Cessna U206 Stationair (1964-1986)

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.

A naming nuance found in the certificate: the FAA's own type certificate (A4CE) shows the very first year (1964 model year, S/N 206-0001 thru 206-0275) was certificated simply as "Model 206" -- no "U" -- with "Model U206" only appearing from the 1965 model year on (S/N U206-0276 and up). Both sections carry identical weights, speeds and fuel, so this is a naming distinction rather than a specification change, and this page continues to use "U206" as the family name per market convention -- but a 1964 data plate reading plain "206" is correct and is not a different airplane.

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.

Distinguishing Features (vs 205 and 206H)

Variant Breakdown by Letter

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. These four performance figures are carried forward from the catalogue's original 2026-04-08 generation pass and could not be independently verified this session -- TCDS A4CE names the applicable late-block handbook as Cessna P/N D1147-13PH, which could not be located as a free document; see the confidence note.

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.

Certificate-verified 2026-09-08 (FAA TCDS A4CE Rev. 51, Section XI, late/majority serial block S/N U20602589 and U20604650-on, ~2,946 of the ~3,499 U206G/TU206G-era airframes, itself the largest single block of the whole ~5,300-unit run): Vne 183 KIAS (was 182), Vno 149 KIAS, Va 120 KIAS (was 125), Vfe 100 KIAS (not previously stored) -- already stated as IAS on this section, no basis conversion needed. Usable fuel corrected from 80 to 88 gallons. The certificate shows the U206G's fuel system changed twice: 61 gal standard / 80 gal optional (S/N below U20604650, 1977-79) and 92 gal total / 88 gal usable integral tanks (S/N U20602589 and U20604650-on, 1979-1986 -- the majority). The page now stores the later, larger, majority system's usable figure per rule 17; max_fuel_weight_lbs moves from 480 to 528 to match. The earlier 61/80-gallon systems are in the Variants table below.

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.

Market-verified 2026-09-08, and a material correction. This catalogue's own scraped listings (market-cessna-u206-tradeaplane-asking-2026-09-08.md) show six genuine pre-litigation U206-family asking prices from $209,000 to $685,000 (mean ≈$341,500) -- every one of them above the pre-research price_max_usd of $295,000, and four of six above the pre-research price_typical_usd of $175,000. The stored band was stale relative to the site's own market data; it is now $100,000-$685,000 typical $300,000. No Vref/Bluebook subscription was available this session (rule 27's preferred source), so the market band above is the best-available evidence.

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

1. Cessna SIDs: 1964-1986 airframes are 39-61 years old. SID compliance is a real cost item. Full SID inspection: $5,000-$15,000.
2. IO-520 cylinder condition: Borescope inspection essential.
3. Cargo door seal and latch condition: Cargo doors get hard use; seals deteriorate, latch mechanisms wear.
4. Bush operations history: Some U206s have hard backcountry use. Inspect for gear-leg fatigue, gear-attach corrosion, prop strike history.
5. Float operation history: If the airplane has been on floats, inspect cabin floor for corrosion, fuselage strut attach for fatigue.
6. Fuel tank condition: 80-gallon tanks aged 40+ years can develop seam leaks.