Cessna · 1964–1986
Cessna U206 Stationair (1964-1986)
Specifications
Performance
Cruise
148KTAS
Range
600nm
Climb
920fpm
Ceiling
15,700ft
Fuel Burn
14.5gph
Fuel Cap.
80gal
MPG
11.7mpg
Stall (Vs0)
58KIAS
T/O roll
900ft
Ldg roll
735ft
Size & weight
Seats
6
Useful Load
1600lbs
Full-fuel payload
1,120lbs
Max gross
3,600lbs
Wingspan
36ft
Length
28.3ft
Engine
Engine
Continental IO-520-F
Power
300hp
TBO
1,700hrs
Overhaul
$48k
Owning it
Hull insurance
$3k/yr
Parts
excellent
Mechanics
common
Gear
Fixed
IFR
Yes
Category
certified
Full specification
V-speeds
Airframe
- Empty weight
- 2,000 lbs
- Max fuel weight
- 480 lbs
- Height
- 9.6 ft
- Wing position
- high
Obstacle performance
- Takeoff over 50 ft
- 1,600 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
$175k
Range
$95k – $295k
Annual all-in
~$29k/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
- $2,824
- Propeller reserve
- $175
- Maintenance, parts & wear items ($12/hr)
- $1,200
- Insurance
- $1,550–$4,400
- Hangar
- $6,113–$15,282
- Annual inspection (labor only)
- $1,200
- Databases & subscriptions
- $400
- Total per year
- $28,896
- Per flight hour
- $289
- Miles flown / year (at cruise)
- 17,032 mi
- Cost per mile
- $1.70/mi
- Time in the air
- 2 hr 02 min
- Fuel burned
- 29 gal
- Out of pocket
- $276
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
- 1,600 lb useful load — genuine heavy-hauling capability
- Double cargo door enables stretcher/bulk loading — defining bush utility feature
- 300 HP IO-520-F with 1,700 hr TBO — proven, supportable engine
- 5,300 aircraft produced over 23 years — strong parts availability and community
Weaknesses
- Airframes now 39–61 years old — SID compliance and age-related corrosion typical
- IO-520 cylinder cracking documented — borescope inspection essential at pre-buy
- Fixed tricycle gear adds weight vs. retractable — limits cruise speed to 148 KTAS
- Bush history common but unpredictable — gear fatigue, prop-strike, float corrosion risk
Overview
The 1964-1986 Cessna U206 series is the fixed-gear 6-seat utility workhorse of the Cessna single-engine lineup. With a 300 HP Continental IO-520, 3,600 lb gross weight, double cargo doors, and fixed tricycle gear, the U206 was designed from the start as a load-hauling utility airplane -- not a touring machine. It is the airplane Alaska, Canada, Africa, and South America have used for half a century to haul people, freight, and supplies into and out of unimproved strips.
This article covers the pre-1986 production run -- the U206, U206A through U206G ("Super Skywagon" 1964-1970, "Stationair" 1971-1986). Approximately 5,300 examples were produced across the 23-year run before Cessna's 1986 piston-single production halt.
The U206 is one of the most-respected utility airplanes ever built. Used U206s typically command higher per-pound pricing than 182s or 210s due to genuine load-hauling capability and bush-flying credentials.
The Cargo Door
The U206's right-side double cargo door is its defining utility feature. The forward door is the standard right-front passenger door; the rear door swings to the rear and locks open. Combined width: approximately 47 inches. This allows:
- Stretcher loading for medevac operations
- Bulk cargo loading (boxes, equipment, etc.)
- Skiff/boat loading on float operations
- Passenger boarding via either door (left side has only pilot/co-pilot door)
The cargo door is the single most important reason the U206 became the default Alaska/Canada bush airplane.
Variants & History
Distinguishing Features (vs 205 and 206H)
| Feature | 205 (1963-1964) | U206 (1964-1986) | 206H (1998+) |
|---|---|---|---|
| Engine | IO-470-S 260 HP | IO-520-F 300 HP | IO-540-AC1A5 300 HP |
| Max gross | 3,300 lbs | 3,600 lbs (+300) | 3,600 lbs |
| Cargo door | None | Double cargo door (RH) | Double cargo door |
| Useful load | ~1,480 lbs | ~1,600 lbs | ~1,560 lbs |
| Fuel capacity | 65 gal | 80 gal (+15) or 92 long range | 92 gal |
| Production | 577 (2 years) | ~5,300 (23 years) | ~1,800 (28 years, ongoing) |
| Panel | Vintage analog | Mid-life analog or modern retrofits | G1000 (G1000 NXi 2014+) |
Variant Breakdown by Letter
| Variant | Years | Key Differences |
|---|---|---|
| U206 (no letter) | 1964 | Original "Super Skywagon" launch |
| U206A | 1965 | Minor refinements |
| U206B | 1966 | "Super Skylane" subvariant offered (deluxe interior) |
| U206C | 1967 | Production refinements |
| U206D | 1968 | Continued refinements |
| U206E | 1969-1970 | Last "Super Skywagon" year (1970), renamed to Stationair for 1971 |
| U206F | 1971-1976 | "Stationair" name introduced 1971 |
| U206G | 1977-1986 | Tubular gear (1971), Camber-Lift wing (1973), final pre-litigation |
Performance
148 KTAS cruise at 7,500 ft (75% power), 920 FPM climb at 3,600 lb gross, 14.5 GPH. Service ceiling 15,700 ft. Range with reserves at 80 gallons: 600 NM at economy cruise; with 92-gal long-range tanks: 700+ NM.
Real-world cruise: 138-148 KTAS at economy settings. The 1,600 lb useful load is the U206's defining capability -- this airplane carries serious loads.
2001 Cessna 206 Stationair
T206H Turbo · Load Hauler · Fresh Annual · No Damage
Maintenance & Support
The IO-520-F is a 520 cubic inch, six-cylinder, fuel-injected Continental engine producing 300 HP at 2,850 RPM. TBO 1,700 hours. Same engine family as the 210 line.
Field overhaul: $42,500–$53,500. Continental IO-520 cylinder cracking can occur; borescope inspection at pre-buy is essential.
Valuation Factors
| Condition | Price Range |
|---|---|
| Project / needs engine | $80,000-$110,000 |
| Flying but tired | $105,000-$155,000 |
| Well-maintained mid-time | $145,000-$210,000 |
| Restored / upgraded with floats | $200,000-$320,000 |
U206 pricing has appreciated significantly since 2020 (10-15% per year) due to strong bush-flying demand and limited supply. Late U206Gs (1984-1986) trade highest due to "last pre-litigation" status, modern systems, and youngest airframes.
Premium factors:
- Robertson STOL kit: +$15,000-$25,000
- Float-ready (gross weight increase STC, float fittings): +$30,000-$60,000
- Sportsman STOL kit: +$10,000-$20,000
- Modern panel (GTN 750 + GFC 600): +$30,000-$50,000
1977 Cessna 210 Centurion
210M Centurion · Steam + GPS · Great Useful Load
ADs & Common Problems
- Cessna SIDs: 1964-1986 airframes are 39-61 years old. SID compliance is a real cost item. Full SID inspection: $5,000-$15,000.
- IO-520 cylinder condition: Borescope inspection essential.
- Cargo door seal and latch condition: Cargo doors get hard use; seals deteriorate, latch mechanisms wear.
- Bush operations history: Some U206s have hard backcountry use. Inspect for gear-leg fatigue, gear-attach corrosion, prop strike history.
- Float operation history: If the airplane has been on floats, inspect cabin floor for corrosion, fuselage strut attach for fatigue.
- Fuel tank condition: 80-gallon tanks aged 40+ years can develop seam leaks.
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