Cessna 206H Stationair (1998-present) vs Piper Cherokee Six (1965-1979)
Head-to-head — specs, at a glance.
Cessna 206H Stationair (1998-present)
The 1998 Cessna 206H marked the **return of the Stationair to production** after the 1986-1997 litigation gap. The 206H carried forward the U206G airframe (3,600 lb gross, double cargo door, fixed gear, 6 seats) but swapped the Continental IO-520 for a **Lycoming IO-540-AC1A5** -- the same 300 HP fuel-injected Lycoming used in the new 182S Skylane. Approximately 2,000+ examples have been delivered through 2026 across 28 years of production (still in current production).
- +Still in active production with 2,000+ delivered; strong factory support
- +Lycoming IO-540 engine more reliable than predecessor Continental IO-520
- +G1000 NXi models (2014+) offer modern WAAS/VNAV/ADS-B capability
- !Useful load reduced 240 lbs vs U206G due to heavier engine and avionics
- !Early steam-gauge models (1998–2004) lack glass cockpit and modern autopilot integration
- !G1000 and GFC 700 systems require specialized repair support
Piper Cherokee Six (1965-1979)
The Piper PA-32 Cherokee Six is a six- or seven-seat, single-engine, fixed-gear airplane that was Piper's answer to the utility hauling market from 1965 to 1979. Built on a stretched PA-28 Cherokee platform with a wider fuselage and bigger engine, the Cherokee Six earned a reputation as the "poor man's Bonanza" -- offering six-seat capability and enormous useful load at a fraction of the price of the Beechcraft A36.
- +Exceptional 6-7 seat capacity with genuine comfort for family cross-country
- +Huge useful load (1,600+ lbs) with cargo door option for serious hauling
- +Excellent parts availability and mechanic familiarity across GA network
- !Wing spar life limits now mandatory via 2024 AD; critical inspection/reinforcement expense
- !High fuel burn (14-16 GPH) and $200+/hour operating cost limits recreational flying
- !Fixed landing gear reduces speed and efficiency versus retractable competitors
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