Cessna · 1963–1964
Cessna 205 Super Skywagon (1963-1964)
Specifications
Performance
Cruise
140KTAS
Range
720nm
Climb
920fpm
Ceiling
17,000ft
Fuel Burn
13gph
Fuel Cap.
65gal
MPG
12.4mpg
Stall (Vs0)
56KIAS
T/O roll
875ft
Ldg roll
750ft
Size & weight
Seats
6
Useful Load
1480lbs
Full-fuel payload
1,090lbs
Max gross
3,300lbs
Wingspan
36.6ft
Length
28.2ft
Engine
Engine
Continental IO-470-S
Power
260hp
TBO
1,500hrs
Overhaul
$48k
Owning it
Hull insurance
$2k/yr
Parts
good
Mechanics
specialist
Gear
Fixed
IFR
Yes
Category
certified
Full specification
V-speeds
Airframe
- Empty weight
- 1,820 lbs
- Max fuel weight
- 390 lbs
- Height
- 9.6 ft
- Wing position
- high
Obstacle performance
- Takeoff over 50 ft
- 1,500 ft
- Landing over 50 ft
- 1,400 ft
Paperwork
- Type certificate
- 3A21
- Certification basis
- CAR 3
These figures are typical for the model, not a specification for any individual aircraft. Real-world numbers vary with year, installed equipment, weight, modifications and engine condition — often by more than you would expect. Use them to compare types, and confirm anything you would act on against the Pilot's Operating Handbook for that specific airframe and a prebuy inspection.
Pricing
Typical
$80k
Range
$60k – $105k
Annual all-in
~$27k/yr
All-in at ~100 flying hours a year, using the midpoint of each range — the same figures broken out under “Cost to own” below. Your number will differ, and mostly for two reasons. Experience sets your insurance: a 2,000-hour pilot with recent training pays 30–40% less than a 200-hour owner, and student owners pay 20–40% more — on the same aircraft that is often a doubling. Location sets your hangar: a T-hangar runs $200–400 a month in the Midwest against $400–1,500 in a coastal metro, and an outside tie-down is less again. Engine reserves move too — a local shop reusing your serviceable cylinders can come in 30–50% under the national specialty-shop pricing we quote, though you trade the warranty and turnaround that comes with it. Reserves are money set aside toward a future overhaul, not a bill this year, and the annual inspection figure is the shop’s labor to look — whatever they find is separate.
Cost to own — estimate
Set your yearly hours and local fuel price. Fixed costs (insurance, hangar, annual inspection) don't change with hours; fuel, maintenance and the engine reserve do.
- Fuel (13 gph)
- $8,450
- Engine reserve
- $3,200
- Propeller reserve
- $175
- Maintenance, parts & wear items ($12/hr)
- $1,200
- Insurance
- $900–$2,000
- Hangar
- $6,193–$15,482
- Annual inspection (labor only)
- $1,200
- Databases & subscriptions
- $400
- Total per year
- $26,912
- Per flight hour
- $269
- Miles flown / year (at cruise)
- 16,111 mi
- Cost per mile
- $1.67/mi
- Time in the air
- 2 hr 09 min
- Fuel burned
- 28 gal
- Out of pocket
- $279
Fuel, engine reserve and wear only. Insurance, hangar and the annual are already paid whether you make the trip or not, so they are not charged here.
Estimate, not a quote. Where a line shows a range, the total, per-hour and per-mile figures use its midpoint— insurance moves most with your experience and time in type, hangar with where you base the aircraft, so your own number could sit at either end. Annual inspection is the shop's labor to open and inspect — what they find is the maintenance line, which covers oil changes, plugs, tires, brakes, hoses, lights, a battery and vacuum pump amortised over their life, and the unscheduled squawks that are the largest and least predictable part of it. Reserves are sinking funds toward an overhaul, not a bill you pay this year — and note that a propeller is due on hours or calendar time, typically six years, so flying less does not put it off forever.
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: $42,500–$53,500. 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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