Cessna T206H Turbo Stationair (1998-present)

The 1998 Cessna T206H is the turbocharged restart variant of the Stationair, and -- unlike the naturally aspirated 206H, whose production ended in 2013 -- it is the Stationair variant still built today. The Lycoming TIO-540-AJ1A produces 310 HP and maintains full power to approximately 20,000 ft. The result: a 6-seat utility hauler with bush-plane credentials AND high-altitude cross-country capability -- arguably the most versatile single-engine certified piston produced today.

A factory gross-weight increase applies to 2016-and-later production. Textron introduced the "Turbo Stationair HD" in July 2016 with a 189 lb max-gross-weight increase (AOPA, 2016-07-25) -- 3,600 lb base becomes 3,789 lb takeoff / 3,806 lb ramp on the HD package, with landing weight unchanged at 3,600 lb. This page's frontmatter stores the BASE certificate figures (3,600 lb across the board), which describe the majority of the 1998-2026 production run by time; an HD-package airplane carries meaningfully more useful load (up to 1,623 lb in utility configuration per Textron's own current spec page) and is worth confirming on the data plate / weight-and-balance before assuming this page's numbers apply unmodified.

The T206H trades $80,000-$120,000 over the NA 206H. The premium buys high-altitude capability (essential for mountain/bush operations and Western US cross-country), 35+ KTAS faster cruise at altitude, and significantly better hot-and-high performance. Trade-offs: higher overhaul cost (turbocharger adds $13,000-$15,000), more demanding cylinder management, and reduced useful load (-50 lbs vs 206H).

Approximately 1,200+ T206H examples have been delivered through 2026. Production continues at modest volumes.

Where the Turbo Pays Off

Turbocharging on the 206H is meaningful in three specific scenarios:

1. Hot-and-High Bush Operations

At 6,000-9,000 ft density altitude (a hot summer day at Aspen, Telluride, or any Western mountain strip), the NA 206H loses ~30% of rated power. Climb rate drops to 400-500 FPM, takeoff distances expand significantly. The T206H maintains full power at these altitudes -- climb rate remains 900+ FPM at the same density altitude with the same payload.

2. High-Altitude Cross-Country

Above 12,000-13,000 ft, the NA IO-540 produces 60-70% power maximum. Cruise speed drops accordingly. The TIO-540 produces 75-85% power at 17,000-18,000 ft, giving cruise speeds 35-45 KTAS higher than a NA 206H at the same altitude.

3. Float Operations from Mountain Lakes

Amphibious-float-equipped T206Hs are the workhorses of Yukon, NWT, BC interior, and Alaska bush flying. Float drag costs 10-15 KTAS cruise but the turbo recovers most of that loss; takeoff performance from glass-water at altitude is dramatically better than NA.

For Eastern US flying (mostly below 12,000 ft cruise, sea-level airports), the turbo's advantages are modest. The price premium is rarely justified.

Performance

178 KTAS cruise at FL170, 1,040 FPM sea-level climb, 17.0 GPH at max cruise. Service ceiling 27,000 ft. Range with reserves at 87 gallons usable: 720 NM at economy cruise. These performance figures are carried forward from the catalogue's original 2026-04-08 generation pass and could not be independently verified this session -- the certificate names four applicable handbooks (T206HPHUS00 and later G1000/GFC700/G1000-NXi generations) but none could be located as a free document. The catalogue's turbo-cruise convention (store the high-altitude figure, since that is what the turbo is bought for) is followed here -- 178 KTAS at 17,000 ft is both the fastest row in this page's own altitude table below AND the figure cruise_speed_ktas and cruise_altitude_ft now store together, matching each other.

The T206H cruise advantage over the 206H grows dramatically with altitude:

The TIO-540-AJ1A is a 540 cubic inch, six-cylinder, horizontally-opposed, fuel-injected, turbocharged Lycoming engine producing 310 HP. TBO 2,000 hours. The turbocharger is a single Garrett unit with an automatic wastegate.

Operating considerations:

• Cylinder management: Turbo engines run hotter; CHTs require careful monitoring. Lean-of-peak operation preferred to keep CHTs in check.
• Cool-down time: Required cool-down after high-power flight (3-5 minutes at low power) to prevent oil coking in the turbo bearing.
• Top overhaul timing: Top overhauls at 800-1,200 hours are common on turbo engines.

Field overhaul: $48,000-$60,000 (includes turbocharger overhaul). Factory reman: $62,000-$78,000.

Market-verified 2026-09-08 against this catalogue's own scraped listings (market-cessna-t206h-tradeaplane-asking-2026-09-08.md, trade_a_plane + globalair, 23 priced): asking prices ran $394,900-$899,000 (avg $554,983), including a 2018 "STATIONAIR HD" listing at the top of the range -- consistent with the HD gross-weight package (see Overview) commanding a premium. price_max_usd is updated from $810,000 to $899,000 to match; price_typical_usd moved from $510,000 to $540,000. The "New from factory" row and the pre-2025 tiers below it are carried forward from the original generation pass -- no manufacturer list price could be confirmed this session (Textron's current site requires a sales-rep quote, not a published price).

The T206H trades $80,000-$120,000 above the equivalent 206H due to the turbo system. Engine mid-life and turbocharger condition are larger valuation factors than on the NA 206H.

206H pre-buy concerns apply. T206H-specific:

1. Turbocharger condition: Inspect for shaft play, oil seepage, blade damage. Turbo replacement: $5,000-$10,000.
2. Cylinder CHT history: Review engine monitor data (JPI, EI) for CHT excursions above 400°F.
3. Hot/high operation history: Western US-based T206Hs are common; verify they were operated within turbo limits at altitude.
4. Wastegate condition: Verify smooth wastegate operation through full power range. Stuck wastegates: $2,000-$5,000 repair.
5. Cool-down logs: Review pilot reports for consistent cool-down practice. Aircraft owned by buyers who don't cool-down properly have shorter turbo life.
6. Float operation history: If on floats, inspect for cabin floor corrosion + strut attach fatigue.