Cessna T206H Turbo Stationair (1998-present)

The 1998 Cessna T206H is the turbocharged restart variant of the Stationair. 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.

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 92 gallons: 720 NM at economy cruise.

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.

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.