I do like those. I have them in my other 182. Very light.

I owned a 1963 182F 22 years. Then the TravelAir for 8 years.
Now a 1970 P206E for three years. The 206 has cuffed wings And VGs. It flies beautifully. We removed the two rear seats to make room for “stuff”. It is fully controllable in stall with one or two normal size guys in the front and really doesn’t break, it just mush’s with the airspeed indicator reading under 40.
I like the two front doors. The rear pilot side door is big enough for a 72 year old chubby guy to crawl into, loading stuff is fairly easy. Would I trade for a large cargo door and give up the pilot side door ? NO.
She is definitely no spread demon. 130+-Kts burning about 13 gph on and original IO520A of 285 hp. We do not have an engine analyzer in it so do not try to fly ROP.
Flying out Reno, 4700 ft with DAs in the 7-8k range all summer.
80 gallons fuel, 4 people and some bags on a warm morning we see about 500 ft/min climb to 10-12k. Normal trips are west over the Sierras. When heavy she is about 4-5 slower.
We typically use 10 d flaps for takeoff and it comes off the ground about 60-65.
We have no “issues” with it being nose heavy, however I never had that issue with the 182 either. Most of that is a pilot issue.
A good 206 is hard to find. I acquired mine from the Estate of a friend who passed. We flew the airplane together often, so i new the airplane. No logs before 85, rumored to have been an “El Chapo” cargo plane back in the day. I would not be happy with a 182 at this point due to the increased usefulness and load. Short/soft field we come in at 65-70 short final with some power and it is stopped in about 700 ft. Takeoff on a summer morning we use 1000-1300 ft to get airborne.
I know you said you aren’t looking now, but if the chance comes up, you just might to trade a couple Colt Pythons for one :)

Where do you get those folding seats? They look nice and useful!

Rgs,
Patrick

Where do you get those folding seats? They look nice and useful!

Rgs,
Patrick

I just bought a 1981 TU206G last month.
1900 TT, Tip tanks, VGs, HD gears.
It does about 140 kts at low altitude. Not the fastest but as a big cabin and will carry the load with 1550 ibs useful load.

Do not screw around. Get the 207.

Sweet! What's the mission for it Marc?

Short haul, big loads, grass & gravel strips, family hauler and IFR trainer for daughter and son in law.





Sweet! What's the mission for it Marc?

Easier said than done. Between controller, trade-a-plane, globalplanesearch and barnstormers there's currently 1 (one) for sale in the US. They all go up to Alaska eventually, and they don't come back.

Reviving this for the same reason Tom started it. Hangar limits. There aren’t many 205, 206, 207’s for sale in the usual places. Anyone know of any?

Tod, I sent you a Text and a PM

Speaking of the 205: https://youtu.be/F4kpkL1JrzY?t=1521

Folks, This could get Fun ...............................For Me

Put some wheel pants on and you should get 145-147kts.

I've flown both the turbo and NA versions, and for low altitude flying I couldn't see the extra expense for the turbo. The big use for those in the Northeast was floatplanes. Apparently the turbo really makes a difference unsticking off the East River on a hot summer day.

Turbo was 310hp, NA was 300, both had a 5 min takeoff limit.

Which made me wonder recently... when you fly at 75% power on a 300hp airplane, but that 300hp is 5 minutes RPM limited. are you cruising at 75% of 300? Or 75% of max continuous? I'm guessing it's 75% of max continuous, as you're still cruising at 24-24.

Short field soft field - loved the 185. Double doors and going into 99% of the airports out there - 206.