Cessna · 1998+
Cessna 206H Stationair (1998-present)
Specifications
Performance
Cruise
142KTAS
Range
720nm
Climb
924fpm
Ceiling
15,700ft
Fuel Burn
14.5gph
Fuel Cap.
92gal
MPG
11.3mpg
Stall (Vs0)
54KIAS
T/O roll
910ft
Ldg roll
735ft
Size & weight
Seats
6
Useful Load
1360lbs
Full-fuel payload
808lbs
Max gross
3,600lbs
Wingspan
36ft
Length
28.3ft
Engine
Engine
Lycoming IO-540-AC1A5
Power
300hp
TBO
2,000hrs
Overhaul
$52k
Owning it
Hull insurance
$3k/yr
Parts
excellent
Mechanics
common
Gear
Fixed
IFR
Yes
Category
certified
Full specification
V-speeds
Airframe
- Empty weight
- 2,240 lbs
- Max fuel weight
- 552 lbs
- Height
- 9.6 ft
- Wing position
- high
Obstacle performance
- Takeoff over 50 ft
- 1,860 ft
- Landing over 50 ft
- 1,395 ft
Paperwork
- Type certificate
- 3A21
- Certification basis
- Part 23
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
$450k
Range
$290k – $720k
Annual all-in
~$33k/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 (14.5 gph)
- $9,425
- Engine reserve
- $2,600
- Propeller reserve
- $175
- Maintenance, parts & wear items ($12/hr)
- $1,200
- Insurance
- $4,050–$11,250
- Hangar
- $6,113–$15,282
- Annual inspection (labor only)
- $1,200
- Databases & subscriptions
- $400
- Total per year
- $33,347
- Per flight hour
- $333
- Miles flown / year (at cruise)
- 16,341 mi
- Cost per mile
- $2.04/mi
- Time in the air
- 2 hr 07 min
- Fuel burned
- 31 gal
- Out of pocket
- $283
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
- Still in active production with 2,000+ delivered; strong factory support
- Lycoming IO-540 engine more reliable than predecessor Continental IO-520
- G1000 NXi models (2014+) offer modern WAAS/VNAV/ADS-B capability
- 300 HP and 924 FPM climb adequate for 6-seat utility hauling
Weaknesses
- Useful load reduced 240 lbs vs U206G due to heavier engine and avionics
- Early steam-gauge models (1998–2004) lack glass cockpit and modern autopilot integration
- G1000 and GFC 700 systems require specialized repair support
- Cargo door seals and latches deteriorate with hard use; maintenance-intensive
Overview
The 1998 Cessna 206H marked the return of the Stationair to production after the 1986-1997 litigation gap. The 206H carried forward the U206G airframe (3,600 lb gross, double cargo door, fixed gear, 6 seats) but swapped the Continental IO-520 for a Lycoming IO-540-AC1A5 -- the same 300 HP fuel-injected Lycoming used in the new 182S Skylane. Approximately 2,000+ examples have been delivered through 2026 across 28 years of production (still in current production).
The 206H received the G1000 glass cockpit from 2005 and G1000 NXi from 2014. Combined with GFC 700 autopilot integration, the modern 206H is dramatically more capable than the U206G it replaced -- though acquisition pricing is also dramatically higher.
The 206H is the default current-production utility hauler for buyers wanting new or near-new bush/utility capability. New 2024-2026 deliveries are roughly $850K-$950K equipped; well-equipped 5-15 year-old 206Hs trade in the $375K-$550K range.
Variants & History
Distinguishing Features (vs U206G and T206H)
| Feature | U206G (1977-1986) | 206H (1998-present) | T206H (1998-present) |
|---|---|---|---|
| Engine | Continental IO-520-F 300 HP | Lycoming IO-540-AC1A5 300 HP | Lycoming TIO-540-AJ1A 310 HP turbo |
| TBO | 1,700 hrs | 2,000 hrs (+300) | 2,000 hrs |
| Service ceiling | 15,700 ft | 15,700 ft | 27,000 ft (turbo) |
| Panel | Analog | G1000 (2005+) / G1000 NXi (2014+) | G1000 / G1000 NXi |
| Autopilot | KAP-140 or none | GFC 700 integrated | GFC 700 |
| Fuel capacity | 80 gal | 92 gal (+12) | 92 gal |
| Useful load | ~1,600 lbs | ~1,360 lbs (-240, mostly avionics + new engine) | ~1,310 lbs |
| Empty weight | ~2,000 lbs | ~2,240 lbs (+240) | ~2,290 lbs |
The Continental-to-Lycoming Change
The shift from Continental IO-520-F (carbureted accessory ring, 1964-1986) to Lycoming IO-540-AC1A5 (fuel-injected, 1998+) is the most significant 206 engine change in 35 years:
| Factor | Continental IO-520-F | Lycoming IO-540-AC1A5 |
|---|---|---|
| HP | 300 | 300 (same) |
| Cylinders | 6 | 6 (same) |
| Displacement | 520 cu in | 540 cu in (+20) |
| TBO | 1,700 hrs | 2,000 hrs (+300) |
| Field overhaul | $46,000–$58,000 | $36,000-$46,000 |
| Cylinder cracking history | Known issue | Much better record |
| Maintenance reputation | "IO-520 is fine but watch cylinders" | "Bulletproof" |
The Lycoming change was driven by Cessna's better experience with the IO-540 in the 182S and Lycoming's stronger warranty support. The IO-540-AC1A5 is widely considered a significant reliability improvement over the IO-520-F.
Performance
142 KTAS cruise, 924 FPM climb at 3,600 lb gross, 14.5 GPH. Service ceiling 15,700 ft. Range with reserves at 92 gallons: 720 NM at economy cruise.
Performance is essentially identical to U206G; the differentiator is the cockpit, autopilot, modern engine reliability, and production refinement. The G1000 NXi adds significant capability (VNAV, modern WAAS GPS approaches, ADS-B In/Out integration, weather datalink) that older U206G panels would require extensive retrofitting to match.
2001 Cessna 206 Stationair
T206H Turbo · Load Hauler · Fresh Annual · No Damage
Avionics Ecosystem
The 206H panel evolved through three distinct generations:
| Era | Panel | Years |
|---|---|---|
| Steam gauge | Analog primary flight + GNS 530/430 | 1998-2004 |
| G1000 (original) | Garmin G1000 PFD/MFD with GFC 700 | 2005-2013 |
| G1000 NXi | G1000 NXi with faster processing, modern graphics, ADS-B integration | 2014-present |
The 1998-2004 steam-gauge 206Hs are sometimes called "U206G airframes with H type designation." For pricing purposes, these trade closer to U206G+modernized levels ($230K-$330K) than to G1000 206Hs ($350K-$520K).
Valuation Factors
| Configuration | Price Range |
|---|---|
| Early steam-gauge 206H (1998-2004) | $250,000-$340,000 |
| G1000 original (2005-2013) | $345,000-$470,000 |
| G1000 NXi (2014-2020) | $440,000-$580,000 |
| Late G1000 NXi (2021-2024) | $560,000-$720,000 |
| New from factory (2025-2026) | $850,000-$950,000 |
The 206H is one of the few certified GA airplanes still in active production. New 206H pricing has tracked roughly 4-6% inflation per year since 2010, while used pricing has appreciated faster (10-15% per year through 2024) due to the strong used-aircraft demand cycle and limited supply.
2005 Cessna 206 Stationair
206H G1000 · Glass Load-Hauler · Hangared
ADs & Common Problems
206H pre-buy is straightforward compared to vintage U206s -- the airframes are post-1998 and well-supported -- but specific items to verify:
- G1000 version and database currency: Verify G1000 software version, navigation database subscription status, and any pending Garmin service bulletins.
- GFC 700 autopilot operation: Verify all autopilot modes function correctly during pre-buy test flight. GFC 700 repair is specialized.
- Engine cylinder compression and oil consumption: IO-540-AC1A5 cylinders are robust but mid-time aircraft should be verified.
- Cargo door seal and latch condition: Cargo doors get hard use; seals deteriorate over time.
- Service bulletin compliance: Cessna issued several service bulletins for early-2000s 206Hs; verify all are complied with.
- Float operation history: If float-equipped, inspect for cabin floor corrosion, fuselage strut attach fatigue.
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What buyers usually weigh against the Cessna 206H Stationair (1998-present) — aircraft flown for the same kind of mission.
