Cessna 206 Guide and Specs : Is It High Performance?

Introduction

A rugged, single-engined, high wing, tricycle undercarriage six-seater, Cessna describes its 206 as the sports utility vehicle of the air. As one who has flown a 206, I can attest to its truck-like handling and its ability to haul large loads into and out of back-country strips.

The middle child in a family of three, a turbocharged version of the 206 remains in production today, whereas its 205 and 207 siblings are no longer manufactured.

Entering production in 1964, the 206 solved operators’ problems of not filling all seats and fuel tanks of their aircraft for a flight. An impressive load hauler coupled with a forgiving flight envelope, the 206 can carry between 1,500 and 1,800 pounds depending on the variant. Today you’ll find the aircraft on floats, dropping parachutists, taking aerial photos, or dropping heavy loads into barely prepared bush strips while remaining popular with large families or companies needing good load-carrying capability.

The model has been through several iterations over the past four decades, beginning with the U206 in 1964. This variant shipped with a Continental IO-520-A, producing 285hp. A turbocharged version called the TU206 followed rapidly, powered by the Continental TSIO-520-C, also producing 285hp. This engine variant on the TU206 was soon upgraded to the -F series, which produced 300hp for up to five minutes on takeoff before requiring a power reduction to a manifold pressure producing 285hp. The extra engine RPM produced at this higher power produced a sharp bark from the propeller, which was characteristic of the 206 as the blade tips achieved trans-sonic speeds.

The P206 ‘passenger’ designation entered production in 1965, providing passenger doors on both sides of the aircraft. This door configuration was a counterpoint to the U206, having only a pilot access door and two cargo doors at the starboard rear to service the passenger seats.

The U, TU, and P series remained the available options until 1984, at which point Cessna ceased manufacturing single-engined aircraft. Production resumed in 1998, with a 206H receiving certification and entering production. This variant shipped with a 300hp Lycoming, the IO-540-AC1A. A turbocharged version of the H series was also provided, with the Lycoming TSIO-540-AJ1A engine producing 310hp.

Today, Cessna still manufactures the 206 Turbo Stationair HD with the -AJ1A 310hp Lycoming and integrated cockpit avionics utilizing dual Garmin 1000NXi displays. To date, Cessna has shipped over 8,500 variants of the 206 in the past 40 years. A true aircraft success story.

Cessna U206F Specifications

Cessna 206 Prices

Given the use that the 206 is put to, finding a low-hour used example can be a chore. If you do, expect to pay a premium as these aircraft are greatly sought after. Non-turbo models from the mid-1970s range in total airframe hours from as low as 2,700 to almost 10,000. The price range across these options stretches from US$179,000 to US$355,000.

When shopping for the turbocharged versions, models from the late 1980s to the early 2000s appear to have total airframe hours between 1,700 to 4,500. Prices range from US$260,000 to US$700,000.

A new Turbo Stationair HD 206 from Cessna will set you back over US$740,000.

Cessna 206 Performance & Handling

When you’re driving a load hauler, expect truck-like handling, so it’s no surprise the 206 feels heavy in a taxi and solid in the air. Heavy on the flight controls in pitch and lighter in roll, the aircraft is an ideal instrument platform. Although the 206 doesn’t have an exceptionally high wing-loading, it manages turbulence quite comfortably.

Known to be nose-heavy for weight and balance purposes, the aircraft must be forced into quite uncomfortable attitudes to make it stall. Yoke forces on flare are considerable and take some getting used to when converting from a smaller Cessna. It also requires judicious trim on landing to ensure you don’t land on the nose-wheel, although full-flap landings help. There’s been many a 206 damaged through heavy nose-wheel landings.

While no speed demon, the aircraft cruises at a respectable 145 knots at just over 15 gallons an hour. Pulled back to 55% power, you’ll get 135 knots at a wallet friendlier 12 gallons per hour. The range is over 600 nautical miles.

A competent short field performer, the 206 needs less than 1500 feet to clear a 50-foot obstacle on takeoff and less than 2000 feet to land over that same obstacle. Load-wise, some of the older aircraft will take over half a ton out of or into rough, unpaved airstrips, while cargo loading is made more accessible due to the 44-inch wide cargo doors

Cessna U206 Performance and Handling Specifications

Cessna 206 Maintenance Schedule

Maintenance on the 206 is no more onerous than on any of the other Cessna singles. There are known problems with the Continental crankcases, which have primarily been addressed by replacing them with heavier castings.

Given our previous discussion about a tendency to land nose-wheel first, a thorough inspection is recommended around the firewall structure and associated nose-wheel supports. As with many Cessna, look for corrosion in the aft tail-plane area and cracks in the doorposts.

In pre-1990 Cessna, there is a repetitive inspection for wear of the seat tracks. Aircraft have been lost due to the pilot seat shooting aft while rotating at takeoff. During your training, the mantra is to release the control yoke to prevent pulling the aircraft into a steep climb and a subsequent stall close to the ground. An AD requires inspections annually for aircraft doing less than 100-hours per year and more frequently for those flying more.

Cessna 206 Modifications and Upgrades

Unsurprisingly, many of the modifications to the 206 enhance the load-carrying and STOL performance. Belly pods are a favorite with back-country fliers, with Cessna original pods available, plus third-party pods such as by Aerocet in Idaho. These move the center of gravity forward while taking smelly or wet cargo out of the main cabin. They also apply only a small speed penalty of a couple of knots.

Flint Aero Inc, near San Diego, supplies tip tanks that allow an extra 15 gallons of fuel per side, giving an extra 2-hours range. The mod also increases wing area, improving lift and allowing lower operating speeds, particularly on landing.

Wipaire in Minnesota holds an STC to install an IO-550 engine, providing greater horsepower, with significant improvements in climb and cruise figures.

Knots 2 U in Burlington, Wisconsin, provides gap seal, vortex generators, and fairings to improve overall aircraft performance.

Soloy (Washington) and Turbine Conversions (Michigan) offer retrofit options for the Rolls Royce 250-B17F and Pratt & Whitney PT6A-21, respectively. Finally, operators worldwide offer ski, float, and amphibious kits.

Cessna 206 Where To Find Replacement Parts

With the 206 still produced and almost 9,000 aircraft built over four decades, many aircraft are ‘parted out’ upon being retired from service. Second-hand or reconditioned parts are readily available from large aircraft wreckers across the country.

With so many FAA-PMA approved manufacturers across the country, a considerable number have focused on a particular aircraft type and finding trim (knots2u, Texas Aeroplastics or AvFab), landing gear components (Aircraft Supply, or Preferred Airparts), or lighting (Whelen Aerospace Technologies or AeroLeds) for your 206 is not complex. The more generic components such as filters, wheels, tires, and brakes are off the shelf and stocked by large aviation suppliers like Aircraft Supply, Aircraft Spruce & Specialty, or Wag Aero.

Cessna 206 Common Problems

The 206 doesn’t have too many vices. Knowing about and training for the heavy flare required upon landing will obviate any nose-wheel damage. Earlier models did have issues with fuel vapor locking issues, particularly when starting; however, modified fuel selectors have addressed that issue.

The previously mentioned cracking around the door frames is one to watch, although not a critical safety issue. Regular inspections for tail-plane corrosion should obviate any concerns.

There is a known difficulty with opening the rear doors while the flaps are down. Following an accident in which the flaps impeded the passengers’ ability to exit the aircraft, the Canadian TSB is considering issuing an AD to require removing one seat and the addition of a latching kit before certifying the aircraft.

Cessna 206 Insurance Options

The standard aviation insurance all aircraft owners take is liability coverage, while hull coverage is optional. Liability coverage covers damage caused by the aircraft, including passengers, while hull coverage covers damage to the aircraft itself. The greater the experience of the owner/pilot, the lower the premiums.

For a private pilot with 500 hours total time, an IFR rating, and 25 hours on type, the 2021 cost per year for US$1,000,000 liability coverage is in the range of US$560 to US$750 per year. Pilots with less experience can expect this range to rise to between US$820 to US$1,000 per year.

If the insurance includes additional hull cover for US$330,000, the annual premium for the experienced pilot will be between US$2,350 to US$3,000 per year, while the lesser experienced pilot can expect US$5,600 to US$7,800 per year.

Cessna 206 Model Resale Value

There are seven aircraft factors influencing resale and many economic factors. The seven aircraft factors are:

• Airframe Total Hours
• Engine Hours Since Overhaul
• Installed equipment, specially avionic fit-out
• Maintenance schedule compliance
• Damage history
• Paint condition
• Interior condition

These seven items are all within the control of the owner. If an owner has taken a ‘maintenance only as required’ approach to their aircraft, they can expect that the lower resale value will more than recoup the money they might have saved. Those owners who try to operate their aircraft on a shoestring are pursuing false savings.

If you’re looking to buy a large single-engined fixed-gear aircraft, you don’t have too many options. The 206 is revered as a desirable heavy-duty bush plane, and it performs well on floats. Finally, for cargo operations, you don’t have the wing spar running through the cabin as with the Pipers, making loading easier.

Good quality, low hour 206 aircraft are very much in demand, so expect them to be hard to find and at a premium to the higher hour alternatives. Older non-turbocharged models have a price average of US$220,000 with airframe times around 3,500 hours. Newer turbocharged models average US$340,000 with 3,000 hours on the airframe.

Cessna 206 Owner Reviews

Owners report that the aircraft is easy to fly, climbs above 1,000 feet per minute with light loads, and all flights plan between 145 and 150 knots for the cruise. Every owner commented on the reasonable maintenance cost, outstanding STOL characteristics, and stability as an IFR platform. One discussed the need to use full aft trim upon landing to aid the flare and avoid damaging the nose gear or propeller.

One owner recommended attending the 206 Systems and Procedures Course at the Cessna Pilots Association. The course will teach you about the 206. They also suggested that those with a turbocharged option attend the Advanced Pilot Seminar with APS, who will teach you how to operate the turbo Lycoming engine.

Cessna 206 Similar Aircraft

There are few comparisons, namely the Piper PA-32 Cherokee Six/Saratoga. Otherwise, you can opt for the lighter four-seat Cessna 182 or the retractable Cessna Centurion. All come with trade-offs, the Piper with the wing spar across the cabin making cargo loading difficult or the seat limitation on the 182. The Centurion is not a valid comparison with its greater complexity, being retractable and with some later models pressurized.

If you’re looking for a powerful, fixed gear, STOL, load hauler, it’s hard to go past the Cessna 206.

Cessna 206 Clubs You Can Join

If you’re a Cessna owner, your best choice is the Cessna Pilots Association. Find them at cessna.org/.

FAQ: Frequently Asked Questions

Question: What does STOL mean?

Answer: STOL is an acronym for Short Take-Off and Landing. It refers to an aircraft’s capabilities, allowing it to operate out of, and into, shorter than standard runways.

Question: What does service ceiling mean?

Answer: An aircraft’s service ceiling is defined as the height at which the aircraft cannot climb at a rate greater than 100 feet per minute.

Question: What is the meaning of the term TBO?

Answer: TBO means Time Between Overhaul, which is the manufacturer’s recommended running time, in hours or calendar time, before overhaul.

Question: To what does TTAF refer?

Answer: TTAF stands for Total Time Airframe, which refers to the number of flying hours the airframe has accumulated since new. Thus, it is an indication of age and use.

Question: Aircraft Gross Weight refers to what?

Answer: Gross Weight is the total aircraft weight, including pilots, passengers, fuel, oil, and cargo.

Question: What does max structural cruise mean?

Answer: Maximum structural cruise, or Vno, refers to the airspeed above which the aircraft should be flown only in smooth air. Above this speed, turbulence or rapid control deflections increase the chance of structural damage.

Question: What are FAA-PMA Approved Parts?

Answer: FAA refers to the Federal Aviation Administration, and PMA means Parts Manufacturer Approval. It is an approval granted to a parts manufacturer to manufacture specific aircraft components.

Question: To what does the term IFR/MEL refer?

Answer: IFR means Instrument Flight Rules. When pilots are flying IFR, it means they are under the control of Air Traffic Control. MEL, in this case, refers to Multi-Engine – Land. Both refer to ratings or approvals that a pilot must achieve to enable the operation of a multi-engined aircraft or flight under instrument flight rules.

Question: What is an STC?

Answer: An STC refers to a Supplemental Type Certificate. An STC is an approved modification to an aircraft, engine, or component. All aircraft, engines, and components have type certificates that approve their use. That is why an approval to modify them is classed as ‘supplemental.’

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David Yeoman

David is a seasoned pilot and aviation expert. He was a glider pilot for several years before obtaining his private license in taildraggers. David has licenses as an aircraft maintenance engineer in New Zealand and Australia. He's worked on various aircraft from small two-seaters like Tomahawks or Boeing 767s. Currently, David flies twin retractables, notably the Pa44 Seminole and Pa30 Twin Comanche.

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