15kt demonstrated in the Husky.. it was right there but I wanted to demo 20 flap to show it can be done.

I always practice spot landing and on a line..I know I can go sideways.. in that video I could have landed going south on the cross runway.. but I wanted to demo the basics of a forward slip into a tail dragger on a line on grass.. and yes I can do it on concrete.. some of the comments are funny.. Im probably north of 4k to 5k landings in my life.. :)

as it gets worse reduce the flaps yes.. but this was a demo of 20 degree.. if it gets really bad, zero flap and +10kts , and fly it on.

Yes sir!.. thank you.. fly it all the way to the chocks!

@@goose-F16 Exactly!!!!!

with the extra speed of cross wind and 20 flap 500 ft to 700 ft, unless I dump the flaps and brake harder.. if I can land 30 flap normally, 300-500 ft. without pushing it.. max capability slow high alpha, 200 to 400. depending if you stick it well. Competitive level with it empty stripped and no gas. a little under 200 on a good one a little over 200 on a miss. I dont practice that much tho.. if you mis time the punch at the end, its hard down into a 3 pt.. the aircraft can easily land tail first if you hold it off.. but in the cross winds my personal technique is to stick it at 20 flap, dump the flap and get it slowed down fairly quickly. I know of several that land 30 flap no matter what.. but thats Not my preferred method.. I feel the lateral control suffers in a big cross wind with it.

@@goose-F16 thanks for getting back to me. Iam only just seeing ur answer and only because I decided to watch ur vid again... I have 200 plus hrs in a Cherokee and warrior. Buying a rans s-7. Similar performance but not as capable as ur husky. Presently tailwheel training. My field has 900 ft over 50 ft obstacle,,the first 200 ft no landing,,cropped. Leaving 700 to roll out on. Iam going to need a few more hours to be as comfortable as u are..lol Thanks again

I do a good amount of hard surface landings..just havent posted them. the plane has been moved to a muni airport with a hard surface.. Demoing many landings however chews up the tires.. thus the grass.. I took a break from filming for a bit, but will be back in the future.. thx for asking..

we were trying to calibrate the static port by varying the size of the ring around the head of the pitot tube.. its not super accurate. its the static measurement that throws it off. so we tried 6 different sizes around the pitot head.. ended up abandoning it and just living with it as its fairly accurate at slow speeds which is what I needed

They are not really comparable even though they are in the same family.. I know people who own both aircraft.. They both perform very well, but of course the 185 series of aircraft have the 520/550 size motors, and have enormous Lift capability.. there is a reason that aircraft is the most popular Float aircraft. The husky's history came from the super cub lineage.. 180hp, vs 250+ for the 185.. The 185 is faster as well.. but the aircraft is also hard to find.. They are both amazing aircraft.. I have a friend with a 550/voyager powered 185, and a husky.. he loves both aircraft.. he travels more in the 185, and does alot of shorter field work in the husky.. If I were to buy another propeller driven aircraft, a 185 would be in the top3 aircraft for me.. fantastic airplane.. just like the husky.. so if you were to choose, you would have to define the type of flying you do.. both are extremely capable. ITs funny, there are really not too many downsides to either.. these two aircraft are my top 5 fav's.. no downside to either.

@@goose-F16 Thank you very much. And you can fly with some friends in the 185.

You bet... Im not an amphib guy but I know plenty who are... look me up on email on here or on TASC text.

windsocks are cheating :).. yes they are great.. we learn to read the trees/water/smoke as bush flyers.. split flaps: that would induce a roll...we just lessen the flaps as the crosswinds increase, so we maintain enough airflow over the wings to have roll control and adverse control: thats what the ailerons are for.. they induce an adverse yaw which lessens the amount of rudder needed to hold it straight.. most ground loops are caused by releasing the aileron into the wind, and centering the rudder on touch down.. that comes back to basic crosswind training.. fly it until its stopped in a crosswind.. never take a gust for granted, Just ask mike patey, he is a fantastic pilot and it happens to the best of them.. been there done that.. I was lucky I flew out of my almost ground loop bunny hop without touching a wing tip or the prop, or smashing the gear on my sedan years ago.. thanks for the comments..

Thx. Get yourself a husky. Fantastic plane. Does everything I want. Very safe and good performer

Hi Merlin.. good instincts.. as the wind gets stronger I reduce the flaps.. I have 30/20/10.. when the winds get gusty I use 10 or no flap.. If I have the distance to stop.. 20 in the husky provides adequate margin around 15mph winds or maybe more.. if its gusting 20 or more I use 10 or zero.. I learned in a sedan with no flaps.. but I dump them upon landing to glue the plane to the ground.. just keep that aileron in to the point where it feels too much almost.. This video was just a quick demo at a friends request on doing 15 mph winds in his husky.. but alot of people seemed to like it because I address the fundamentals.. speed, pitch, and adverse yaw control to keep the upwind wheel down.. thanks for the comments..goose

@@goose-F16 I never feel comfortable dumping flaps, especially during challenging conditions. I just try to keep that tail up and slow it down ASAP until past transition speed. I see the appeal though.

different plane..

Thank you John.. I got slapped around by the stearman a few times, before this really sank in. I ran OFF the runway one time in my sedan by not keeping that adverse yaw in on a ratty day. Have flown with alot of instructors that dont emphasize this enough.. I try to keep enough aileron in that the plane is light on the down wind wheel and heavy on the upwind/tail wheel. and always in the back of my mind, the downwind brake can be "tapped" as a last attempt to straighten it if the wiggle begins.. one wiggle, brake, two wiggles, 2/3 power/go around.. my personal criteria. thanks for watching.. I will be doing more videos later this year.. we have had alot of things going outside flying due to covid.. more to follow.. hope to see everyone at OSH..

A little. But it was also very ratty and rough. The cameras stabilize that. I was getting a lot of gust and lifting. One time I overshot a lot and got fast. That’s what you probably saw. If it’s really gusty I set a min speed and keep it above that about half the gust above base. This was not a short field landing either. Just a roll on two point w big crosswind. So I didn’t care if I was a little fast. Thanks for the input.

Most times when I see a ground loop, its because the pilot centered the stick or yoke, or put in opposite aileron at touch down, instead of staying into the wind with it.. I have seen experienced pilots do this, me included, it takes discipline to stay into the wind.. If you use the aileron as much as you are able without overdoing it and keep feeding it in, that adverse yaw reduces the amount of rudder by a long ways required. I had that pounded into my head at flight school, and by my tailwheel instructor.. he calls it the bicycle landing, mastering the upwind wheel. good luck out there.. Its even more important on asphalt.

@@goose-F16 Just watched this again. So important. That tendency to center the ailerons just before I touch down is so real; then a gust hits and suddenly I am 20 feet right of centerline. Not to mention having the tail blown to leeward on roll-out. Landing on the upwind wheel needs to be the goal. Still working on it. Like you say, the plane is still flying, so don't stop flying it just because you are about to hit (or on) the ground! Keep flying!

@@kwittnebel Excellent.. you have found the key.. keep the controls applied to gain the appropriate response, until they are no longer needed.. the higher the wind the more and longer they need to be in.. I watched a Stearman ground loop at taxi speed in a strong wind for example.. thank you for the words.. fly safe!

Awesome meeting you.. look forward to flying with you someday!

@@goose-F16 ps: if all the moons come together, Kent and I are headed to PHX to pick up a Husky

D, enjoyed this video... will have xwinds today during my lesson... so, good to see an actual Husky encountering these conditions. Well done.... Andrew

Bill, where do you live, what city? we are up around the Michiana area.

we always help guys find huskies..

@@goose-F16 I’m in Texas near Fort Worth.

@@billhogg9287 shoot me an email with contact info.. the email is in my About section..

Marc, yes, as you get nastier winds, you can use less flap.. no different.. however 10 flap and no flap have very little diff, but Yes I have used 10 flap.. flap speed is 80mph. But the aircraft is placard is 15.. which means that above that was not tested.. use at own risk.. speed is life . 207 is a sweetie..

Marc we also practice no flap landings in case we have to reach for the runway in the event of power loss, carrying energy to the flare.. of course everyone should practice diff flap. And energy states.. I have had 2 engine issues requiring an emergency landing. Both of them were no flap landings. Thank you for the comment..g

if you accidently pick up the down wind wheel too much, a quick movement will drop the wheel back down, and let you get right back int the aileron.. Aileron into the wind uses adverse Yaw to help you stay aligned and reduce rudder required.. thanks for the words!

your instructor will go over this but you need to learn the 3 point first even in the cross winds, but as your training progresses, they will show you how to wheel land in a cross wind like I show.. good luck with training! I learned in a Decathalon, and citabria.. so fun..

Agree.. early video learning how to mix audio..had a whine in the audio too from mags.. working on it. :)

I plan to do more, I have a 4 camera setup now but due to Covid had to take a long break from flying it.. will return ..

Great question. The aviat book procedure works fine. But in my opinion you can end up airborne at a high angle of attack with almost no roll control. I would not ever do that with a crosswind.. The aircraft gets airborne quickly with the procedure. No doubt.. But once you learn to time the flap pull, I can consistently match or closely match the takeoff distance.. But here is the difference.. The aircraft accelerates faster with the tail up, and when airborne, you get airborne with less angle of attack, and more control.. I have had sub 200 ft takeoffs, but more common is around 300 ft, but I get airborne with more energy.. Additionally I fly out of a field with trees at the ends.. I find that not dragging the tail, and having to pitch over, but popping it in the air and unloading slightly to accelerate results I a faster time to climb speed of 74mph, or 70 best angle to clear the trees.. as demonstrated in the video. However both systems work.. the aviat system is mechanical, the popping requires timing which you have to learn and practice.. we have lined planes up and measured off the distance and its negligible really. And finally on a rough runway, the pop trumps the High Aoa system because you stick the mains on the ground, absorb the bumps until its time to fly. And it works much better with a crosswind, because you need to glue the plane to the ground until flying time, and with the lower angle of attack airborne, your roll control is much better.. If you fly it enough, you will see that at High AOA and slow, your roll control is terrible.. all those things added up to me to learn to do both, but to publish the long standing cub method of popping flaps as an alternative idea for the husky, and that it can be done properly and safely. I have flown with Jeff Welch, who wrote Husky 101, and we have debated this a lot.. both work, but learning about the Aoa/roll limitations of the husky is needs to be expanded upon.. Remeber its not a contest to get airborne, its a contest to get to a safely controllable altitude in a min distance,.. Hope that helps..

@@goose-F16 Brilliant! Extremely insightful - I appreciate your detailed response. I'll give it a ago, practice it and get back to you. Many thanks, Ed

I am too very tall, if you have long legs, you can put buckets under your heels.. the cockpit is not too bad at all.. the later huskies with the larger door are easier to get into..I cannot remember around 2011 or so when the door got bigger. Im 6.2 myself, and have had 2 of us in there.

@Zack, athe buckets I refer to, are extended foot wells that help alot if you are long legged.. works well.. I dont us the foot well, at 6.2 but a buddy who is 6.4 uses them and he has big feet.. works great..

OSX System Preferences in the dock or from the Apple Menu in the left upper corner of the screen

Kevin, the most common issue with wiring for the starter is the 2 ground cables, one on the motor, one onthe battery/chassis.. the next most common error I see is a loose cable crimp on the starter cable at the starter. Wiggle all the connections on the cable to check em. goose