Cessna · 1963–1964
Cessna 205 Super Skywagon (1963-1964)
Specifications
Cruise
140KTAS
Range
720nm
Seats
6
Useful Load
1480lbs
Full-fuel payload
1,090lbs
Fuel Burn
13gph
Fuel Cap.
65gal
MPG
12.4mpg
Stall (Vs0)
56KIAS
T/O roll
875ft
Ldg roll
750ft
Power
260hp
Engine
piston single
Gear
Fixed
IFR
Yes
Category
certified
Pricing
Typical
$80k
Range
$60k – $105k
Annual all-in
~$17k/yr
All-in estimate at ~100 flying hours a year — fuel, annual inspection, engine reserve, insurance, and hangar. It scales with your actual hours, and insurance and hangar vary most by region and pilot.
Cost to own — estimate
Set your yearly hours and local fuel price. Fixed costs (insurance, hangar, annual inspection) don't change with hours; fuel and the engine reserve do.
- Fuel (13 gph)
- $8,450
- Engine reserve (toward overhaul)
- $2,400
- Fixed (insurance, hangar, annual, subscriptions)
- $6,150
- Total per year
- $17,000
- Per flight hour
- $170
- Miles flown / year (at cruise)
- 16,111 mi
- Cost per mile
- $1.06/mi
Estimate, not a quote — insurance and hangar (the fixed bucket) vary most by region and pilot. Anchored to our model figure at 100 hrs and $6.50/gal.
Strengths
- Excellent useful load (~1,480 lbs) for a 1960s 6-seater
- Simple fixed-gear design with lower operating costs than retractable alternatives
- Proven 210B airframe with good parts support and Continental IO-470-S reliability
- Significantly cheaper acquisition than equivalent U206 Stationair
Weaknesses
- Small market means limited A&P familiarity and potential service gaps
- 60+ year-old airframes require thorough inspection of gear legs and fasteners
- Many aircraft have incomplete or partial logbook histories
- No cargo door (passenger door only) limits utility vs U206
Overview
The 1963-1964 Cessna 205 is the direct predecessor to the 206 Stationair and the first 6-seat Cessna based on the 210 fuselage. Conceptually, the 205 is "a 210 with the gear welded down" -- it shares the 210B fuselage, swept tail, and basic cabin layout, but trades the 210's retractable gear and complex hydraulic system for fixed gear and operational simplicity. Approximately 577 examples were produced across the two-year run before being replaced by the more capable 206 in 1965.
The 205 is the smallest, lightest, and least expensive of the 6-seat Cessna singles. With 260 HP and a 3,300 lb gross weight, it's a respectable performer for a load-hauling six-seater. The 205 has a small but loyal following among bush pilots and utility operators who value its simplicity and lower acquisition cost vs the 206.
The 210 Connection
The 205 shares the 210B fuselage, swept tail, and basic cabin layout but with fixed gear. This is intentional -- Cessna wanted a 6-seat utility airplane based on already-proven airframe components.
Differences from the 210B:
- Fixed tricycle gear (vs retractable)
- Slightly heavier cowl (260 HP vs 285 HP)
- Standard 6-seat layout (vs 4-5 seat 210B)
- Reinforced cabin structure for utility loading
This shared-airframe approach kept tooling costs low and allowed rapid market entry.
Variants & History
| Feature | 205 (1963-1964) | U206/A/B (1964-1968) | U206G Stationair (1977+) |
|---|---|---|---|
| Engine | Continental IO-470-S 260 HP | Continental IO-520-F 300 HP | Continental IO-520-F 300 HP |
| Max gross | 3,300 lbs | 3,300-3,600 lbs | 3,600 lbs |
| Cargo door | None (passenger door only) | Double cargo door (new) | Double cargo door |
| Seats | 6 (standard) | 6 (utility config) | 6 |
| Production | 577 units (2 years) | ~5,300 units (4 years) | ~3,200 units (13 years) |
| Empty weight | ~1,820 lbs | ~1,950 lbs | ~2,000 lbs |
| Useful load | ~1,480 lbs | ~1,650 lbs | ~1,600 lbs |
| Cruise | 140 KTAS | 145 KTAS | 148 KTAS |
Performance
140 KTAS cruise at 7,500 ft (75% power), 920 FPM climb at 3,300 lb gross, 13.0 GPH. Service ceiling 17,000 ft.
Real-world cruise: 135-140 KTAS at economy settings. The 1,480 lb useful load is excellent for a 1960s 6-seater -- 4 adults + bags + 4 hours fuel is routine within W&B.
2001 Cessna 206 Stationair
T206H Turbo · Load Hauler · Fresh Annual · No Damage
Maintenance & Support
The IO-470-S is a 470 cubic inch, six-cylinder, fuel-injected Continental engine producing 260 HP at 2,625 RPM. TBO 1,500 hours. Same engine family as the 210A/B (IO-470-E) with minor accessory differences.
Field overhaul: $32,000-$40,000. Parts availability is good through Continental and aftermarket.
Valuation Factors
| Condition | Price Range |
|---|---|
| Project / needs engine | $45,000-$65,000 |
| Flying but tired | $60,000-$85,000 |
| Well-maintained | $80,000-$105,000 |
| Restored / upgraded | $100,000-$130,000 |
The 205 trades $10,000-$30,000 below an equivalent U206 in most markets, despite essentially identical capability for non-cargo missions. The cargo door delta is the dominant value driver.
1977 Cessna 210 Centurion
210M Centurion · Steam + GPS · Great Useful Load
ADs & Common Problems
- 210-derived airframe inspection: SID compliance per Cessna SID 27-10-01 (wing spar) applies.
- Engine cylinder condition: IO-470 cylinder cracking can occur. Borescope inspection essential.
- Aged fixed-gear hardware: 60+ year-old gear legs can develop cracks. Inspect at the spring-to-fuselage attach.
- Logbook completeness: Many 205s have had partial logbook losses over six decades.
- 205 type-specific knowledge: Many A&Ps know 206s but have never seen a 205. Confirm the shop you choose has 205 experience.
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