A first-time 206 operator will do a double take when they realize the airplane’s max load hovers just shy of 1,500 pounds, measured against its 3,789-pound max takeoff weight. Mine is equipped with an Aspen PFD, Garmin GNS530W and S-TEC autopilot and is routinely flown single-pilot IFR. One can even opt for an STC’d 450-SHP Rolls-Royce turboprop engine, courtesy of Soloy (www.soloy.com). Unless the airplane was heavily loaded, or the area was tight, the reduced-power takeoff was manageable. Unless otherwise noted, these reviews carry product pricing from the time of the original review. Cessna envisioned the Stationair as a flying stationwagon or SUV, and that’s exactly how pilots use it, filling the dependable Cessna 206 Stationair with kids, baggage, camping gear and fuel for fun weekend jaunts. An aerodynamic cleanup in 1975 boosted cruise speed by about 6 MPH. Crista V. Worthy is Managing Editor of Pilot Getaways magazine, a travel magazine for private pilots, and Editor of The Flyline, the monthly publication of the Idaho Aviation Association. About 576 205s were delivered over its two-year production. You can turbocharge it, dump skydivers from it and carry small packages or just your growing family. It had a new interior and upgraded avionics. I think the plane is capable of shorter strips, but I’m getting older and more conservative. If you do stall the airplane, the behavior is pure Cessna: There is a definite break and it will roll off if the ball is not centered. Currently however, Cessna only offers the Turbo version, for a base price of about $662,000. Operating LOP can reduce those numbers two to three GPH while keeping CHTs down—a consideration in hot climate operations. This is not without its benefits, though. The remaining U206 and TU206 were offered with either a utility or passenger interior and renamed Stationair. Several accidents over the years show it is possible to load a Stationair outside its envelope. The Pipers do have an edge in TBO over the Continental-powered 206s. In later years, Cessna limited the flaps to 30 degrees. Training. It takes a hefty pull on the yoke to flare properly. Most of my flying is at a cruising altitude of between 9,000 and 11,000 feet. PH-JBY Private Cessna U206F Stationair. 2008 cessna turbo 206h stationair Piston Single Aircraft Price: USD $466,200 USD $466,200 + VAT = USD $536,130 ( VAT applies to users in South Africa ) ( Price entered as : … The extended fuel tanks provide an interesting combination of higher useful load (1420 pounds), increased range with nearly 120 gallons of fuel on board, higher cruise speed and lower stall speeds. It makes the Stationair an excellent IFR platform—stable and rock-solid. Or, put one on floats and jump in with a wet swimsuit. Your email address will not be published. It also makes for a relatively smooth ride in turbulence. The turbo model of the 207 was powered by a TSIO-520-G, also with 300 HP. With the CG forward, it takes dedication and determination to get the nose up into landing attitude. This family is used in commercial air service and personal use. View Aircraft and Seller Details > Advertisement I was president of the Idaho Aviation Association from 2006 to 2009, and I currently serve on the Idaho Aviation Foundation board of directors, so some of my flying has involved those organizations’ activities. In 1977, the 207’s name was changed to Stationair 7. Great article, congratulations. That’s for six seats. So, obviously, I’m pretty high on the 206. A Letter From Your Pilot: the Germanwings Tragedy. Beginning in 1972, cuffed leading edges on the wings (called “camber-lift” by Cessna) were added to improve low-speed handling without a noticeable decrease in cruise speed. Use care, and instruct passengers, with regard to the clamshell doors in the back and the use of flaps. I had been looking at a 1970 P-206 with a new engine that was on the market for $32,000, well beyond my means. The allowable CG range is unusually long, making cargo/passenger positioning less of a juggling act than with many aircraft. A wet-wing fuel system was introduced in 1979. For the kind of flying I have done the past 35 years, I couldn’t ask for a better airplane than the Cessna 206 Stationair. There’s also the Cessna Flyer Association (www.cessnaflyer.org). The operator I flew for called for takeoffs at 25 inches and 2500 RPM, mostly to keep the noise level down. Cessna 206 Series. I don’t have the instrumentation to run lean of peak, so I stay rich by about 75 degrees. Visit them at www.caviceprotection.com and read our full report on de-ice system upgrades in the February 2017 issue of Aviation Consumer. The rule of thumb most of us used was that if the tails of the floats started to look even with the surface of the water before the pilot climbed on board, you were headed for a challenging takeoff. Part 135 companies might be drawn to it as a small freighter that is rugged, economical and can get in and out of remote airstrips while carrying a big payload. Much of my flying then was for business, visiting legislators throughout the state. Put it all together and the Stationair is not generally a willing participant in stalls. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. The fuel tanks are bladders, which I replaced soon after I bought the plane because of an AD. It was originally introduced in 1963 as the 205, a fixed-gear 210, technically known as the 210-5. 225. Amphibious or Straight models are available for the Cessna 206. In spite of Cessna’s best efforts, it doesn’t quite match the capabilities of the passenger compartment. If you kept the trim the same as when loaded all you had to do was put out full flaps, slow it down till the needle bobbled around 50 knots, and carry a little power. If you couldn’t get on the step the CHTs would redline and the five-minute limit on full power would get hit and you’d have to go back and do something to change the loading. The engine was a 260-HP Continental IO-470. Cessna corrected that problem in the later 1960s. Cessna originally introduced the airplane in 1963 as the 205—basically a fixed-gear version of the Cessna 210. The P206 had the same door arrangement as the 205, but with the bigger engine from the 206. Commercial operators depend on the Stationair (both C-206 and C-207) to get them in and out of rough airstrips, loaded to the gills with fishermen, river rafters, or hunters and elk meat. As all aircraft are delicate and passengers often treat airplanes like cars (slamming doors and yanking on things), it’s best to be sure the back doors stay shut when flaps are down. The market spoke: few P models sold in comparison with the U models, so after Cessna built around 650 of them, they discontinued the P206 in 1970. CAV Ice Protection has the weeping wing TKS upgrade for 206 F, G and H models. By Richard L. Collins. I purchased the airplane so the entire family could travel together. I have flown several 206s on floats, one on PKs, the rest on Edos. The 207 was discontinued in 1984, and the 206 two years later. In 1980, another seat was added to the back row of the 207, making it an eight-place airplane. In 1964, Cessna responded to demand for more utility and created the U206 (U for “utility”) Super Skywagon, with a 285-HP Continental IO-520-A, redesigned wing and bigger flaps. About 576 205s were delivered over its two-year production. It hauled me, my wife, our two sons and camping gear to many parts of the Idaho backcountry for 7 years and 700 hours. Cessna Service Stations have all of the current Maintenance Manuals, Illustrated Parts Catalogs and various other support publications produced by Cessna Aircraft Company. But in 1987, I got the call to fly to Riverside, California, to pick up the notorious prison escapee Claude Dallas, who had been loose for more than a year after killing two fish and game officers in Eastern Oregon and escaping from the Idaho State Prison. This aircraft price is not provided, the average historical price for aircraft like this is $390,070. He lives in Meridian, Idaho and continues to work on Idaho aviation issues, fly his Cessna 206, and enjoy his grandchildren. We’ve seen problems with the tail, mostly corrosion caused by the foam-filled elevator and trim tab getting soaked with water and pulling off rivets, screws and nuts—a concern if the airplane was ever on floats. Thus, Stationairs are no strangers to hard, nose-first landings that sometimes damage the aircraft. 1998 - 2010 Cessna Stationair 206 … It was a great run. Write CSS OR LESS and hit save. The heater blasts hot air into the cabin in the winter, and the vents are adequate for cooling in the summer. It is larger and faster than its little brother, the Cessna 172 and also able to carry more weight. Given the number of respondents who routinely operate out of short and rough fields, combined with the nose-heavy landing tendency, we recommend paying close attention to the landing gear, brakes and the prop for erosion from the detritus on back-country strips. Truth is, with the 206 Cessna succeeded in catering to pilots who simply need more out of a piston single. Pilot Shortage: Where’d All the Pilots Go? Reg PH-JBY. A native Californian, Crista has been flying since 1995, is a fan of both backcountry flying and hiking, and now lives in Idaho with her husband Fred. Be prepared to put the throttle to the stop. Another nice touch is the lack of a lip at the doors, so cargoes don’t have to be maneuvered up and over to get them inside. We stripped out the seats, except for the pilot’s, and removed the door. At that altitude, I run 18 inches of manifold pressure, 2,300 rpm, burn between 13 and 14 gallons per hour and cruise at about 135 knots. The world would have to wait for the Caravan to see a model 208 and what may be the ultimate evolution of the high-wing, strut-braced single. Cessna's load-hauling 206-series Stationair has always been a working-pilot's airplane. Know more about the Cessna 206. Like most Cessna singles, the 206 does pretty well in short/soft/rough field operations, a big factor in the purchase decision for many of our respondents. Further input was unsuccessful and the airplane hit the beach nose-down. About Cessna T206H Turbo Stationair. Of course the 206 is not the only option for a six-seat piston that can still operate from unpaved runways. The U206 was by far the more popular of the two. The installer never got things quite right, so I always order my fuel to be stopped one inch from the top to avoid leakage. While the Stationairs have large cabins, they’re not long on comfort with a full load of passengers. Latest. If you have a load to haul, the beefy 206 gets it done. Few owners seem to mind the fairly heavy controls: Snappy handling is not why they bought the airplane. Also, with power on, the deck angle required for a wings-level stall is alarming. As mentioned earlier, many 206s are used in the backcountry, where operators appreciate the early models that featured a full 40 degrees of wing flap travel. Cessna 206 Stationair. Some of the add-ons to the airplane were extended range/tip fuel tanks, gap seals, active traffic (TAS) and XM weather. The Stationair and the Turbo Stationair retained the 285- hp Continental used in all previous models. A fire resulted when a turbocharger overboard exhaust pipe separated—the owner had declined to perform the service bulletin issued calling for inspection and maintenance to prevent that specific risk. I learned to fly in a Piper Colt in 1961, the year I graduated from Pendleton High School. This website contains many older reviews. Simplicity is a good thing, and helps keep maintenance costs down. Recovery requires lowering the nose by at least relaxing back pressure. On PKs, getting on the step did not guarantee the airplane would come off the water; I might end up just high-speed taxiing. The Cessna 205, 206, and 207, known variously as the Super Skywagon, Skywagon, Stationair, and Super Skylane are a family of single-engined, general aviation aircraft with fixed landing gear, used in commercial air service and also for personal use. Advanced Display Technology. An additional bonus was a nose baggage compartment, easing the task of getting the CG in the proper place during loading. It has proven tough and reliable enough to be a fixture in the bush throughout the world, holding on even as turbines shoulder out piston power. Date 9 August 2020. I can only hope the new engine is as trustworthy. It wasn’t until 1975 when I sold a house that I could scrape together $4,500 to buy a Piper Tri-Pacer in Boise and resume my flying interest. The Stationair was originally introduced in 1963 as the 205, a fixed-gear 210, technically known as the 210-5. 2004 cessna 206h stationair Piston Single Aircraft Price: USD $248,640 USD $248,640 + VAT = USD $285,936 ( VAT applies to users in South Africa ) ( Price entered as : ZAR R3 700 000 ) I also was a volunteer pilot for the Ada County Sheriff’s Department. The 206/207 is subject to the infamous 84-10-1 fuel tank bladder AD. Despite initial climb performance of over 1000 FPM, cruise climbs require 100 to 105 KIAS at 30 inches/2500 RPM/24 GPH to keep the hottest CHT under 400F during the warmer seasons, dropping average cruise climb rates to 700 FPM. The Tri-Pacer is an honest airplane, despite its looks. In 1969, Cessna introduced the 207 Skywagon, with a stretched fuselage and one additional seat, also powered by the 300-HP IO-520-F. Commercial operators took an immediate liking to the 207. Top cruise speeds will run in the 145-knot area while burning 17 gallons per hour or more. A turbo Cessna 210 would be a better choice for those who need more XC performance. Or, just strap on a bigger piston; an IO-550 is available from Texas Skyways, www.TxSkyways.com or Atlantic Aero (recently acquired by Landmark Aviation) www.landmarkaviation.com. It was almost like the more we abused it, the more it loved us. Other ADs of note are 91-15-4 and 82-27-2, inspection of the prop; 97-26-17, ultrasonic inspection and possible replacement of the crankshaft; 96-12-22, recurrent inspection of the oil filter adapter; and 2011-10-09, seat rails and roller housing inspection. This site uses Akismet to reduce spam. An issue that came up regularly was carrying too much in the back end, either passengers or baggage. CESSNA T206H SPECIFICATIONS Powerplant Lycoming TIO-540-AJ1A, 310 hp @ 2,500 rpm Recommended TBO 2,000 hr Propeller McCauley 3-blade, constant-speed, 79-in dia. The 206 can feel like two different airplanes when it is light with a forward CG versus at gross weight and a mid- to aft-CG loading. While the best one can hope for from the Continental-powered Stationairs is a 1700-hour TBO, the Lycoming-engined 206s have TBOs of 2000 hours. It can haul heavy loads from short airstrips at high density altitudes, while still providing good cross-country performance and the ability to cruise in the mid-teens. The horizontal stabilizer has been free from rocks and gravel damage, although my prop has suffered a chip or two. Stalls accounted for only five accidents, and they were on short final (one) or shortly after takeoff. As far as type clubs, there’s the Cessna Pilots Association (www.cessna.org), which we’re told is getting back up to speed. I have been as high as 18,000 feet to top weather, but 12,000 to 14,000 feet is the sweet spot, balancing terrain and performance to oxygen needs. Since 1983, I have flown 5706J about 2,100 hours. Rumor has it that trying to find an optimum compromise between speed, payload, range and comfort has driven more than one aeronautical engineer around the bend. Early models had 40 degrees of flap, which helped tremendously for short arrivals. Other mods include skis, floats, long-range tanks, and various speed mods. Useful load went up by about 30 pounds. 1977 CESSNA U206G Stationair II ... Find and Compare CESSNA 206 for sale Also Consider. Heavy, full power was necessary, sometimes pressing against the five-minute limit, especially on glassy water. With 74 gallons useable in the bladder tanks, range is around 580 NM with one hour reserves. Another factor in the continuing popularity of the U206 was that in 1967, Cessna bolted a new engine, the 300-HP Continental IO-520-F onto it, which also allowed a takeoff weight increase. It will go a bit faster consuming 17 to 18 GPH at 75 percent power ROP.The range drops considerably and CHTs are difficult to keep under 380F during the summer at high power settings. And it doesn’t just work for private operators. Cross Data Search Correct Data. Eighteen percent of the events involved engine power losses or stoppages, usually because of improperly conducted maintenance or failure to perform it. Two books had been written and a movie had been made about him. I calculated the CG loading one time and determined I could put the half-ton of load with full fuel either in the front or the rear and still be in the envelope (or nearly so). So popular has been the 206’s combination of simplicity and load-carrying that it’s one of three singles Cessna saw fit to bring back to the land of the living when it restarted piston production. I was involved with a skydiving group out of Iowa, and somehow we ended up owning a 206. This is the name of the game for Stationair pilots. Born in Boise, Idaho, Larry Taylor’s work has run the gamut from television news anchor to industry lobbyist to president of the Idaho Aviation Association. Got stuff to haul? However, using less than full flaps for landing (say only 20 degrees) can ease the control forces required to flare. The 206 flew well on floats with a good load, handled turbulence well but didn’t seem to like flying too slowly on final approach as it would develop a very high sink rate. These improved low-speed handling at almost no cost to cruise speeds. Detailed information, specs, features, fuel cost, performance stars and pictures of the Cessna Turbo Stationair. Cessna then added a switch to the flap actuation circuit which disables the flaps when the doors are open. I think the fuel gauges were mostly working. You need to open the front part as far as possible without hitting the flap, about two inches, and only then open the rear door, re-stow the rear door handle, and then you have enough clearance to open the rear part of the door. After building around 700 of them, Cessna halted production of the 207 in 1984. Aircraft Cessna U206F Stationair. For the widest cabin possible there is the Piper Six/Saratoga series. Another comfort consideration is the baggage compartment. If you’re used to flying a Pitts, you’ll find you need to begin turning sooner. The turbo 207 was powered by a TSIO-520-G, also with 300 HP. After ten hours of dual instruction for the insurance company, I was headed for the backcountry with all the power and space I had only dreamed about. In 1967, the U model got a takeoff-weight boost and a new engine, the 300-HP Continental IO-520-F. while the P model kept the 285-HP O-520-A. It doesn’t take nearly as much effort to flare to land. Since we just flew over the airport we just measured the gas with a stick. Both companies’ products have proven reasonably reliable over the years. But I changed mechanics last year, and I don’t plan to assist in the future. The big Pipers have a wing spar running through the cabin right behind the front seats, disrupting the loading area somewhat, and the Cessna is definitely the airplane of choice for floats. My average GPS groundspeed is 125 knots over a variety of distances/altitudes/times of year using 13.5 GPH LOP in cruise. Flexibility is another hallmark of the Cessna 206 Stationair. We had no mods on this wonderful plane, not counting removing the seats and doors, but it was a true STOL aircraft. Cessna’s big, do-it-all Stationair has proved its worth worldwide for over 50 years. Got stuff to haul? One stall-after-takeoff crash involved an airplane that was some 800 pounds over gross. Relative to its size and capability, the 206 has been cost-effective to own and operate. I keep the plane hangared after having it repainted in 1992. As a kid, I slept in the back of ours, along with my parents, on camping trips to all the National Parks of the West. Thickness: .125" Serial Range(s): 206-0001 thru 206-0275 U206-0276 & up 207: 20700001 and up, 1969 and up Applicable Years: 206: 1964-1986 OEM Replacement Part Number(s): 1211670-4 Note: Please See Shipping Info DROP SHIPS FROM THE MANUFACTURER My logbook shows that most of my flying in 2015 was Boise to Big Creek. Pushing the limits of what is possible, the Turbo Stationair HD doesn’t make you choose between necessity and aspiration. The P206 was discontinued in 1970, with a total production run of 647. Indeed, any vintage of the Stationair can wear a lot of hats. Noise levels, particularly during takeoff and climb, can be fairly high as piston-engined singles go. After about 15 hours, I was off to college, marriage, children, and a career. Compounding this is the generally nose-heavy loading of the airplane. Serial U20603230. The baggage compartment was also lengthened by seven inches. But boys do grow. Unlike the Continental-powered 206s, the H model is available with a five-place, club-seating option. This 2016 Cessna T206H Turbo Stationair aircraft for sale is 1 of 35 similar aircraft currently available on GlobalPlaneSearch. In the time I’ve owned the airplane I’ve only had to replace the spinner, EGT probe, battery, a fuse and repair the beacon and the brakes. Designing such an airplane is a challenge because optimizing for speed hurts payload; a large comfortable cabin may mean stodgy performance and no baggage capability. There have been a couple of 206/207 specific ADs: 85-2-7 calls for inspection of a roll pin in the fuel selector, and 85-10-2 mandates recurrent inspection or modification of the induction air box. If it was wet, there was enough to get to 7,500 feet. I owned a 2001 turbo -206 N24742 great performance aircraft with one big problem, as a six passenger aircraft it’s a death trap for anyone in 2nd or 3rd row of seats, on take off, landing or a emergency landing you always have some flaps in.making it impossible to open the rear clamshell door forward so you can exit, this leaves the pilots door as the only exit, any people in the 5th or sixth seat are trapped, my plane had intrigated headrest on the 3rd and forth seats leaving just a few inches making climbing over impossible, also I’m 6’ 3” tall, with the pilots seat forward in flying position I couldn’t exit the aircraft without moving the seat back because of the windshield c piller blocks your way, so if the pilot is incapacitated the person in the front right can’t exit and the only exit for 3rd and 4th seat passengers would the pilots door providing its in the forward position, 5th and 6th seat no way out, I called Cessna on this and the rudely told it was certified as a utility type aircraft, so I rudely said then why in the hell did you six in it! The huge clamshell cargo doors remain, and beginning with 2016, several seating arrangements including club seating are available. 18 0. Such is the case with Cessna's new T206 Turbo Stationair. By 1983, we were testing the limits of the 135-HP Tri-Pacer. A drawback of the forward CG tendency is a proclivity for inexperienced 206 pilots to arrive nose first during landing, especially at light weights. Cessna 206 Turbo Stationair. The engine was a 260-HP Continental IO-470. August 10, 2005. I consider the G model to be the ideal 206 due to its combination of gradual improvements and creature comforts compared to earlier models, while still having the smooth and efficient Continental engine and a 200-pound lower empty weight advantage compared to the current H models. Most of our flights involved transferring mental patients and small-time criminals around the state. There also is a cargo pod available. The CESSNA Turbo STATIONAIR HD aircraft is the epitome of versatility. While no airplane can handle anything you can fit in it, the Stationair comes closer than most. The pilot flew into a row of trees blocked by the nose during climbout. This created the Stationair 8, but the designator remained 207. The airplane almost always went to the annual with no major maintenance issue. Cessna originally introduced the airplane in 1963 as the 205—basically a fixed-gear version of the Cessna 210. The heater blasts hot air into the most rugged airstrips Idaho offers engine power losses or stoppages usually... Engines and an STC ’ d all the pilots Go be a real challenge to get nose. The step on takeoff more popular of the Cessna 206 Stationair single engine piston for sale is of. > Advertisement one of the cessna 206 stationair gods seemed at hand in the winter year, Cessna came out a. Speed mods its two-year production club-seating option in 1977, the pilot ’ s also the Cessna Stationair 206. 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