. Thought I found one in AK but it was the clevis version. I have a PDF parts breakdown from Avox. I have 3 sources searching for the part. Paint on the gear and belly fairings has cured so the airplane is going back together this morning. Itching to fly it before the winds come this afternoon.
 
sorry for the confusion -- I meant please elaborate on your reasoning behind the Cub being the best of three as a "yank and bank, etc." aircraft?
 
Sorry, I wasn't thinking about my last post. I flew a 2004 Cub Crafters 180 hp Super Cub for a week after doing some work on it and then I picked up Gary's 200hp Husky with the new wing. I like the SC better for yanking and banking. I like the feel better, the airplane feels lighter on the controls and more natural to me. I like the Husky and it is faster but for just fun flying I prefer the SC. For many years I had a 90 hp SC and an A1A Husky at my disposal. The owner lived in Dallas and flew his Maule back and forth. If I was flying the Brazos river playing I took the SC, if I wanted to go some where I took the Husky.
 
Steve Pierce said:
Sorry, I wasn't thinking about my last post. I flew a 2004 Cub Crafters 180 hp Super Cub for a week after doing some work on it and then I picked up Gary's 200hp Husky with the new wing. I like the SC better for yanking and banking. I like the feel better, the airplane feels lighter on the controls and more natural to me. I like the Husky and it is faster but for just fun flying I prefer the SC. For many years I had a 90 hp SC and an A1A Husky at my disposal. The owner lived in Dallas and flew his Maule back and forth. If I was flying the Brazos river playing I took the SC, if I wanted to go some where I took the Husky.
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So...now that we have that figured out.

Now let your wallet talk...

Seems like the guys with the top cubs and huskys will be paying 25-50% more for insurance and parts down the road.
 
Steve, are you saying the roll rate is quicker on the Top Cub than a new Husky?

I have not flown the Top Cub but if it has better roll rate and feel than a Husky what did Top Cub do to the wing and ailerons to make it so good?

To bad the Husky is not certified for aerobatics because it sure has nice control harmony , feel and quick response.

You will have to forgive me for being cautious about low level high control input flying as I have seen far to many accident reports from pilots exceeding their ability performing low level edge of the envelope flying.
 
husky v cub v scout

Chuck E.,

I think you misunderstood my question, I was not advocating flying low, slow, yanking and banking at the same time. I was talking about separate activities that are part of the "cub" mental health therapy regimen.

It is amazing how a half hour in the air can change a day for the better.

Steve answered my question. For just messing around, a light weight supercub is probably hard to beat. Particularly bang for the buck. My problem is that I do go on some longer cross country trips. The Husky's speed and fuel capacity are alluring.
 
mvivion said:
Steve,

For perspective, we have a Top Cub CC-18-180 in the shop right now ....

Part 23 airplanes can be a pain, for sure, but Aviat doesn't have any exclusive on that business.

MTV
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Great point on the CC, and the Husky as well Steve.

Stearman600 sure set the bait for another H vs cub flamer, but I'm betting that wasn't his intension... But these are valid considerations for his question, as banner towing can be very time sensitive. After all who wants to see Superbowl sundays banner flying at high noon the following wednesday over an empty stadium :o

Oh and Mike, not to nit pick... but I didn't even see CC180 in the equation? I'm willing to bet there are not many parts on a Piper cub that couldn't be had and installed overnight (for smaller stuff) and inside of a week for something as dramatic as a whole wing... Try that with brand H, CC, or anything else you might tow with :wink:

Take care, Rob
 
Rob,

You are absolutely correct. BUT, I've run new Huskys (three of them) for a LOT of hours without having any parts replaced, other than stock parts that can be acquired from outside vendors. A set of elevator cables should NOT take that long to acquire, and I've run Huskys for 1500 hours and not replaced cables. Don't know what's up with that.

The frustration with the CC airplane is that MOST of the parts are actually Univair stock parts, but you can't legally buy them from Univair and install them.....grrrrr.

I have to agree with Steve....if I were just going to go out and bash around of an evening, and my choices were a Husky or a LIGHT Super Cub, I'd take the Cub most times, especially a 90 horse Cub. The Husky is a lot of fun to fly, and has its' own attractions, one of which is roll rate. But, it's not aerobatic, I'm told.... :(

The down side to "rebuilt" Super Cubs is that often it is VERY difficult to tell what's new and what's not in there, and there's no requirement to say which is what. If you rebuild it yourself, or have a reputable builder build it for you, you have control over that. Go buy one off the street, and you may pay new price for something that has a LOT of junk in it.

That there is the benefit of buying a new plane, but bring $$$$.

MTV
 
The Super Cub I was flying was a PA18 that was built by Cub Crafters as a new airplane under the PA18 type certificate. Stock wing with 180 hp. It is a very nice flying airplane as many on this site can attest to as they have flown it. I flew it several evenings after work chasing wild hogs and bends in the river and like Ed said, it can change the day for the better. :D To me it is a well balanced airplane. I like the new wing and ailerons on the Husky but I don't like the heavy feel of the elevator if I decide to change pitch all of a sudden. I think it is more of a trim airplane where the Super Cub is not. I get used to flying the Husky very quickly and enjoy it also.

Mike, Over the years I have never had good luck obtaining parts from CC no matter what it was. I have gotten things without paperwork, a month and many phone calls later and on and on. Like Aviat, they have good products but I think are somehow caught up in manufacture and not customer service. If a customer wants parts from Cub Crafters I have them order them directly. It saves me time and aggravation. I am not trying to be mean just stating my experience and those involved know how I feel and why.
 
if crank and bank, low and slow, shucks, an old 7AC or J-3, or both and you still have a good 30+ grand left over compared to buying the others!!!!

But no speed, and not much weight capacity... not much ego for them either. Just great fliers! :angel:
 
cub husky etc

Wow, I didn't expect to get so much feedback...Had a look around The UK and found that in EU a work plane cannot exceed manufactures time limits on engine - either hours or years. So if you have a perfect 96 Husky with 200 TT, you cannot work with it until you do a major overhaul as the engine has 12 years (the limit) in service! Wonderful! And we think the FAA is trouble? Count your blessings. Looked at some decent planes at good prices, including a Husky with full IFR and 2 altimeters and an auto pilot. Based in the Channel Islands where there's lots of fog. Nice plane, fair price. Still have some difficulty getting my flat butt in and out of Huskies especially when the stack hangs to the floor. What do all those dials do anyways??

Then I found a superb 160 Cub with 110 hours since total rebuild A&E; and at the price it'll either fly as is, or get a 180 in it. Plus I don't need to ship it to Europe, which I consider a risk and a nuisance. And it is painted beautifully in dope and no enamel. Dead stock, basic plane, just like the old girlfriend that you realized you always liked. So I suppose if it's a bit slower, at least we'll have more time together. Life could be worse. Hmm... 180, LR tanks, etc etc...(Rob) PA-12 is my favorite, but EU authorities are really funny about old planes. They're even trying to ban N Register Corporate aircraft from being based there. They'll fight so long over this, I'll be 80 by the time they decide.
 
I picked up the Husky after Steve Pierce completed the installation of the AOSS.

Many have asked for the cost figures: Here goes:
AOSS $3000
Husky STC Kit for AOSS, $1500
CC Cabane V, 3" Extended Gear Legs and bolt kit, $1800
Atlee Dodge Safety Cables, $250
Pierce Aero, Labor and Misc Materials, $5420
Misc Freight, $125
Total, $12,095

I am very pleased with the system. Steve's craftsmanship is very nice. While it took a little longer than Burl lead us to believe, Steve did a few things extra. Steve built a couple of belly skins rather than patch where former parts penetrated. He also built one piece brake lines rather than use the copper lines from CC with flex at each end.

I am sure that Burl's familiarity with the system allowed them to complete the install quicker than Steve. I think if Steve were to install another one tomorrow, it might take a few hours less.

Performance: Wow! I cannot make it bounce. There is a guy on the Husky list that calls himself Bouncer, if he had AOSS he would have to change his handle! It sits up a little higher in the nose, I didn't measure before and after, I am making this assessment based on vision while taxiing. It appears with limited testing that I lost from 3-5 MPH as a result of this installation. With AOSS, 31" ABW, Baby Bushwheel: 23.5"/2350 RPM, 10 GPH, 30.04" Barometer, 53 degrees F and 2500' MSL, TAS is now 105 MPH.

Take care, I need to go fly!
Gary
 
Glad you like it Gary. Hope you got to play late Sat. No wind and unlimited visibility here. Great day to fly.

100_3524.JPG
 
Chuck E. said:
I haven't flown a Huskey, but have spent a fair amount of time in the back for surveys. I hate them. I can't get within 20 yards of a Huskey without driving my forehead into one of the flap hangers. They have to be made of the hardest material known to man. The reason they're painted red and white is to hide the blood.
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I don't wish to sound like I'm insensitive about your problem around the Husky, but why are you continually banging into the flap hangars?

Are you just a slow learner? :-?
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55: Yep,...that would be me.
 
Gary Fields said:
With AOSS, 31" ABW, Baby Bushwheel: 23.5"/2350 RPM, 10 GPH, 30.04" Barometer, 53 degrees F and 2500' MSL, TAS is now 105 MPH.

Take care, I need to go fly!
Gary
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Hi Gary

You mean 105 Knots not MPH right?


Crash
 
Nope, unfortunately I mean MPH. I flew again today and it is still 107 TAS at the power settings I mentioned before. It is a little faster than a Super Cub, but not a whole lot!
Gary
 
Well I finally got all the hydraulic plumbing finished in the Husky for the Whip. 2100 Amphibs.......

....there were times I wondered why I didn't take the thing to Minn. and have Whipline install them....but actually it has been interesting work and being sort of retired it keeps me busy.....

...can't wait to fly it on the Amphibs..... :D
 
My Cub with 180 hp, 43 pitch prop., 30" Air Streaks, 2400 RPM level cruise.

IMG_2614.JPG


Crash

P.S. Note the whiskey compass and the GPS heading....pretty close for where it's located.
 
Crash, if that Cub is down on the Kenai Peninsula, we can run it side by side, with our Husky on AOSS gear and 31 inch Bushwheels, and get a realistic idea of the speed difference between the two planes.

Our experience is that a Husky on 31 inch Bushwheels, straight floats or skis goes 108 knots. Removing the fairings takes a few knots off, and the AOSS slows it down further. We are planning to work on cleaning up the AOSS installation this winter to get some of that speed loss back.

An issue with Huskies, is that they tend to indicate slow on the airspeed indicator, at cruise speed.

George
 
GeorgeMandes said:
Crash, if that Cub is down on the Kenai Peninsula, we can run it side by side, with our Husky on AOSS gear and 31 inch Bushwheels, and get a realistic idea of the speed difference between the two planes.

George
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Sounds good George, then if you don't mind, we'll go out and do some short field work for a "real" comparison. :D

Seriously though... no doubt the Husky is a little faster. My Cub is fast for a Cub. I'd own a Husky if it were not for its looks, weight, engine cowling, parts issues, $12K to get the landing gear "right" and no jack screw trim.

If I want to get "there" quick I have a C-180. If I want to land when I get "there" I have a Cub.

Take care

Greg
 
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