All rights reserved. It was almost like the more we abused it, the more it loved us. Not too many airplanes are rugged yet have six real seats and can carry half a ton after you fill the tanks. 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. 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. Vortex generators also help STOL characteristics; try Micro Aerodynamics at www.MicroAero.com. I moved up to the turbo 206 after 500 hours in Cessna 180/185s and find that it outperforms the SkyWagon from short strips above a certain payload and density altitude combination, while enjoying a much larger, more comfortable and easier to load cabin. I looked at the 206, 210, Cherokee Six and the Lance/Saratoga retractable. 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. 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. Vitatoe Aviation in Circleville, Ohio, offers cross-flow cylinder and induction upgrades for IO-520 engines and an STC’d IO-550 upgrade. 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. In 1977, the horsepower of the turbo engine was upped to 310 (for takeoff only) on both the TU206 and the T207. One can even opt for an STC’d 450-SHP Rolls-Royce turboprop engine, courtesy of Soloy (www.soloy.com). In the case of an airplane, though, it can be a huge compliment. Save my name, email, and website in this browser for the next time I comment. Useful load went up by about 30 pounds. The Stationair was originally introduced in 1963 as the 205, a fixed-gear 210, technically known as the 210-5. A Letter From Your Pilot: the Germanwings Tragedy. After building around 700 of them, Cessna halted production of the 207 in 1984. 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. It also makes for a relatively smooth ride in turbulence. There was one door for the pilot and a big clamshell rear door for the passengers in the last two rows of seats, and to allow loading and unloading of large objects. We were not surprised that the frequency of runway loss of control (RLOC) accidents was relatively low—20 percent—because the airplane has effective controls and good manners on the ground. For the widest cabin possible there is the Piper Six/Saratoga series. Reading up on current engine management theory and best practices will certainly help owners keep their cost down. And it doesn’t just work for private operators. Want more power? Pilot Shortage: Where’d All the Pilots Go? (Still, we wish it carried as much as the old model.) Be prepared to put the throttle to the stop. 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. The 206/207 is subject to the infamous 84-10-1 fuel tank bladder AD. The Stationair family (Super Skywagon, Skywagon, Skylane and Super Skylane) was originally built up from the popular retractable-gear Cessna 210. Unless otherwise noted, these reviews carry product pricing from the time of the original review. I purchased the airplane so the entire family could travel together. Before I retired in 2002, I worked as a lobbyist for an Idaho utility. Such is the case with Cessna's new T206 Turbo Stationair. It has the power to recover, but it has to be applied. The CESSNA Turbo STATIONAIR HD aircraft is the epitome of versatility. Cessna originally introduced the airplane in 1963 as the 205—basically a fixed-gear version of the Cessna 210. Suffixes for these U206s run from A through G. In the mid 1990s, after Congress passed landmark legislation to limit the liability of aircraft manufacturers, Cessna restarted its piston engine aircraft production, first with the Cessna 172 and Cessna 182, followed by the Model 206 in 1998. However, if the flaps are already down, opening the rear door safely takes a bit of care. 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. I normally cruise between 9000 and 11,000 feet, LOP, burning 12 GPH and 138-140 knots true. It takes a hefty pull on the yoke to flare properly. Serial U20603230. For a group of jumpers who wanted a fun plane that worked its butt off every weekend it was hard to beat. Heavy, full power was necessary, sometimes pressing against the five-minute limit, especially on glassy water. It was a great run. The baggage compartment was also lengthened by seven inches. As far as type clubs, there’s the Cessna Pilots Association (www.cessna.org), which we’re told is getting back up to speed. After starting up assembly lines for the 172 and 182, the model 206 returned in 1998 as the 206H, powered not by a Continental IO-520 but by a 300-HP Lycoming IO-540-AC1A. 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. 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. Another comfort consideration is the baggage compartment. 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. STOL kits are currently available from Horton at www.HortonSTOLCraft.com and Sierra at www.SiJet.com. Load as much as you can fit through the big cargo door. A wet-wing fuel system was introduced in 1979. At gross, I’d want at least 2,000 feet. 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. 1998 - 2010 Cessna Stationair 206 … But the poster-child exception is an airplane such as the Cessna 206, which carries the SUV/minivan/pickup concept to a capable conclusion. Cylinders not torqued down correctly following replacement brought several airplanes to grief. Top cruise speeds will run in the 145-knot area while burning 17 gallons per hour or more. The full-flap, power-off stall speed has dropped to an unbelievable 35 knots when lightly loaded. I did not look at 206s with fuel bladders as I did not want to deal with their potential problems. It is a stable platform that easily flies hands-off. 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. I like to be able to inspect the tires. Or, put one on floats and jump in with a wet swimsuit. We had no mods on this wonderful plane, not counting removing the seats and doors, but it was a true STOL aircraft. The 206 Stationair had been such a Cessna success story that many thought it was only a matter of time before it came back into production. Latest. Also, as one reader aptly put it, “That is what trim was invented for: Use it.”. Noise levels, particularly during takeoff and climb, can be fairly high as piston-engined singles go. One of the flight training aircraft at Paragon is the Cessna Stationair or 206. 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. Part of that should be what it takes to get to the runway when heavy, with full flaps and slow. Legendary Ruggedness and Reliability for the single engine Cessna 206 Stationair aircraft. 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 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. I don’t usually fly with fuel in the tip tanks, except for very long trips. It is larger and faster than its little brother, the Cessna 172 and also able to carry more weight. The -540-series Lycomings bolted on the Pipers have a TBO of 1800 hours (for the TIO-540-S1AD), and as much as 2000 hours in the case of the IO-540-K1G5 on the Saratoga and the Cherokee Six. After about 15 hours, I was off to college, marriage, children, and a career. She slept comfortably all the way home. A current Cessna Service Station Directory accompanies your new airplane. 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. It had two doors in front and a smaller rear door on the left side. On PKs, getting on the step did not guarantee the airplane would come off the water; I might end up just high-speed taxiing. There have also been some instances of cracking door posts, though these problems have not proven to be a safety issue. 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. Most of our flights involved transferring mental patients and small-time criminals around the state. 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. 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. Cessna 206 Series. Much of my flying then was for business, visiting legislators throughout the state. Full-fuel payloads of 1000 pounds or better are not at all uncommon. The cleanup included more-streamlined wheel pants and improved cowl flaps. While the Stationairs have large cabins, they’re not long on comfort with a full load of passengers. Cessna’s big, do-it-all Stationair has proved its worth worldwide for over 50 years. View Aircraft and Seller Details > Advertisement I only recently replaced the IO-520 engine that ran 400 hours past its 1,700-hour TBO with no repairs. It had two doors in front and a smaller rear door on the left side. The U206 was by far the more popular of the two. A 206 has poor visibility over the nose in landing attitude. Its cowling retained the bump originally needed to house the retracted front wheel on the 210; later Cessna 206 Stationair models eliminated this bump for a more streamlined look. Having flown with him several times, I considered a tailwheel option before I bought the Cessna 206 Stationair. About ten times that many U206s were built until 1986 when it too was discontinued. About Cessna T206H Turbo Stationair. © Belvoir Media Group, LLC. 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. If it was wet, there was enough to get to 7,500 feet. More than 7000, by serial number, U206s had entered the market, along with 647 P206s, the 577 aforementioned 205s and another 788 207s. Cessna 206 Stationair. It had a new interior and upgraded avionics. 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. The Foundation is in the process of rebuilding the Big Creek Lodge, www.RebuildBigCreek.com. Two books had been written and a movie had been made about him. 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. The turbo model of the 207 was powered by a TSIO-520-G, also with 300 HP. 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. 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. 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. There was one door for the pilot and a big double door aft on the right side. Also, with power on, the deck angle required for a wings-level stall is alarming. The remaining U206 and TU206 were offered with either a utility or passenger interior and renamed Stationair. 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 576 205s were delivered over its two-year production. Recovery requires lowering the nose by at least relaxing back pressure. While no airplane can handle anything you can fit in it, the Stationair comes closer than most. This site uses Akismet to reduce spam. Many airplanes that have been advertised as “do it all” machines just aren’t. CAV Ice Protection has the weeping wing TKS upgrade for 206 F, G and H models. And yes it was cold the times we flew in the winter. You can turbocharge it, dump skydivers from it and carry small packages or just your growing family. Soloy offers an STC’d 450-SHP Rolls Royce turboprop engine, www.Soloy.com. This is where the 206 on Edo floats mattered to me. But when I mentioned it to a generous uncle, he offered to finance it at very reasonable terms. Of course the 206 is not the only option for a six-seat piston that can still operate from unpaved runways. Some of the add-ons to the airplane were extended range/tip fuel tanks, gap seals, active traffic (TAS) and XM weather. 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