28 Mar 2024, 17:53 [ UTC - 5; DST ]
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Post subject: Cessna 206 -- I want to know Posted: 09 Jul 2020, 11:46 |
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Joined: 12/09/07 Posts: 16989 Post Likes: +12387 Location: Cascade, ID (U70)
Aircraft: C182
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The short version:
I have no experience with the 206, but the higher useful load and the room appeal to me.
In Idaho, even with a larger P-Ponk engine, the 2800-pound max gross with just under 1,000 pounds of useful load, means the 1967 C182 is a three-person, half-fuel plane.
So, I'm weighing the options of moving to a 206. I like the big doors of the U models.
It would have to be an earlier version for budget reasons.
Turbo?
Warnings, suggestions and thoughts are welcome.
_________________ "Great photo! You must have a really good camera."
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Post subject: Re: Cessna 206 -- I want to know Posted: 09 Jul 2020, 13:15 |
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Joined: 02/23/17 Posts: 170 Post Likes: +45 Location: KSSF
Aircraft: T210N,182Q,310R
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The big doors and option of larger tires are nice though, thinking of selling my 210 and looking for a turbo 206 G model but they are pricey when available.
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Post subject: Re: Cessna 206 -- I want to know Posted: 09 Jul 2020, 16:17 |
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Joined: 05/01/17 Posts: 658 Post Likes: +312 Location: KVNC / KMKC
Aircraft: C182Q IO-550
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The BIG Back Double Cargo Door is really a nice feature, remember, however, there is no Passenger Side Front Door, so the front passenger has to crawl through / over to the Copilot Seat
I wanted a C206 in the worst way as I started my search for an aircraft in 2016. I planned to “permanently log the removal of the very back bench,” creating an incredibly roomy 4-place aircraft with lots of baggage space. At that time, every 206 I looked at was around $100k / 100 AMU’s or more than a C182, and I’d kind of convinced myself I didn’t want the Turbo being a Midwestern Flatlander, and having around 1,800 hours in Turbocharged Aircraft, my experience was that there is added maintenance with a Turbocharger and turbocharged exhaust systems are quirky and expensive
Ultimately, I found a low time C182Q with a run out engine and propeller and chose to do an Air Plains IO-550-D upgrade, sort of creating a lighter weight C206, however, on paper there is no legal MGTOW increase for a C182Q with all that added power from an IO-550 beyond the Troll Tune 3,110 STC available to select C182 models. Climb Performance is spectacular, and I get 150 KTAS LOP 5-8,000 msl at 13.5 gph
I also get very good DA Performance from my NA IO-550 C182Q in my lighter weight C182Q airframe
So, I did spent those extra 100 AMU’s “Firewall Forward,” and then some, on my project, however, my end result allowed me to start new Firewall Forward, plus some Avionics upgrades
_________________ Luck is where PREPARATION meets OPPORTUNITY
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Post subject: Re: Cessna 206 -- I want to know Posted: 09 Jul 2020, 16:46 |
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Joined: 02/17/10 Posts: 600 Post Likes: +822 Company: JCrane, Inc. Location: KVES
Aircraft: C441, RV7A
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Just sold an '84 with the IO550, that we had owned for several years. As mentioned above, most don't have right side front door. That door was an option (I understand) that cost 50K or so. The right-side double doors are nice, but if all six seats are in, the middle row will be boarded via the left-side front door, because the middle row seats extend forward of the right side door opening. Kids can crawl over the corner of that middle row seat, but most adults prefer not. With the IO550 we saw 142 kts LOP 14.5 gph, 149 kts ROP 18 gph. Useful load was 1,420. Ours was probably heavier than many, for whatever reason. It had TKS, which would add a little weight and probably fly a little slower. They have a reputation for being nose-heavy when landing. I guess they would be if you didn't trim or flare. Not an issue at all. Similar to the '69 182 with an O470 in grass field performance. CG, what's that. Honestly, the CG chart is wide enough that it's almost never an issue, i.e. you're almost never out of cg either direction. Almost never, I said...and that's another story. Some say it's like flying a truck. I don't know, I drive a lot of different trucks and some drive nice and some don't. I loved flying it. But maybe I need to get a Beech to properly calibrate my perceptions. What else?
Gary S
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Post subject: Re: for rough backcountry or paved strips? Posted: 09 Jul 2020, 16:55 |
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Joined: 01/06/09 Posts: 444 Post Likes: +146
Aircraft: A185F
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Username Protected wrote: If you want to regularly use really rough strips, the turbo 206 is your best option.
If you stick to paved runways and nicely groomed grass strips, an older 210 would serve you equally well, and would probably cost less. (206s bring crazy high prices)
The 1966 T210F is basically a T206 with retractable gear. By the same logic, a 210D/E/F are equivalent to a normally aspirated 206 with retractable gear. There's a little bit less room in the cargo area to make space for the MLG wheel wells.
You might also be interested in 205s if there are any for sale.
HTH, Mark There is a reason the 210's are cheaper. I wouldn't buy an older one without checking the spar for corrosion. the interior insulation and glue caused a lot of corrosion.
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Post subject: Re: Cessna 206 -- I want to know Posted: 09 Jul 2020, 16:56 |
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Joined: 01/16/11 Posts: 11105 Post Likes: +7090 Location: Somewhere Over the Rainbow
Aircraft: PC12NG, G3Tat
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Username Protected wrote: I thoroughly endorse Toms decision to get a 206. That’s 2 dead elk baggage baby. I gave you a dislike for the poor elk!!!
_________________ ---Rusty Shoe Keeper---
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Post subject: Re: Cessna 206 -- I want to know Posted: 09 Jul 2020, 17:01 |
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Joined: 01/01/10 Posts: 3435 Post Likes: +2386 Location: Roseburg, Oregon
Aircraft: Citation Mustang
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Username Protected wrote: Sheeesh, you'd think you'd try out airplanes before you buy them Come on Penman. You darn well know by now that Tom buys airplanes and then tries them out. This is nothing new. He's simply telling us that he's buying a 206. He just wants some early confirmation.
_________________ Previous A36TN owner
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