Cessna 206 Stationair Buyer's Guide — The Flying SUV
The Cessna 206 hauls more than any other single-engine piston. Here's what to know about the SUV of the sky.
Why the 206
The Cessna 206 Stationair is the undisputed hauler of the single-engine piston world. With a useful load exceeding 1,400 lbs in many configurations, six seats, and a massive double cargo door on the right side, the 206 carries more than anything else with one engine and a propeller. It’s the airplane bush operators choose for hauling supplies into remote strips, the airplane float plane operators bolt onto Wipaire amphibs, and the airplane skydiving operations use to get jumpers to altitude. If your mission involves carrying heavy loads — people, gear, dogs, building materials, whatever — the 206 does it better than anything else in its class.
Variants
The original Cessna 205 (1963–1964) was the precursor — essentially a 210 with fixed gear. The 206 proper started in 1964 and has been in continuous production (with gaps) through the present day. The T206 adds turbocharging for high-altitude operations. The U206 and TU206 were utility versions with a belly-mounted cargo pod. All variants are powered by Continental IO-520 engines producing 285–310hp. The key differences between years are mostly in useful load, panel options, and minor aerodynamic refinements. Later models (1997+) benefit from the new production run with modern manufacturing and avionics compatibility. Any 206 from any year will haul — the mission hasn’t changed in 60 years.
Known Issues
The 206 is a heavy airplane that often operates at or near max gross weight, which means hard landings are common — inspect the nose gear, firewall, and engine mount carefully for cracks and repairs during prebuy. The Continental IO-520 is a proven, reliable engine but it’s expensive to overhaul at $35,000–$45,000. Plan your engine reserve accordingly at $18–$22/hr. The cargo door hinges and latches wear from heavy use — replace worn components before they fail in flight. Fuel consumption is the 206’s biggest ongoing cost: 14–16 gph at cruise means $85–$100/hr in fuel alone. Corrosion is a concern on float-equipped 206s that spend time in salt water environments — inspect the belly and wing attach fittings thoroughly.
What to Pay
1970s models run $100,000–$160,000 depending on condition, engine time, and avionics. 1980s models bring $130,000–$200,000. New-production 206s (1997+) command $180,000–$350,000 and up. Float-equipped 206s carry a significant premium — $20,000–$50,000 over comparable landplane prices because the float market is strong and supply is limited. All-in operating costs run $130–$160/hr including fuel, engine reserve, insurance, and maintenance. Insurance is reasonable for experienced pilots at $2,500–$4,500/yr on a $150,000 hull. Annual inspections typically run $2,500–$4,500 for a well-maintained example.
1,400+ lb useful load, 6 seats, big cargo door. The ultimate single-engine hauler for families, bush ops, and float flying.
Our Verdict
Nothing else carries as much in a single-engine piston airplane. The Cessna 206 is the go-to for bush operators, float pilots, skydiving operations, and families who pack heavy. It’s not fast (130–140 kts cruise) and it drinks fuel (14–16 gph), but it hauls like nothing else. If your mission is about payload rather than speed, the 206 is the answer. The fixed gear keeps maintenance simpler than the 210, and the massive support network means parts and mechanics are never far away. Buy one with a mid-time engine, keep up with maintenance, and it’ll work harder than any airplane in your hangar.