Good evening,
I'm curious, besides the obvious difference in interior and avionics, what is different between the 206 G and H models? The new interiors are heavy, which effects useful load, I've heard a lot of complaints about that, but are there any other differences?
I noticed that the H model has a turbo Lycoming 540 engine vs the old turbo Continental 520. How do they compare? Does the 540 turn as high of RPM's on takeoff as the 520?
Thanks
206 G/H
Tue Aug 04, 2020 3:10 pm
Tue Aug 04, 2020 8:01 pm
Re: 206 G/H
I assume you are talking strictly about the TU-206?
The Lycoming engine is heavier than the big Continental, but it makes lots of power, and in my experience is more reliable. The Lycoming turns 2700 on takeoff.
Otherwise, as you noted, it seems like Cessna was totally unaware of the role that the 206 has fulfilled for decades: a load hauling workhorse. The H model is very heavy. They seem to have searched out the heaviest materials they could find for the interior.
The other disadvantage of the H is that some of the mods that are frequently installed on earlier models may not be approved on the H.
If I were in the market for a 206 I’d look for a G that’s been equipped with an IO 550. Preferably the Wipaire conversion that increases GW to 3800.
MTV
The Lycoming engine is heavier than the big Continental, but it makes lots of power, and in my experience is more reliable. The Lycoming turns 2700 on takeoff.
Otherwise, as you noted, it seems like Cessna was totally unaware of the role that the 206 has fulfilled for decades: a load hauling workhorse. The H model is very heavy. They seem to have searched out the heaviest materials they could find for the interior.
The other disadvantage of the H is that some of the mods that are frequently installed on earlier models may not be approved on the H.
If I were in the market for a 206 I’d look for a G that’s been equipped with an IO 550. Preferably the Wipaire conversion that increases GW to 3800.
MTV
Tue Aug 04, 2020 9:38 pm
Re: 206 G/H
Thanks for the input.
I'm trying to determine my next move, and some variant of the 206 is the obvious choice. I'm always up against useful load with my typical mission profile in my 182. Full fuel and four adults is necessary on a regular basis. I like to fly in the back country, but I also log a ton of cross country time. My only attraction to the turbo engine is getting up over the big hills near me, my 182 is not confidence inspiring above 10k feet.
Not a big fan of the clamshell setup on a U206 for my purposes. Also don't like the lack of a passenger door. But it may be a tradeoff I'll need to come to terms with.
On the other hand, I've spent an awful lot of time fantasizing about finding a good deal on a large-elevator P206 with a really solid airframe but otherwise clapped out paint and engine, and resto-modding it with all the goodies and an IO550. That would give me the door arrangement I want, and the small passenger door in the back would be plenty big for my cargo. I would remove the rearmost seats. The only thing I don't like is the fugly cowl. Turbo P206's are pretty much non-existent.
I'm trying to determine my next move, and some variant of the 206 is the obvious choice. I'm always up against useful load with my typical mission profile in my 182. Full fuel and four adults is necessary on a regular basis. I like to fly in the back country, but I also log a ton of cross country time. My only attraction to the turbo engine is getting up over the big hills near me, my 182 is not confidence inspiring above 10k feet.
Not a big fan of the clamshell setup on a U206 for my purposes. Also don't like the lack of a passenger door. But it may be a tradeoff I'll need to come to terms with.
On the other hand, I've spent an awful lot of time fantasizing about finding a good deal on a large-elevator P206 with a really solid airframe but otherwise clapped out paint and engine, and resto-modding it with all the goodies and an IO550. That would give me the door arrangement I want, and the small passenger door in the back would be plenty big for my cargo. I would remove the rearmost seats. The only thing I don't like is the fugly cowl. Turbo P206's are pretty much non-existent.
Tue Aug 04, 2020 9:51 pm
Re: 206 G/H
FWIW, I fly a P206 and I havent ran out of elevator yet. Its light and up on the fwd end of the CG and just get better with stuff in the baggage. I definitely wouldn't make the smaller stab a deal breaker. I am also extremely happy with my IO-520, but I haven't had it up super high yet. I know that it climbs up to 8500 feet quite quickly from 2000, and at 2000' it does not use much strip.
Wed Aug 05, 2020 10:32 am
Re: 206 G/H
Frankly, turbos can be expensive to maintain, but it depends on the engine/turbo and your mission. An IO 550 powered 206 is hard to beat, and will climb well, even loaded heavy. I wouldn’t be scared of the U cargo doors, they are really nice....just not really a viable “emergency exit” in my opinion.
Wipaire does offer a copilot door for U 206, bring money, but might be worth doing.
Bear in mind that there are a LOT of aircraft flying around with only one big door....PIPER low wing, Beech Bonanza, Baron, etc. Those aren’t killing flops right and left....
MTV
Wipaire does offer a copilot door for U 206, bring money, but might be worth doing.
Bear in mind that there are a LOT of aircraft flying around with only one big door....PIPER low wing, Beech Bonanza, Baron, etc. Those aren’t killing flops right and left....
MTV
Wed Aug 05, 2020 10:36 am
Re: 206 G/H
This is true, but the new AD does not allow a U model to be a 6 place aircraft. And even if used a a 4 place aircraft, you still have to comply with the demands of the AD, so bring money if it hasn't been done yet.mtv wrote:Frankly, turbos can be expensive to maintain, but it depends on the engine/turbo and your mission. An IO 550 powered 206 is hard to beat, and will climb well, even loaded heavy. I wouldn’t be scared of the U cargo doors, they are really nice....just not really a viable “emergency exit” in my opinion.
Wipaire does offer a copilot door for U 206, bring money, but might be worth doing.
Bear in mind that there are a LOT of aircraft flying around with only one big door....PIPER low wing, Beech Bonanza, Baron, etc. Those aren’t killing flops right and left....
MTV
Wed Aug 05, 2020 3:51 pm
Re: 206 G/H
A1Skinner wrote:This is true, but the new AD does not allow a U model to be a 6 place aircraft. And even if used a a 4 place aircraft, you still have to comply with the demands of the AD, so bring money if it hasn't been done yet.mtv wrote:Frankly, turbos can be expensive to maintain, but it depends on the engine/turbo and your mission. An IO 550 powered 206 is hard to beat, and will climb well, even loaded heavy. I wouldn’t be scared of the U cargo doors, they are really nice....just not really a viable “emergency exit” in my opinion.
Wipaire does offer a copilot door for U 206, bring money, but might be worth doing.
Bear in mind that there are a LOT of aircraft flying around with only one big door....PIPER low wing, Beech Bonanza, Baron, etc. Those aren’t killing flops right and left....
MTV
I thought that AD only applied in Canada and on floats? Did the FAA adopt it as well?
In any case, he’s talking about using four seats, but that can change, of course. I don’t think I ever put more than four seats in one.....everybody I carried around brought all their worldly goods.
MTV
Wed Aug 05, 2020 9:31 pm
Re: 206 G/H
You are right Mike, the AD is just for Canada, but it applies to all of them, not just the float planes. And even if you run them as 4 seaters you have to comply with the AD and that involves putting the new door latch in that was part of the SK back in the day. Of course Cessna has none in stock and no timeline when they might get them, and the price is insane...
I agree the turbo is probably not worth it, I maintain a few and the cost of maintenance is higher for sure.
I agree the turbo is probably not worth it, I maintain a few and the cost of maintenance is higher for sure.
Fri Aug 07, 2020 10:05 am
Re: 206 G/H
How does fuel burn compare between the 550 and turbo 520?
Can the 550 cruise at (and climb to) 13-14k without issue?
Can the 550 cruise at (and climb to) 13-14k without issue?
Sat Aug 08, 2020 8:09 am
Re: 206 G/H
I have a 66’p206 with the io-550in it . Yes it will climb up to 14-15 k without issue . I have flown jumpers with it in the past and would be up in the teens all the time . The turbo is fun to fly when it is someone else’s plane I just would not really want one for myself even with being based at 6k msl airport . If you are going to strap on some o2 and cruise around in the high teens a bunch then the turbo might be what you want .
vail
Sun Aug 09, 2020 6:22 am
Re: 206 G/H
Does an STC exist to swap the cowl out of a P206 for a non chin bump style?
Sun Aug 09, 2020 7:25 am
Re: 206 G/H
What you want is a 1968 model. Highest useful of them all. Hard to find a good one and beat the S. Americans to it with a checkbook. So many are clapped out part 135. The hair dryer is awesome especially if someone else is paying the fuel and maintenance. Not the best x/c machine, slow and burn a lot of gas.
Sun Aug 09, 2020 7:47 am
Re: 206 G/H
Knots to you has a flatter style player that takes some of the chin bump away. Lots of $ for a small cosmetic thing, but if that's what you like then it is doable. I've posted pics on here of the difference before, maybe on the 205 thread.CParker wrote:Does an STC exist to swap the cowl out of a P206 for a non chin bump style?
Sun Aug 09, 2020 11:31 am
Re: 206 G/H
One more disadvantage of the U-206H model: It comes only with the small vertical tail. So, to go to floats, you have to find a "Seaplane" tail from an older 206.....
And, frankly, I much prefer that bigger vertical tail on any of these airplanes even on wheels.
MTV
And, frankly, I much prefer that bigger vertical tail on any of these airplanes even on wheels.
MTV
Fri Aug 14, 2020 6:22 am
Re: 206 G/H
I heard Cessna does have seaplane rudders for $39K. https://photos.app.goo.gl/8cc2VXJ1ncXa9h5H7 Glad I didnt pay that for mine.
- Skydive206 offline
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- Joined: Wed Mar 25, 2009 7:54 pm
- Location: Williamsburg, MO
Mon Feb 08, 2021 4:56 pm
Re: 206 G/H
Well guys, it looks like I've got a new addition to the family on the way in about 7 months... I have to get more serious about crystallizing a plan for the next bird.
That said, I could use some help from you guys who have real world experience in these birds, can you help me with the following information or point me to where I can find the following:
Full fuel payload TU206G and U206G assuming typical interior/panel (actual examples preferred)
Climb at gross weight TU206G vs IO550 U206G ~8-10k ft density altitude
Cruise speed and fuel burn TSIO520 vs IO550 ~8-10k ft density altitude
The climb performance of the turbo engine appeals to me because I fly XC across the Northern Rockies quite a bit. On the flip side, the simplicity and reliability of an IO550 appeal to me as well. The information I requested above will help me decide between the two if I end up going with the G variant.
As configured, a new T206H has a full fuel useful load of 883lbs and a sticker price of $800k. The idea of a new airframe with enhanced safety features is appealing to me. I've got some firsthand feedback on those models I'll compare to the requested information as well.
Thanks
That said, I could use some help from you guys who have real world experience in these birds, can you help me with the following information or point me to where I can find the following:
Full fuel payload TU206G and U206G assuming typical interior/panel (actual examples preferred)
Climb at gross weight TU206G vs IO550 U206G ~8-10k ft density altitude
Cruise speed and fuel burn TSIO520 vs IO550 ~8-10k ft density altitude
The climb performance of the turbo engine appeals to me because I fly XC across the Northern Rockies quite a bit. On the flip side, the simplicity and reliability of an IO550 appeal to me as well. The information I requested above will help me decide between the two if I end up going with the G variant.
As configured, a new T206H has a full fuel useful load of 883lbs and a sticker price of $800k. The idea of a new airframe with enhanced safety features is appealing to me. I've got some firsthand feedback on those models I'll compare to the requested information as well.
Thanks
Last edited by CParker on Tue Feb 09, 2021 8:24 am, edited 1 time in total.
Mon Feb 08, 2021 5:14 pm
Re: 206 G/H
CParker wrote:Well guys, it looks like I've got a new addition to the family on the way in about 7 months... I have to get more serious about crystallizing a plan for the next bird.
That said, I could use some help from you guys who have real world experience in these birds, can you help me with the following information or point me to where I can find the following:
Full fuel (80gal) payload TU206G and U206G assuming typical interior/panel (actual examples preferred)
Climb at gross weight TU206G vs IO550 U206G ~8-10k ft density altitude
Cruise speed and fuel burn TSIO520 vs IO550 ~8-10k ft density altitude
The climb performance of the turbo engine appeals to me because I fly XC across the Northern Rockies quite a bit. On the flip side, the simplicity and reliability of an IO550 appeal to me as well. The information I requested above will help me decide between the two if I end up going with the G variant.
As configured, a new T206H has a full fuel useful load of 883lbs and a sticker price of $800k. The idea of a new airframe with enhanced safety features is appealing to me. I've got some firsthand feedback on those models I'll compare to the requested information as well.
Thanks
Most of the U-206 experience I have is at relatively low altitudes, but the IO 550 has a LOT of power, compared to an IO-520. Climb performance (at 3800 pounds and on floats) was waaaay better than the 520. I have near zero experience with the TSIO powered 206.
So, frankly, I think climb performance of the IO 550 would really impress you.
But, the BIG difference between the IO-550 and the TIO or TSIO (Lycoming vs Continental) is going to be fuel flow in cruise. The IO 550 loves operating at lean of peak. I ran regularly at ~ 13 gph in cruise. I think you'll find that the Turbos are going to run more like 18 plus, at least the big Lycomings will, or more.
Now, if you're looking for a potential project that could be equipped exactly as you want it, take a look at this:
https://www.barnstormers.com/classified ... atid=17405 Hang an IO-550 in that thing, some paint, interior and avionics, and you'd have a pretty nice six seater. With a little bigger tires, and welcome to the back country.
And, it's priced right.
MTV
Tue Feb 09, 2021 6:27 am
Re: 206 G/H
I have a 68 206 that the nose got taken out in the early 70s. Looks like when they went to Cessna the only cowl available was the new style. So it got the newer cowl. 337 for the repair. I have extras complete noses if you really want that nose style. Knots 2you have a fairing that covers the shimmy damp and also removes the bump. Cheaper and gain speed.
- Skydive206 offline
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- Joined: Wed Mar 25, 2009 7:54 pm
- Location: Williamsburg, MO
Tue Feb 09, 2021 8:16 am
Re: 206 G/H
Thanks guys, who do you consider the "550 guys" for the 206? I see Wipaire, Vitatoe, etc. I have zero experience with any of them. I'm going to see if they can provide the climb data.
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