cessna 206 stationair
It is a stable platform that easily flies hands-off. The engine was a 260-HP Continental IO-470. During flight testing of the new Cessna 206 H, a flight-test aircraft was damaged when the pilot extended the flaps while taxiing, and his passenger had the clamshell door open (for ventilation; it was a hot summer day). Handling matches the aircraft’s size. Soloy offers an STC’d 450-SHP Rolls Royce turboprop engine, www.Soloy.com. On floats, the 206 with the IO-520 engine required that the cowl flaps be open at all times to get appropriate cooling. 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 207 was discontinued in 1984, and the 206 two years later. So, obviously, I’m pretty high on the 206. I only recently replaced the IO-520 engine that ran 400 hours past its 1,700-hour TBO with no repairs. At altitudes of about 4,000 feet or less, I feel comfortable landing and taking off from airstrips that are 1,500 feet in length at something less than gross weight and below 70 degrees. Its also good on floats and plenty stable for weather flying. 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. 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. LP218 Cessna 206 / 207 Cargo Door Window - Forward. Prices are comparable, and which makes the better choice depends in part on your needs. Put it all together and the Stationair is not generally a willing participant in stalls. It had two doors in front and a smaller rear door on the left side. A reluctance of pilots to get the nose up into the needed landing attitude may play a part in landing-related accidents. 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. In spite of Cessna’s best efforts, it doesn’t quite match the capabilities of the passenger compartment. There’s also the Cessna Flyer Association (www.cessnaflyer.org). The horizontal stabilizer has been free from rocks and gravel damage, although my prop has suffered a chip or two. 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. 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. The heater blasts hot air into the cabin in the winter, and the vents are adequate for cooling in the summer. People seemed to like the big door on the U-model, however. Throttling back to a leisurely 135 knots cuts gas consumption to a more reasonable 13 GPH. 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. Two books had been written and a movie had been made about him. It also has a variety of engine mods for the 210 Centurion. 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 P206 was discontinued in 1970, with a total production run of 647. It was joined by the T206H, powered by a 310-HP Lycoming TIO-540-AJ1A. Cessna 206 Turbo Stationair. 0 Cessna 206H Stationair For Sale in Kansas City, MO on Aero Trader. About 576 205s were delivered over its two-year production. 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. The engine was a 260-HP Continental … My average GPS groundspeed is 125 knots over a variety of distances/altitudes/times of year using 13.5 GPH LOP in cruise. Much of my flying then was for business, visiting legislators throughout the state. 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. 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. One beach landing where the pilot “hit a little hard, but not too hard” resulted in the right gear separating at the axle, followed by left gear collapse. 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 had the same engine as the U206, but the old door arrangement of the 205. However, using less than full flaps for landing (say only 20 degrees) can ease the control forces required to flare. Got stuff to haul? Cessna originally introduced the airplane in 1963 as the 205—basically a fixed-gear version of the Cessna 210. 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. It provides a great combination of huge loads, reasonable speeds, crazy endurance and good maintenance costs that are common to Cessna products. The pilot was unhurt. 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. Other than that, plus a few trips to the San Juans and San Diego, most of my flying has been in Idaho’s backcountry. While the Stationairs have large cabins, they’re not long on comfort with a full load of passengers. 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. Specialty kits were made available so the Stationair could take on such jobs as glider towing, parachute jumping and even aerial hearse service. Latest. You had to really haul back to get a good flare, but if you did, it easily stopped in 300 to 400 feet. For enhanced short-field capability and greater control at slower speeds, you can always install vortex generators and/or a STOL kit. From what we’ve observed, most Cessna 206s work for a living. Noise levels, particularly during takeoff and climb, can be fairly high as piston-engined singles go. It was a great run. I think the fuel gauges were mostly working. But Americans tend to like things big, and by the 1980s station wagons were largely supplanted by even roomier SUVs. The trick, if you can call it that, was understanding how to trim it when 1200 pounds of people and gear exited. It takes a hefty pull on the yoke to flare properly. We rarely did cross-country flights (except for those trips to Mardi Gras, whoo), so we weren’t that concerned with efficient travel. It is larger and faster than its little brother, the Cessna 172 and also able to carry more weight. 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. Truth is, with the 206 Cessna succeeded in catering to pilots who simply need more out of a piston single. You can turbocharge it, dump skydivers from it and carry small packages or just your growing family. A turbo Cessna 210 would be a better choice for those who need more XC performance. 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. The early 206s had a smaller elevator that resulted in an ugly nose drop when flaring. The CESSNA Turbo STATIONAIR HD aircraft is the epitome of versatility. 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. I’ve averaged putting about 70 hours a year on the airplane. The cost usually was less than $1,000. 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. Useful load went up by about 30 pounds. That’s for six seats. The 206 is a stable and predictable handling aircraft and makes for an excellent IFR platform. All it takes is money. Intended as a flying pickup truck, even the seats were optional. Be prepared to put the throttle to the stop. Stationairs are big, but the rear seat has much less leg room. Eighteen percent of the events involved engine power losses or stoppages, usually because of improperly conducted maintenance or failure to perform it. And the rearmost seats—row three in the 206, rows three and four in the 207—leave little in the way of legroom. Once I got my instrument rating the rates went down to where I now pay $2004 for a $1M smooth policy. The 206/207 is subject to the infamous 84-10-1 fuel tank bladder AD. In 1977, the 207’s name was changed to Stationair 7. The flight was uneventful, but it was my flight to remember. But the poster-child exception is an airplane such as the Cessna 206, which carries the SUV/minivan/pickup concept to a capable conclusion. If you have a load to haul, the beefy 206 gets it done. Date 9 August 2020. Max cruise is 164 knots; maximum range is 703 nm. Cessna's model T206H — or Turbo Stationair, to use its marketing handle — is at the top of the company's current single-engine piston line. Along the way, 206s saw several suffixes added, starting with the 206A in 1966 and culminating, temporarily, with the 206G in 1986. Camber-lift wings, which feature a slightly cuffed leading edge, were added in 1972. December 4, 1971 – Eastern Airlines Flight 898 (a Douglas DC-9-31) collided with a Cessna 206 (N2110F) while landing at Raleigh-Durham International Airport. 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. As far as type clubs, there’s the Cessna Pilots Association (www.cessna.org), which we’re told is getting back up to speed. Cessna then added a switch to the flap actuation circuit which disables the flaps when the doors are open. On PKs, getting on the step did not guarantee the airplane would come off the water; I might end up just high-speed taxiing. Also, as one reader aptly put it, “That is what trim was invented for: Use it.”. It’s not fast, nor is it really that slow, but it is stable, rugged, reliable, has six real seats and is remarkable for being able to carry a half-ton or so after the tanks are filled. Further input was unsuccessful and the airplane hit the beach nose-down. 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. Some of the brackets in the tail can crack. This is not without its benefits, though. The fuel tanks are bladders, which I replaced soon after I bought the plane because of an AD. The cleanup included more-streamlined wheel pants and improved cowl flaps. The U206 was by far the more popular of the two. It had two doors up front and a relatively small rear door on the left side. 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 purchased the airplane so the entire family could travel together. A membership in the Cessna Pilots Association is recommended for all Cessna owners, 805-934-0493. 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. In terms of mainstream aircraft, the choices are pretty much limited to the Cessnas and Piper PA-32 Cherokee Six/Saratoga. For the kind of flying I have done the past 35 years, I couldn’t ask for a better airplane than the Cessna 206. In 1980, the seventh seat of the 207 was widened to hold up to eight passengers. The big rear cargo doors—creating an opening more than 44 inches wide—make getting bulky cargoes inside less of a chore than in other aircraft. Useful load is 1,281 pounds. This is where the 206 on Edo floats mattered to me. Of course the 206 is not the only option for a six-seat piston that can still operate from unpaved runways. The big plus is what a stable, solid performer the 206 is during IFR procedures and/or turbulence. Recovery requires lowering the nose by at least relaxing back pressure. But boys do grow. 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 stripped out the seats, except for the pilot’s, and removed the door. 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.
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