Hi Folks,

Looking for some answers on the early 206's.

1. Fuel - Any options besides the flint wing extensions for more capacity?

2. Horizontal Stab - Is there a stc to go to the large one like the "c" models?

3. Any advice on the IO-520A as far as operation goes?

4. Landing with forward CG - similar to a 182? Any special technique?

Thanks,

Tim

I've seen one or 2 with the late model stab, as far as I know they had no paperwork to support it. I know one went through a crash and FAA/NTSB investigation and neither alphabet organization figured it out.

1. Don't think so.
2. No. There were some elevators that were lengthened via field approval in Alaska years ago. The width of the horizontal and elevator was not altered. A fellow I sold ours to inquired with Anchorage about a follow on field approval from one he obtained the 337 on. The answer was no.
3. Many of them recently overhauled are DcA or FcA. Only difference is they don't wind up to 2850. A straight original A is probably a light case, can be prone to cracking if abused. Many of them are cracked and repaired.
4. The small tail is only a big deal if the pilot makes it one. When empty, roll the trim all the way forward for landing and carry some power. Yes, it requires a little effort to hold the yoke but you will not run out of elevator. Loaded, it's a total non-issue. The small tails are faster and not as expensive outright. Do watch out for cracks in the bulkhead next to the horizontal. Many have been replaced, some not. The parts are expensive.

I have seen the big horizontal elevator mod field approved. Like gb says there are a few out there and not many guys will even notice. I don't have enough time I a 206 to know but I have heard the same. It works just fine with the smaller horizontal stab even on floats.

The early 64-66(maybe 67 also) model 206's were 3300 lbs airplanes. There is a STC to go to 3600 lbs. The Stab /elevator bigger size could be addressed on 337 -it does compute per the fit,form and function of changing out a early model part with later .

behindpropellers wrote:Hi Folks,

Looking for some answers on the early 206's.

1. Fuel - Any options besides the flint wing extensions for more capacity?

2. Horizontal Stab - Is there a stc to go to the large one like the "c" models?

3. Any advice on the IO-520A as far as operation goes?

4. Landing with forward CG - similar to a 182? Any special technique?

Thanks,

Tim

Tim,

Define "early 206".

MTV

mtv wrote:

behindpropellers wrote:Hi Folks,

Looking for some answers on the early 206's.

1. Fuel - Any options besides the flint wing extensions for more capacity?

2. Horizontal Stab - Is there a stc to go to the large one like the "c" models?

3. Any advice on the IO-520A as far as operation goes?

4. Landing with forward CG - similar to a 182? Any special technique?

Thanks,

Tim

Tim,

Define "early 206".

MTV

Mike,

This one is a '65 U206.

Tim

I only had about 75 hours in my 1964 206 and most of them were just me and five empty seats. I always ended up landing with full nose up trim and go arounds are a real issue in that configuration. I had the 300HP STC and a full power application had you straight up and a few seconds from a stall without a ton of push on the elevator. Practice that in landing configuration but at altitude. Wonderful airplane!

Put all your survival gear in the rear, and carry about 200 extra RPM on round out.

Does anyone know exactly what year and or model the 206 got the bigger horizontal/elevator? Late '60's? Did the U and P get the big tail at the same time? And was there an even bigger horizontal in the late 70's? Possibly a 207 size horizontal? Did the later 70's and 80's have only 30 degree flaps? Do all 206's have 40 degree flaps?

I definitely have 206 envy. Id be looking for one of the first big tail U models, '68 i think. A 550 turbo, or possibly a 550N, 401 prop, Sportsman cuff. 8.50's and an 8.00, ready, set, go!

M6RV6 wrote:Put all your survival gear in the rear, and carry about 200 extra RPM on round out.

What he said.

MTV

13' tail came in '68. If I recall correctly, that particular year has the highest useful load, by the book.

Thanks for taking the time to reply.

I was really planning on waiting a couple years to buy a family flying machine but I ended up with a U206. I go pick it up next week, will post some pics.

Tim

Congratulations. My family has loved our 206. Lots of space for everyone and everything. Looking forward to the pictures. Again, congratulations!

Small horizontal thru SN U206-0914 P206-0419. The aircraft are very usable with the CG loaded correctly. Empty airplane with only the pilot and your out of the fwd CG range. Bigger engine, 3 blade prop make it worse. A mistake outside of fwd CG, too slow or not enough blast over the tail will make the nose drop at the most un-opportune time. The wing keeps flying but the horizontal acts like it stalls. Your right there and bang the nose drops. Because of the design of the nose gear attachment in the 206 the damage is a real pain and expensive to fix. Most Ive seen you can fly out but it wont pass the next inspection. I keep the trim tab set streamlined with the elevator and muscle thru the flare. This gives you more elevator to deflect the air. When parked on the ground set the elevator trim full nose up, pull the yoke full aft and look back at the elevator. You lost a good section of control surface. All my 206s have large tails, Sportsman, Wing X, superdroops, with 99% of my landings are empty (stripped down and no cargo doors) at the fwd CG limit on a grass strip and I want to hit a small touch down zone. Even with the large tail it can be a chore in my configuration.

gbflyer wrote:1. Don't think so.
2. No. There were some elevators that were lengthened via field approval in Alaska years ago. The width of the horizontal and elevator was not altered. A fellow I sold ours to inquired with Anchorage about a follow on field approval from one he obtained the 337 on. The answer was no.
3. Many of them recently overhauled are DcA or FcA. Only difference is they don't wind up to 2850. A straight original A is probably a light case, can be prone to cracking if abused. Many of them are cracked and repaired.
4. The small tail is only a big deal if the pilot makes it one. When empty, roll the trim all the way forward for landing and carry some power. Yes, it requires a little effort to hold the yoke but you will not run out of elevator. Loaded, it's a total non-issue. The small tails are faster and not as expensive outright. Do watch out for cracks in the bulkhead next to the horizontal. Many have been replaced, some not. The parts are expensive.

GB sounds like u been there done that Seaplane tail fixes all that ....$$$

It's really not a problem landing an empty 206 without damaging anything. And, if you were to bend something, it's a cheaper fix than it is for a bent nose gear on a 182. The 182 nose gear attaches to the firewall. The 206 nose gear attaches to the engine mount. STill an expensive fix, but a lot cheaper than having to replace the firewall.

Great airplanes, empty or loaded.

MTV

Mike did u get your C170 sold ?

DonC wrote:Mike did u get your C170 sold ?

Yep, it migrated back "home" to Alaska. It's back in Fairbanks and getting flown a lot...as it should be. That plane was flown from Wichita to Alaska new by the fellow I bought it from....you knew him, I'd bet: Graham Mower.

I was glad to see it go back to AK.

MTV

mtv wrote:

DonC wrote:Mike did u get your C170 sold ?

Yep, it migrated back "home" to Alaska. It's back in Fairbanks and getting flown a lot...as it should be. That plane was flown from Wichita to Alaska new by the fellow I bought it from....you knew him, I'd bet: Graham Mower.

I was glad to see it go back to AK.

MTV

Yep knew Graham well. Flew him out a lot adjusting aircraft accidents. He was a real stickler on wx had me turn around several times. He would say " my nickel my plane turnaround" His son (step son I think) worked for me on Lake Hood.