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Eight quarts of crankcase oil is perfect to fly, although it can be as low as 6½ and still be airworthy. With ergonomically designed seats wrapped in durable Luxor 2 and Alcantara, the Turbo Stationair® HD piston offers a six-seat configuration, providing room to expand your aviation influence to more of your friends and colleagues. 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. 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.
Limiting and Recommended Airspeeds
Even newly minted private pilots like Mike Karnes, of Dallas, are buying fully decked-out T206s like these. I met Karnes at the Independence Municipal Airport in Independence, Kansas, where he was taking Cessna's G1000 pilot initial course — a three-day intensive program that's included in the price of the airplane. Karnes wanted the room and performance of the T206, given that he routinely would be flying big passenger loads in the high density altitudes and sweltering temperatures of the Texan summer. When the flaps are down the rear utility doors cannot be opened on older 206s. This can be a serious safety hazard following a forced landing or ditching, since passengers can't exit out of that side.
Cruise speed/endurance w/45-min rsv, std fuel (fuel consumption, ea engine) @ 75% power, best economy
However, despite some pilots’ assertions that “If you can get it in, you can take off,” weight and balance computations are not optional. Several accidents over the years show it is possible to load a Stationair outside its envelope. 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.
Missing Cessna 206 Aircraft Found in Colombia, Search for Occupants Continues - Aviacionline
Missing Cessna 206 Aircraft Found in Colombia, Search for Occupants Continues.
Posted: Tue, 16 May 2023 07:00:00 GMT [source]
What‘s Going On with Cessna Denali Turboprop?
If you’re a Cessna owner, your best choice is the Cessna Pilots Association. 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. 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.
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. Dozens of talented, dedicated and highly skilled volunteers donate countless hours of their time restoring aircraft so they can take their place telling the story of Kansas aviation.
Children survive aircraft crash after 17 days in Colombia - MercoPress
Children survive aircraft crash after 17 days in Colombia.
Posted: Thu, 18 May 2023 07:00:00 GMT [source]
The P206 was discontinued in 1970, with a total production run of 647. The remaining U206 and TU206 were offered with either a utility or passenger interior, and renamed Stationair. The Cessna 206 Stationair is not fast, nor is it 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. You can put it on floats, turbocharge it, dump skydivers from it, and carry small packages or just your family. 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. Turns out that most buyers of new T206s use them as ultimate family-movers, or Aero SUVs, to lean on AOPA's 1999 Cessna 206 sweepstakes sloganry.
While this very impressive avionics suite has already been offered on new Cessna Skyhawks and Skylanes, it made its debut on the 206 last summer. The G1000 consists of two 11-by-14-inch high-resolution display screens and a wide range of functions that rival anything in today's most modern airliners. While a full description of the G1000 is outside the scope of this article, suffice it to say that this full-featured suite makes the Turbo 206 more of a sales draw than ever. Virtually all new orders for T206s include the G1000 as part of the standard Nav III package, which is worth $63,150. In this installation, the G1000 incorporates traffic information via its traffic information service (TIS) hardware, which relays air traffic control target information to the Garmin's centrally mounted multifunction display (MFD). For example, if terrain is depicted in red, the display is saying the ground ranges from 100 feet below your altitude to heights above your altitude.
Maintenance and Safety.
Handling and stability remain relatively consistent, whether light or heavy. A light, unloaded example can be something of a hot rod when it comes to acceleration and climb performance. But even loaded to maximum takeoff weight, the books indicate a 210B requires only 1,210 feet to clear a 50-foot obstacle on takeoff, and a P206E requires only 1,800 feet. The ease of entry and egress of the U206’s double doors strongly appeals to owners who regularly transport elderly or disabled passengers, and thanks to the low sill height, outsized cargo is easily loaded and unloaded. A supplemental type certificate (STC)available from Wipaire allows for the installation of a right-side front door. For owners interested in hauling larger cargo or simply desiring easier access to the aft half of the cabin, the U206 provides large double “clamshell” doors on the right side of the fuselage.
Cessna Stationair Accident Record: Other, Engine
Ascending out of the traffic pattern, the nose was lowered to nail a 105- to 110-kt cruise climb airspeed that yielded better than 1,000 fpm. Thanks to turbocharging (and the built-in oxygen system) we continued to race upward, passing 10,000 feet eight minutes after takeoff and 15,000 feet only 13 minutes after takeoff. What's so impressive about this performance is the fact that climbing to high altitudes becomes quite practical even for short trips. Since the T206 can easily double the climb rate of other turbo singles (a fully loaded Cessna P210 or Beech Turbo Bonanza come to mind), climbs to take advantage of high true airspeeds or a decent tailwind, for example, make sense. 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.
There have also been some instances of cracking door posts, though these problems have not proven to be a safety issue. Of the 19 engine stoppages not due to fuel issues, over half involved mechanics over-torquing cylinder bolts or engine through bolts. In two cases fuel line attaching hardware was not tightened at all and didn’t stay attached for very long. 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.
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. 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. Turbocharging became available on both variants in 1966, with a 285-HP Continental TSIO-520C.
Production of both types was suspended in 1986, and only the 206 would be resurrected in more recent years. Today, the pre-1986 family of 206 and 210 series of aircraft provides a compelling blend of capability, comfort, and familiar, predictable flight characteristics. The taildragger era was drawing to a close, tricycle gear was taking over, and the marketing team was hard at work identifying and addressing gaps in their product offerings. The small trainer role was evolving from the 120 and 140 to the 150, and the light four-place role was evolving from the 170 to the 172 and 182. This left the question of what to do for the larger, higher-performance single-engine market. Unsurprisingly, many of the modifications to the 206 enhance the load-carrying and STOL performance.
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