Moving Up: The Cessna 182 to T206 Turbo Stationair Path

From 'SUV' to 'Truck': The Utility & Hauling Upgrade

We described the Cessna 182 as the "SUV of the sky." The Cessna 206 takes that metaphor to its logical conclusion—it's the pickup truck. Where a 182 is optimized for personal cross-country flying with one extra couple, a 206 is built for hauling.

The 206 doesn't just offer more seats; it offers a completely different mission envelope. Backcountry operators, charter companies, and utility operators choose 206s not because they're the fastest or most efficient, but because they can carry meaningful loads to remote locations with short, unimproved airstrips.

For pilots transitioning from a 182, the psychological shift is significant. You're no longer optimizing for personal transportation; you're now responsible for serious payload management, weight-and-balance calculations, and higher-altitude operations. With great utility comes greater responsibility.

The C182 Skylane: The 4-Seat Cross-Country Standard

The Cessna 182 you know and love is purpose-built for family transportation: four people, full fuel, and reasonable baggage for cross-country missions. The 182 excels at this—it's proven, affordable, and predictable.

But the 182 has limits. Add a third couple to your family mission and you're making hard choices: reduce fuel, park the baggage, or leave someone behind. Want to include cargo? The useful load gets consumed quickly. Need to land at Leadville, Colorado (elevation 9,927 feet)? The 182's performance degrades significantly.

These constraints don't make the 182 inadequate—they simply show it's optimized for its design purpose. Understanding where your 182 reaches its limits helps explain why pilots step up to the 206.

The C206: A 6-Seat, Turbocharged Heavy Hauler

Capacity and Useful Load

The defining characteristic of the C206 is its extraordinary useful load. Typical models carry 1,450-1,600 lbs compared to the C182's 1,200 lbs—an increase of 250-400 lbs. But the real story is in the practicality: six adults at 200 lbs each = 1,200 lbs of payload, plus fuel, plus modest baggage. The 182 can't do this; the 206 does it routinely.

The cabin is noticeably larger than the 182—both in width and in the seating area. Passengers appreciate the extra room on cross-country missions. For operators, the extra cabin volume accommodates gear, cargo, or medical equipment on dedicated missions.

Turbocharged Power

Most modern C206s are turbocharged, producing 285+ HP compared to the C182's naturally-aspirated 230 HP. This extra power serves multiple purposes:

• Better climb: Even at maximum weight, the turbo 206 climbs efficiently
• High-altitude performance: Service ceiling is 21,000+ feet (vs. 14,000 for C182)
• Hot-and-high capability: Operates effectively from high-elevation or hot-weather airfields
• Backcountry operations: Short-field performance is significantly improved with turbo power

Structural Strength

The 206 is built sturdier than the 182. The fuselage, wing structure, and landing gear can handle more stress, which matters when operating from unprepared surfaces. This structural robustness is one reason backcountry operators prefer the 206 for rough-field work.

Optional Cargo Doors and STOL Features

Many 206s come equipped with cargo doors (either passenger or dedicated cargo doors), allowing loading of large or awkward items without fitting through the standard cabin door. Some models feature STOL (short takeoff and landing) modifications: drooping ailerons, flap extensions, and other aerodynamic tweaks that enable operations from very short airfields.

Key Gains: Massive Useful Load, 6 Seats, and Turbocharged Altitude Performance

Useful Load Comparison: C182 vs. C206

Here's where numbers tell the real story:

• C182: 1,200 lbs useful load = comfortable for 4 people + fuel
• C206: 1,500 lbs useful load = comfortable for 6 people + fuel
• Gain: 300 lbs = an additional full-weight adult plus 100 lbs of cargo

Better: the C206's larger fuel tank capacity (102 gallons vs. 75 in C182) means you maintain fuel reserves while carrying more people. This dramatically expands mission capabilities.

Seating and Family Flying

The practical advantage: a family of six can now fly together with reasonable fuel reserves. No more "three of you stay home while four go flying" decisions. For extended-family operations or charter flying, this is transformational.

Altitude and High-Elevation Performance

The turbocharger maintains sea-level power even as altitude increases. This means:

• Efficient cruise at 20,000 feet with oxygen equipment
• Reliable performance from 10,000+ foot-elevation airports
• Ability to climb over terrain that challenges the C182

For operators in Colorado, Utah, Wyoming, or other high-elevation states, this capability justifies the upgrade alone.

Cost of Ownership: The C206 Premium

Purchase Price

Used Cessna 206 prices typically range from $80,000 to $150,000 depending on year, turbocharged status, and avionics:

• 1970s-1980s naturally-aspirated: $60,000-$90,000
• 1990s-2000s turbocharged: $90,000-$130,000
• 2010s and newer: $130,000-$180,000+
• STOL modifications: Add $10,000-$30,000 to market value

Financing a C206

For a typical $110,000 C206:

• $110,000 aircraft, 15% down ($16,500): $93,500 loan at 7% for 15 years = $814/month
• $110,000 aircraft, 20% down ($22,000): $88,000 loan at 7% for 15 years = $767/month

Lenders view C206s favorably due to strong resale value and commercial utility. Pre-approval typically comes within 24 hours.

Annual Operating Costs (120 hours/year)

Fixed Costs:

• Insurance: $1,600-$2,000/year (higher due to 6-seat capability)
• Hangar: $200/month = $2,400/year
• Annual inspection: $1,500/year (more complex systems)
• Registration and misc: $350/year
• Total Fixed: $5,850/year

Variable Costs (120 hours, turbocharged):

• Fuel: 11 GPH × 120 hrs × $6/gallon = $7,920
• Maintenance: $35/hr × 120 hrs = $4,200 (turbo requires more maintenance)
• Turbo inspection/reserve: $20/hr × 120 hrs = $2,400
• Engine reserve: $15/hr × 120 hrs = $1,800
• Total Variable: $16,320

Grand Total for 120 hours/year: $22,170 ($185/hr all-in)

This is notably higher than a C182 due to turbocharged engine complexity and maintenance. However, the expanded mission capability often justifies the cost.

Turbocharged Engine Management

Understanding Turbocharging

A turbocharger uses exhaust gases to spin a compressor that forces more air into the engine, maintaining sea-level power density at altitude. It's sophisticated, powerful, and requires careful management.

Critical Operating Procedures

Turbocharged engine operation requires discipline:

• Proper lean procedures: Incorrect leaning can cause shock cooling or detonation
• Temperature management: Monitor engine temperature and intercooler temperature continuously
• Boost setting: You control turbo boost pressure; too aggressive risks engine damage
• Cool-down procedure: After high-power flight, allow engine to cool gradually before shutdown

Maintenance Requirements

Turbocharged engines require additional maintenance:

• Oil changes every 25-50 hours: Turbo engines run hotter; more frequent oil changes extend life
• Intercooler inspection: Cooling ducts can crack or separate
• Turbocharger overhaul: Expect $8,000-$12,000 every 1,500-2,000 hours
• AD compliance: Multiple airworthiness directives exist for turbo systems

Naturally-Aspirated Alternative

Not all C206s are turbocharged. Naturally-aspirated models are simpler, cheaper to maintain, but with performance limitations above 10,000 feet. If you operate primarily below 10,000 feet elevation and don't need high-altitude capability, a naturally-aspirated C206 offers 80% of the capability at 60% of the maintenance cost.

Pre-Buy Inspection Priorities for a C206

Critical Inspection Areas

• Turbocharger condition: This is expensive to replace; inspect turbine housing, compressor housing, and boost controller
• Intercooler system: Look for cracks in ducting; corrosion in aluminum tubes
• Engine health: Request full engine logs; confirm maintenance history on turbo-specific items
• Airframe inspection: High-utilization C206s show fatigue; check wing roots and fuselage attachment points
• Fuel system: Larger tanks (102 gallons) can develop corrosion; check tank condition and sump sample for contamination
• Gear and brakes: Heavy utility aircraft wear these systems faster; check for play or damage

Budget for Repairs

Budget extra for potential C206 issues:

• Turbocharger overhaul: $10,000-$12,000
• Engine overhaul: $20,000-$30,000
• Intercooler replacement: $3,000-$5,000

A well-maintained C206 pre-buy inspection might find $500-$2,000 in required repairs. A neglected one could need $15,000+.

Insurance and Special Ratings

Insurance Costs

Expect $1,600-$2,100/year for hull coverage on a $110,000 C206. Factors:

• Complex endorsement required
• Turbocharger endorsement may be required (some insurers)
• Pilot hours and experience (less than 500 hours = higher premium)
• Deductible choice ($2,500 is standard)

Special Endorsements and Training

Beyond your high-performance and complex endorsements, consider:

• Turbocharged engine endorsement: 3-5 hours of dual instruction on turbo management, boost control, and engine monitoring
• Oxygen system training: If you plan to fly above 10,000 feet regularly, understand supplemental oxygen requirements and use
• Weight-and-balance mastery: With six seats and variable fuel, precise CG calculations become critical
• Backcountry training (optional): If you plan short-field operations, specialized backcountry training from Bush pilots adds immense value

Comparing C206 Options

Naturally-Aspirated vs. Turbocharged

Choose Naturally-Aspirated (206A/B) if:

• You operate below 10,000 feet elevation 90% of the time
• Budget and maintenance simplicity matter
• You want 80% of the capability at 70% of the cost

Choose Turbocharged (T206/TT206) if:

• You regularly fly from 8,000+ foot elevation airports
• You need consistent performance in hot-and-high conditions
• Operational capability trumps maintenance simplicity

C206 vs. Other 6-Seat Options

C206 vs. Piper PA-32 Saratoga: The Saratoga is faster and more fuel-efficient but less rugged. Choose C206 for utility; choose Saratoga for speed and range.

C206 vs. Turbo Stationair (factory turbo): This is just choosing modern C206s—essentially the same aircraft with updated avionics and engines.

Frequently Asked Questions