Cessna · 1966–1986
Cessna TU206 Turbo Stationair (1966-1986)
Specifications
Performance
Cruise
167KTAS
Range
700nm
Climb
1010fpm
Ceiling
26,500ft
Fuel Burn
18gph
Fuel Cap.
80gal
MPG
10.7mpg
Stall (Vs0)
58KIAS
T/O roll
950ft
Ldg roll
735ft
Size & weight
Seats
6
Useful Load
1490lbs
Full-fuel payload
1,010lbs
Max gross
3,600lbs
Wingspan
36ft
Length
28.3ft
Engine
Engine
Continental TSIO-520-M
Power
310hp
TBO
1,400hrs
Overhaul
$58k
Owning it
Hull insurance
$3k/yr
Parts
good
Mechanics
specialist
Gear
Fixed
IFR
Yes
Category
certified
Full specification
V-speeds
Airframe
- Empty weight
- 2,110 lbs
- Max fuel weight
- 480 lbs
- Height
- 9.6 ft
- Wing position
- high
Obstacle performance
- Takeoff over 50 ft
- 1,700 ft
- Landing over 50 ft
- 1,395 ft
Paperwork
- Type certificate
- 3A21
- Certification basis
- CAR 3 / 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
$200k
Range
$120k – $330k
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 (18 gph)
- $11,700
- Engine reserve
- $4,143
- Propeller reserve
- $175
- Maintenance, parts & wear items ($12/hr)
- $1,200
- Insurance
- $1,800–$5,000
- Hangar
- $6,113–$15,282
- Annual inspection (labor only)
- $1,200
- Databases & subscriptions
- $400
- Total per year
- $32,915
- Per flight hour
- $329
- Miles flown / year (at cruise)
- 19,218 mi
- Cost per mile
- $1.71/mi
- Time in the air
- 1 hr 48 min
- Fuel burned
- 32 gal
- Out of pocket
- $309
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
- High-altitude performance: maintains full power to 26,500 ft service ceiling
- Bush/backcountry utility: 700–800 FPM climb from 6,000 ft density-altitude strips
- 1977–1986 models (TSIO-520-M): refined engine with 310 HP and automatic wastegate
- 6-seat utility platform: dual cargo doors enable unconventional loading
Weaknesses
- Higher engine overhaul cost ($48,000–$60,000 vs. $38,000–$48,000 for NA U206)
- Reduced useful load: turbo system adds 110 lbs of empty weight
- Lower TBO (1,400 hrs vs. 1,700 hrs non-turbo); demands disciplined cylinder management
- Turbocharger complexity: repair/replacement runs $5,000–$10,000; requires competent support
Overview
The 1966-1986 Cessna TU206 series is the turbocharged variant of the U206 -- combining the 6-seat, double-cargo-door utility airframe with a turbocharged Continental engine producing 285 HP (1966-1976) or 310 HP (1977-1986) to flight-level altitudes. The TU206 is the Alaska/Canada bush airplane: turbo capability for hot-and-high operations, the cargo door for utility loading, fixed gear for unimproved-strip operation. Approximately 2,200 examples were produced across the 21-year run.
The TU206 trades $25,000-$45,000 over the NA U206 in equivalent condition. The premium buys high-altitude capability (essential in mountain/bush operations) and faster cruise. Trade-offs: higher overhaul cost, more demanding cylinder management, slightly reduced useful load (-110 lbs vs U206 due to turbo system weight).
Engine Evolution
The TU206 used two main turbo engines across its 21-year run:
| Years | Engine | HP | Notes |
|---|---|---|---|
| 1966-1976 | TSIO-520-C | 285 | Original turbo, manual wastegate, later automatic |
| 1977-1986 | TSIO-520-M | 310 | +25 HP, refined cylinder cooling, automatic wastegate standard |
The 1977 transition to the TSIO-520-M brought a meaningful 25 HP increase along with improved durability. Most desirable TU206s are 1977-1986 production with the TSIO-520-M engine.
Variants & History
| Feature | U206 (NA) | TU206 (turbo) |
|---|---|---|
| Engine (1966-1976) | IO-520-F 300 HP | TSIO-520-C 285 HP turbo |
| Engine (1977-1986) | IO-520-F 300 HP | TSIO-520-M 310 HP turbo |
| Turbocharger | None | Single turbocharger |
| Service ceiling | 15,700 ft | 26,500 ft (+10,800) |
| Cruise (sea level) | 148 KTAS | 152 KTAS (+4) |
| Cruise (12,000 ft) | 140 KTAS (reduced power) | 170+ KTAS (full power) |
| Cruise (18,000 ft) | N/A | 170 KTAS |
| Empty weight | ~2,000 lbs | ~2,110 lbs (+110) |
| Useful load | ~1,600 lbs | ~1,490 lbs (-110) |
| Field overhaul | $51,500–$64,500 | $48,000-$60,000 |
| TBO | 1,700 hrs | 1,400 hrs (-300) |
2001 Cessna 206 Stationair
T206H Turbo · Load Hauler · Fresh Annual · No Damage
Performance
Where the Turbo Pays Off
Turbocharging on a U206 is meaningful in three scenarios:
1. Bush/Backcountry Operations at Altitude
Hot-and-high operations from 6,000-9,000 ft density-altitude strips (typical Idaho, Colorado, Montana mountain strips in summer) require the turbo. NA U206s lose 30-35% power at these density altitudes; the turbo maintains full power, with 800+ FPM climb still available.
2. Float Operations from Mountain Lakes
Float-equipped U206s operating from high-elevation Canadian lakes (Yukon, NWT, BC interior) require turbo capability. Many Alaskan operations use TU206s on amphibious floats for this reason.
3. High-Altitude Cross-Country
Above 12,000-13,000 ft, NA U206 cruise drops to ~135 KTAS as the engine loses manifold pressure. TU206 maintains 165-170 KTAS at FL170, with significantly improved weather-avoidance margin.
Performance
167 KTAS cruise at FL170 (75% power), 1,010 FPM sea-level climb, 18.0 GPH at max cruise. Service ceiling 26,500 ft (most pilots operate FL170-200 due to oxygen workload).
Real-world bush operation: takeoff from a 6,000 ft density altitude strip with 1,200 lbs of payload, 700-800 FPM initial climb, full power maintained to 16,000 ft. NA U206 in the same configuration: 400-500 FPM climb, full power only to ~4,000 ft.
1977 Cessna 210 Centurion
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Valuation Factors
| Condition | Price Range |
|---|---|
| Project / mid-time turbo | $100,000-$140,000 |
| Flying but tired | $130,000-$185,000 |
| Well-maintained mid-time | $175,000-$240,000 |
| Restored / upgraded with floats | $230,000-$360,000 |
TU206G (1977-1986) trades $30,000-$60,000 above equivalent U206G due to turbo + 310 HP. Float-equipped TU206s on amphibious floats can exceed $400,000 in current market.
ADs & Common Problems
U206 universal concerns apply. TU206-specific:
- Turbocharger condition: Inspect for shaft play, oil seepage, blade damage. Turbo replacement: $5,000-$10,000.
- Cylinder CHT history: Review engine monitor data for CHT excursions above 380°F. Recurring high CHTs suggest cylinder problems ahead.
- Exhaust system condition: Turbo exhausts run hotter and crack more frequently. Inspect for cracks, weeping, weld failures.
- Wastegate operation: Verify smooth wastegate operation. Wastegate overhaul: $1,500-$3,000.
- Hot-and-high operation history: Western US / Alaska / Canada based TU206s are common; verify they were operated within turbo limits at altitude.
- Cool-down practice: Review pilot reports for consistent 3-5 minute cool-down. Aircraft owned by buyers who don't cool-down properly have shorter turbo life.
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