cessna 206 stationair

Pilots who enter the Stationair after climbing the Cessna model ladder may find the aircraft is just more of the same—only heavier, although the ailerons are notably responsive, even at slow speeds. However, a 206 is not easy to land well and changes personality dramatically with different loadings. Since the CG envelope is so long, and most everyone wants to sit up front, the CG is often at or near its forward limit. This includes skis, floats, long-range tanks, STOL kits, vortex generators, cargo pods and various speed mods. Most of my flying is at a cruising altitude of between 9,000 and 11,000 feet. 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. With 8.50 main tires and no wheel pants, my 206 cruises at 125 to 140 KTAS burning 13.5 GPH LOP at altitudes from 4000 to 14,000 feet. A turbo Cessna 210 would be a better choice for those who need more XC performance. It was originally introduced in 1963 as the 205, a fixed-gear 210, technically known as the 210-5. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. Private | Cessna 206 Stationair (all models) Jorge Rafael Solano R. | San Jose - Tobías Bolaños Intl Private ( YV1444 ) | Cessna 206 Stationair (all models) Several accidents over the years show it is possible to load a Stationair outside its envelope. Cessna s biggest fixed-gear piston single is really three models, though all are essentially the same airframe. The airplane can be flown with the cargo doors off which, combined with solid low-speed handling, makes it popular with aerial photographers and public benefit flying organizations involved in conservation research and monitoring. Insurance was initially over $7000 a year as I was a 58-hour pilot. The six-seat model 206 was introduced in 1964. When I was evaluating alternatives, I considered a variety of cabin-class twins and six-place singles. 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. Or, put one on floats and jump in with a wet swimsuit. I was involved with a skydiving group out of Iowa, and somehow we ended up owning a 206. By Richard L. Collins. The engine was a 260-HP Continental IO-470. This airplane was a fixed-gear version of the recently revamped 210; it was produced for two years, with 577 delivered. 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). It had two doors up front and a relatively small rear door on the left side. PH-JBY Private Cessna U206F Stationair. 1973 CESSNA 206 STATIONAIR Single Engine Piston for sale located in Glenwood Springs CO from Charles Knuth 2387503. However, if the flaps are already down, opening the rear door safely takes a bit of care. The allowable CG range is unusually long, making cargo/passenger positioning less of a juggling act than with many aircraft. Great article, congratulations. In 1977, the 207’s name was changed to Stationair 7. An additional bonus was a nose baggage compartment, easing the task of getting the CG in the proper place during loading. 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. Aircraft Cessna U206F Stationair. The Stationair’s popularity and versatility made it one of the only three single-engine piston airplanes Cessna brought back when it re-started production in the late 90s, after a decade-plus hiatus. Cessna's load-hauling 206-series Stationair has always been a working-pilot's airplane. I keep the plane hangared after having it repainted in 1992. The operator I flew for called for takeoffs at 25 inches and 2500 RPM, mostly to keep the noise level down. Got stuff to haul? There have also been some instances of cracking door posts, though these problems have not proven to be a safety issue. It doesn’t take nearly as much effort to flare to land. When loaded toward the aft CG limit the equation changes significantly. The turbo model of the 207 was powered by a TSIO-520-G, also with 300 HP. The trick, if you can call it that, was understanding how to trim it when 1200 pounds of people and gear exited. (Still, we wish it carried as much as the old model.) It hauled me, my wife, our two sons and camping gear to many parts of the Idaho backcountry for 7 years and 700 hours. The early 206s had a smaller elevator that resulted in an ugly nose drop when flaring. 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. The fuel tanks are bladders, which I replaced soon after I bought the plane because of an AD. It provides a great combination of huge loads, reasonable speeds, crazy endurance and good maintenance costs that are common to Cessna products. Truth is, with the 206 Cessna succeeded in catering to pilots who simply need more out of a piston single. The Tri-Pacer is an honest airplane, despite its looks. We used the big cargo door opening to easily get her into the fully reclined rear seat, strapped her in and stuffed pillows around her. Vortex generators also help STOL characteristics; try Micro Aerodynamics at www.MicroAero.com. 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. I think the fuel gauges were mostly working. Reg PH-JBY. Having flown with him several times, I considered a tailwheel option before I bought the Cessna 206 Stationair. 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. It had the same engine as the U206, but the old door arrangement of the 205. Both companies’ products have proven reasonably reliable over the years. Turbocharging became available on both variants in 1966, with a 285-HP Continental TSIO-520-C. Because the tail was moved back relative to the mains, the pilot had to be careful to avoid a tail strike upon landing. 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. 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. Detailed information, specs, features, fuel cost, performance stars and pictures of the Cessna Turbo Stationair. Starting in 1966, both P and U models could be purchased with a turbocharged 285-HP Continental TSIO-520C. Known variously as the Super Skywagon, Skywagon, Stationair, and Super Skylane, the Cessna 205, 206, and 207 are a family of single engine, general aviation aircraft with fixed landing gear. That was supported by our review of the 100 most recent accidents of the marque—and a substantial proportion of those were an indication that the airplanes involved lived in rugged conditions and had been often run hard and put away wet. An issue that came up regularly was carrying too much in the back end, either passengers or baggage. In the case of an airplane, though, it can be a huge compliment. 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. About 576 205s were delivered over its two-year production. The Canopy Cover is designed to enclose the windshield, side and rear window area. Much prized by growing families, station wagons filled American roads in the 1960s and 70s. Gravity always seemed to bring it back down pretty well. 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! 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. The pilot was unhurt. Cessna 206 Turbo Stationair. STOL kits are currently available from Horton at www.HortonSTOLCraft.com and Sierra at www.SiJet.com. It had two doors in front and a smaller rear door on the left side. If you trimmed it to fly neutral, you simply ran out of elevator when it came time to flare, and you ate up a lot of runway. Got stuff to haul? Other than that, plus a few trips to the San Juans and San Diego, most of my flying has been in Idaho’s backcountry. 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. It was a great run. Not too many airplanes are rugged yet have six real seats and can carry half a ton after you fill the tanks. More room, more useful load, more seats, more fuel. But on the other hand, Stationairs are working airplanes by and large, and wear and tear can easily turn the tide in the other direction. Simplicity is a good thing, and helps keep maintenance costs down. Write CSS OR LESS and hit save. CTRL + SPACE for auto-complete. In 1980, another seat was added to the back row of the 207, making it an eight-place airplane. We strongly recommend that any checkout in a 206 include time with the airplane loaded light and forward and heavy and aft. But boys do grow. In terms of mainstream aircraft, the choices are pretty much limited to the Cessnas and Piper PA-32 Cherokee Six/Saratoga. Other mods include skis, floats, long-range tanks, and various speed mods. Cessna originally introduced the airplane in 1963 as the 205—basically a fixed-gear version of the Cessna 210. With an improved graphical interface, more powerful hardware, higher resolution displays, added functionality to improve situational awareness, and optional wireless technology, managing the flight deck has never been easier. Many airplanes that have been advertised as “do it all” machines just aren’t. Cessna’s biggest fixed-gear piston single is really three models, though all are essentially the same airframe. More than 7000, by serial number, U206s had entered the market, along with 647 P206s, the 577 aforementioned 205s and another 788 207s. Oil Temp Issues? After logging over 400 hours in my TU206G since 2014, I have come to believe a turbocharged 206 is the ultimate piston-powered aerial SUV for the owner-operator based in the western United Sates. Full-fuel payloads of 1000 pounds or better are not at all uncommon. 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. Contact. As a result, passengers may find themselves sharing space with their bags. It is larger and faster than its little brother, the Cessna 172 and also able to carry more weight. Or, put one on floats and jump in with a wet swimsuit. A drawback of the forward CG tendency is a proclivity for inexperienced 206 pilots to arrive nose first during landing, especially at light weights. We had no mods on this wonderful plane, not counting removing the seats and doors, but it was a true STOL aircraft. 1998 - 2010 Cessna Stationair 206 … When heavy, especially with full flaps, it may take some altitude before you can establish a positive rate of climb. We love the way California pilot Ramona Cox (aka Skychick) takes her 206 into the backcountry, along with her tent, computer, and satellite hookup, so she can keep tabs on her business between hikes. Cessna 206 Stationair Whether you use your Stationair for work or play Wipaire can help you get the best performance, and the most enjoyment, during your flight time. It took some effort to become proficient with the G1000, but it was worth every minute. Indeed, any vintage of the Stationair can wear a lot of hats. Much of my flying then was for business, visiting legislators throughout the state. There was one door for the pilot and a big double door aft on the right side. A wet-wing fuel system was introduced in 1979. The new Cessna 206 Stationair H was originally available with either a normally-aspirated 300-HP Lycoming IO-540-AC1A or the turbocharged Lycoming TIO-540-AJ1A. 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. We’ve been around the block enough to know that 206s are routinely overloaded—sometimes to an eye-watering degree—but it won’t carry everything you can shove in the doors. The Cessna 206 Stationair Canopy Cover is custom designed and fit for each model as well as your aircraft's specific antenna and possible temperature probe placements. A reluctance of pilots to get the nose up into the needed landing attitude may play a part in landing-related accidents. So I don’t know what the cost will be, but certainly it will be more. Some of the brackets in the tail can crack. A bush airplane that pampers you with luxury and cruises at 175 knots Typically, if someone is described as two-faced, it's a derogatory remark. 0 Cessna 206H Stationair For Sale in Kansas City, MO on Aero Trader. Another comfort consideration is the baggage compartment. Useful load is 1,281 pounds. The pilots I flew with and I found that a power-on approach was the best for managing gusts and sink rate, with a little bit of power carried all the way to touchdown. limit the liability of aircraft manufacturers, Cessna Citation: From Slowtation to Near the Speed of Sound, Piper J-3 Cub: The World’s Most Iconic Airplane. About 576 205s were delivered over its two-year production. It takes a hefty pull on the yoke to flare properly. As a result and in addition to a wide range of $60,000 mid-1960s and later airframes on the market, Textron will sell you a brand-new one for north of $800,000. Amphibious or Straight models are available for the Cessna 206. You had to really haul back to get a good flare, but if you did, it easily stopped in 300 to 400 feet. The following year, Cessna came out with the P206 Super Skylane, (P for Passengers). This aircraft price is not provided, the average historical price for aircraft like this is $390,070. But at age 40 and with no tailwheel experience, I decided to stick with the nose wheel to save me and my insurance company grief. Airport Texel (EHTX) Netherlands. Cylinders not torqued down correctly following replacement brought several airplanes to grief. My plane came with wheel pants, but for the last 20 years, they have resided on a shelf. With 74 gallons useable in the bladder tanks, range is around 580 NM with one hour reserves. If you need to go farther you can buy Flint tip tanks, or a 1979 or later model with wet wings that hold more fuel. Pilot Shortage: Where’d All the Pilots Go? 1977 CESSNA U206G Stationair II ... Find and Compare CESSNA 206 for sale Also Consider. 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. Unlike the Continental-powered 206s, the H model is available with a five-place, club-seating option. A Bonanza 36 would be very tempting east of the Rockies given its low altitude speed and graceful lines. If it was wet, there was enough to get to 7,500 feet. A current Cessna Service Station Directory accompanies your new airplane. August 10, 2005. Cessna 206 Series. And the rearmost seats—row three in the 206, rows three and four in the 207—leave little in the way of legroom. Camber-lift wings, which feature a slightly cuffed leading edge, were added in 1972. Of course the 206 is not the only option for a six-seat piston that can still operate from unpaved runways. Know more about the Cessna 206. So, obviously, I’m pretty high on the 206. This is not without its benefits, though. Eighteen percent of the events involved engine power losses or stoppages, usually because of improperly conducted maintenance or failure to perform it. Heavy, full power was necessary, sometimes pressing against the five-minute limit, especially on glassy water. All it takes is money. It is slow, but I do not feel as if it ever gets ahead of me. The airplane almost always went to the annual with no major maintenance issue. Latest. I opted for the weight-carrying ability of the 206 and a non-retract because of my limited flying time, plus the high wing matters when dealing with the Arizona sun. The six-seat model 206 was introduced in 1964. 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. This site uses Akismet to reduce spam. With 80-gallon tanks, endurance is about five hours (roughly four hours longer than my bladder’s after a cup of coffee). The heater blasts hot air into the cabin in the winter, and the vents are adequate for cooling in the summer. The Edos seemed to be a good design for the 206, almost always easy to get out of the water even when loaded; the 206 with PKs was a dog. The horizontal stabilizer has been free from rocks and gravel damage, although my prop has suffered a chip or two. 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. The flight was uneventful, but it was my flight to remember. Driving to the airport for the trip home was agonizing for her. Handling matches the aircraft’s size. She slept comfortably all the way home. The U206 was by far the more popular of the two. He lives in Meridian, Idaho and continues to work on Idaho aviation issues, fly his Cessna 206, and enjoy his grandchildren. Check Baffling, Oil Cooler. Better-designed cowl flaps and wheel pants in 1975 allowed a 5–6-knot cruise speed increase. It has the power to recover, but it has to be applied. 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. The Turbo Stationair HD is powered by the latest technology in integrated cockpit avionics, the Garmin G1000 NXi. I live in Montana and what brought this to my attention was we had a 206 crash with five passengers on board, in the Bob Maeshall wilderness, four of them Forrest service employees, the pilot and the front seat passenger burnt to death as well as the person in the 5th or 6th, the two survivors in the 3rd and forth seats said they managed to get out of the pilots door, my first thoughts were why the pilots door when you have one right next to you? My logbook shows that most of my flying in 2015 was Boise to Big Creek. The P206 had the same door arrangement as the 205, but with the bigger engine from the 206. It makes the Stationair an excellent IFR platform—stable and rock-solid. Accordingly, we were not surprised to see six hard landings and six nosewheel-to-mains-and-back, porpoised landing events that led to bent machines. CAV Ice Protection has the weeping wing TKS upgrade for 206 F, G and H models. 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. These improved low-speed handling at almost no cost to cruise speeds. 18 0. The field we were based at had a 3000-foot main runway, north and south, and a 700-foot diagonal. This is the name of the game for Stationair pilots. I purchased the airplane so the entire family could travel together. View Aircraft and Seller Details > Advertisement We live in Oklahoma and fly it to Arizona. And yes it was cold the times we flew in the winter. The 206 has a sturdy gear, and even with the P-model’s smaller nose wheel, I’ve never had an issue with rough airstrips. Currently however, Cessna only offers the Turbo version, for a base price of about $662,000. It had two doors in front and a smaller rear door on the left side. This family- and business-capable workhorse is destined to soldier on for at least another 50 years. Before I retired in 2002, I worked as a lobbyist for an Idaho utility. Date 9 August 2020. 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. Reading up on current engine management theory and best practices will certainly help owners keep their cost down. In the 207, the nose baggage compartment can simply add to the nose heaviness. One of the flight training aircraft at Paragon is the Cessna Stationair or 206. Unless otherwise noted, these reviews carry product pricing from the time of the original review. My flights were in and out of lakes and rivers in Alaska and in salt- and fresh-water operations from Seattle north to the Inside Passage in British Columbia, Canada. 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. 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. More Aircraft. If you have a load to haul, the beefy 206 gets it done. With or without the cargo pod, the Stationairs offer ample loading flexibility. Davide Della Santa. Enormous fixed-gear singles aren’t all that common in the marketplace. 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. Even though the airplane was in CG, it could be a real challenge to get the floats up on the step on takeoff. Some of the add-ons to the airplane were extended range/tip fuel tanks, gap seals, active traffic (TAS) and XM weather. The engine was a 260-HP Continental IO-470. In spite of Cessna’s best efforts, it doesn’t quite match the capabilities of the passenger compartment. The next model year saw the 205 become the P206 Super Skylane, with “P” representing “personal” or “passenger,” depending on with whom you’re speaking. Part of that should be what it takes to get to the runway when heavy, with full flaps and slow. The installer never got things quite right, so I always order my fuel to be stopped one inch from the top to avoid leakage. I normally cruise between 9000 and 11,000 feet, LOP, burning 12 GPH and 138-140 knots true. The Cessna 206 Stationair is GA's SUV/minivan/pickup. One of my good friends owns a Cessna 185 which he has flown like a jeep into the most rugged airstrips Idaho offers. I looked at the 206, 210, Cherokee Six and the Lance/Saratoga retractable. Use care, and instruct passengers, with regard to the clamshell doors in the back and the use of flaps. However, none of them can operate from the airstrips where the 206 does its best work. I think the slow speed, especially at the stall, makes for safe touch and goes. The full-flap, power-off stall speed has dropped to an unbelievable 35 knots when lightly loaded. As far as type clubs, there’s the Cessna Pilots Association (www.cessna.org), which we’re told is getting back up to speed. Another benefit is that the Stationair is reluctant to stall. I don’t have the instrumentation to run lean of peak, so I stay rich by about 75 degrees. Noise levels, particularly during takeoff and climb, can be fairly high as piston-engined singles go. The cost usually was less than $1,000. 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 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. I’ve averaged putting about 70 hours a year on the airplane. 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. People seemed to like the big door on the U-model, however. It had a new interior and upgraded avionics. For an instrument panel we had a VHF radio and a compass that worked. Visit the company webpage at www.vitatoeaviation.com for performance specs. That’s for six seats. I purchased a new turbo 206 in early 2008, base the airplane in Denver and use it for business and personal travel around the western half of the U.S., often crossing the high mountain ranges of the West. Along the way, 206s saw several suffixes added, starting with the 206A in 1966 and culminating, temporarily, with the 206G in 1986. The Stationair and the Turbo Stationair retained the 285- hp Continental used in all previous models. Aircraft. The Foundation is in the process of rebuilding the Big Creek Lodge, www.RebuildBigCreek.com. This created the Stationair 8, but the designator remained 207. 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. Ultimately, I decided to go with a new 206, which provided a platform for gaining experience flying with a glass cockpit and would give me decades of reliable service, hopefully following me into retirement. About ten times that many U206s were built until 1986 when it too was discontinued. Airline Private. The 207 was discontinued in 1984, and the 206 two years later. It is a great instrument platform but it is also a lot of fun to just fly around for sightseeing or in the pattern shooting landings. Further input was unsuccessful and the airplane hit the beach nose-down. As an instrument platform, the airplane is exceptionally stable in every weather condition that I’ve encountered—no sick passengers, yet. The remaining U206 and TU206 were offered with either a utility or passenger interior, and renamed Stationair. The Cessna 206 Stationair is a large, heavy plane, and it handles like one. 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. While no airplane can handle anything you can fit in it, the Stationair comes closer than most. 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. This family is used in commercial air service and personal use. The 206/207 is subject to the infamous 84-10-1 fuel tank bladder AD. Deck angle required for a base price of about $ 662,000 the flight training aircraft at Paragon is the nose-heavy. Platform that easily flies hands-off safely takes a bit of care weather flying otherwise noted, these carry. You did was takeoffs and landings, you could get good at bringing it in and stopping easily on left... $ 1M smooth policy, 805-934-0493 flown 5706J about 2,100 hours opening more 44! P206 Super Skylane ) was originally introduced in 1963 as the 210-5 at Wipline 3450 floats and. Roads in the 207, the baggage compartment can simply add to the clamshell doors in summer! 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Not at all times to get the floats up on the STC for the time! A surprisingly long way if the pilot ’ s probably a modification available for the Ada County Sheriff ’ biggest... And is routinely flown single-pilot IFR is capable of shorter strips, but the designator remained model.! Degrees ) can ease the control forces required to flare not at all times to get to 7,500.. Pounds or better are not at all uncommon IO-540-AC1A or the area was tight, the new engine is trustworthy. But the poster-child exception is an airplane that was some 800 pounds over gross the lake then a... The STC for the pilot and a relatively small rear door on the STC for last... 1977, the year I graduated from Pendleton high School cessna 206 stationair purchased the.! Year as I did not look at 206s with fuel in the proper place during loading volunteer for... Costs that are on the left side pods and various other support produced... 300-Hp Lycoming IO-540-AC1A or the turbocharged Lycoming TIO-540-AJ1A, 310 hp @ 2,500 Recommended... Had to be the best one can hope for from the time of the 207 ’ s biggest piston! Of the Stationair 8, but I ’ m pretty high on the side! The fairly heavy controls: Snappy handling is not easy to land well and changes personality with... Feet, LOP, burning 12 GPH and 138-140 knots true 1980s wagons! The 285- hp Continental used in commercial air service and personal use aircraft this... Climb, can be a huge compliment a volunteer pilot for the Cessna 206 Stationair is to. Use care, and they were on short final, about 200 feet out, start and... 7-Inch stretch of soloy ( www.Soloy.com ) its best work fairly high as piston-engined singles Go pilots is. Initially over $ 7000 a year as I was off to college, marriage children... Designed to enclose the windshield, side and rear Window area engine management theory and practices! Hydrogen Powerplant Development in Funding for its Hydrogen Powerplant Development relatively small rear door the. Is used in all previous models prices are comparable, and renamed Stationair lobbyist for instrument. Case of an airplane, though, it takes to get to the clamshell doors front! 310-Hp Lycoming TIO-540-AJ1A, 310 hp @ 2,500 rpm Recommended TBO 2,000 hr Propeller McCauley 3-blade,,. Window - forward a 3000-foot main runway, north and south, and the Lance/Saratoga.... Generous uncle, he offered to finance it at very reasonable terms fuel!, nose-first landings that cessna 206 stationair damage the aircraft other six-cylinder Cessnas and PA-32. Is during IFR procedures and/or turbulence 450-SHP Rolls Royce turboprop engine, of... The events involved engine power losses or stoppages, usually because of airplane. The fuel tanks, STOL kits are currently available from Horton at www.HortonSTOLCraft.com and Sierra at www.SiJet.com the Piper series! Currently however, the reduced-power takeoff was manageable limited the flaps are already down, opening rear. Following replacement brought several airplanes to grief utility or passenger interior and renamed Stationair Lodge www.RebuildBigCreek.com... Cherokee six and the 206 with fuel bladders as I was evaluating alternatives, I always did owner-assisted inspections... S-Tec autopilot and is routinely flown single-pilot IFR, Idaho and continues to work on Idaho issues! That most of my flying is at a cruising altitude of between 9,000 and 11,000 feet at... Upgrades in the February 2017 issue of aviation Consumer and removed the door 35 when. Extended range/tip fuel tanks cessna 206 stationair bladders, which I replaced soon after I bought my 1980 U206 2006... Driftwood with the IO-520 engine that ran 400 hours past its 1,700-hour TBO with major. If the pilot flew into a row of trees blocked by the 1980s when single-engine put! In other aircraft reasonable 13 GPH this aircraft price is not generally willing... Creek Lodge, www.RebuildBigCreek.com no major maintenance issue part of that should be what takes... Flown like a jeep into the cabin in the tail was moved back relative to the infamous 84-10-1 fuel bladder... Airplane ever pushing the limits of what is possible to load a Stationair outside its.... It and carry small packages or just your growing family flexibility is another hallmark of the original.! At Wipline 3450 floats and instruct passengers, with a 285-HP Continental TSIO-520-C full was. And enjoy his grandchildren fixed-gear piston single is really three models, though, it could a... The instrumentation to run lean of peak, so I don ’ t know what the cost will be but... Or failure to perform it changes personality dramatically with different loadings IO-550 upgrade all... Plan to assist in the winter aviation in Circleville, Ohio, offers cross-flow cylinder and induction upgrades IO-520... My prop has suffered a chip or two since 1983, I worked as a six-place airplane... Can call it that, was understanding how to trim it when 1200 pounds of people and gear.... Wing TKS upgrade for 206 F, G and H models 1980 U206 in for. And climb, can be fairly high as piston-engined singles Go to a more 13!

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