Cessna 182 And 206

I am moving up from a Cessna 172SP G1000. When I have my instrument
rating (in about 4 weeks, I hope), I can take on longer flights
(since I won't have to cancel for weather) and need to carry more
useful load. I am starting to actively look at used Cessna 182s and
206s and am looking for some guidance. Here are some 182/206
questions: (I will put my other questions, which are really how
worthwhile various safety features are, in a separate post.)

1) Both aircraft have been around for a long time, so many of you
have probably flown them. I have flown the 182 (twice) but not the
206. Is one a more difficult transition from the 172SP than the
other? In either case, I will be flying with a copilot/instructor
until I am confident.

2) Turbo or non-turbo? For both 182 and 206, the turbo model
outsells the non-turbo by a wide margin, and I think the turbo gives
you a safety margin to climb above weather and moutain downdrafts.

I would be looking for a 2007 (or later), because that is the first
year with the GFC700 autopilot and WAAS.

Todd

-- Todd Ramming, February 25, 2010

Answers

Todd:

We have a 2005 T206 with the g1000. It has the KAP-140. The 206 is easy to fly once you learn power settings and trim technique. Because of its heft, it is very stable. Initially, I was disappointed not to have the GFC-700, but now it is non-issue. The plane is so stable that the KAP-140 works flawlessly. I can see the need for the GFC-700 in a Cessna Corvallis or SR-22 that are slick, fast airplanes. The 206 has plenty of drag, and trim authority. It has full authority at slow speeds. I'd save the $100k and buy the older g1000 206. E-mail me if you have any specific questions.

Scott

-- Scott Zodin, April 15, 2010

This thread is getting a little old but since this is a common question I thought I would add my opinion.

I believe both the 182 and 206 are similar to fly once you get used to the heavy elevator and rudder feel. Both have a very stable feel I especially like when in IMC. The 172 will feel like a sports car once you get used to the 182/206. Stay focused on keeping the nose wheel up when landing. This requires a much firmer pull than a 172 which leads to the common criticism of the larger Cessna's in that they are nose heavy requiring more trim and elevator on landing.

206's often have tip tanks for the higher useful load. This is a great flexibility option but takes away some of the forgiveness of the Cessna. The extra wing length makes the aircraft float more if you are a little fast over the fence. You might demo both versions and see if it matters to you.

I wouldn't buy either without the turbo, even if it was just for resale. I am based in Dallas, but find myself using the performance of a turbo on many trips even if it is just to get above the weather. The 206 has by far the best service ceiling at FL270.

I just returned from another trip to Taos, NM (KSKX) and I wouldn't have done it without a turbo, preferably a 206. The MEA's require FL160 to cross the mountains and due to icing conditions I have often climbed higher to get into very cold air. While a NA aircraft can go roughly FL180 its the rate of climb that makes a difference. I was able to cruise climb on this trip at 600 ft. min. going through cold wet clouds this is much more tolerable than 100-200 ft. min. The 206 is another level better in turbulence than the 182 which also makes a difference.

For the money I believe the best used Cessna value is the 2004-2006 T206H at 300-400K it's a lot of airplane for the money and similar in price to the same vintage 182's. The fuel burn is only about 1 gal more an hour and that's a fair trade for the huge cabin, barn doors, useful load, horsepower, etc. Although I have been flying the G700 autopilot I agree with Scott that the KAP140 is just fine for about $60K less. ATC almost never lets me fly an approach in such a way as to use all of the cool G700 features anyway.

There are few piston aircraft that can load 4 real adults, lots of heavy baggage for a ski trip, full fuel, and leave a 8000 ft. DA field in about a 1200 ft. of runway. That's why a lot of people find their way into a T206.

If you are still shopping or have made a decision let us know what you decided.

-- Alex Baker, April 26, 2010

I'm going through the same scenario, trying to decide if the T182T is the right way to go vs the T206. I was wondering if you made the upgrade and which airplane did you buy. Do you know what the speed and range difference is between the two.

Your response will be greatly appeciated.

Miguel

-- Miguel Flores, February 16, 2011

Cessna 206 training

I am in the process of buying a Cessna 206. I am a private pilot with 130 hrs tt. Which insurance co would anyone recommend? Where can I get 206 traing around Port Charlotte FL?

-- Stein Monsen, February 19, 2011

Stein,

I just went through this process over the past couple weeks for a Cessna 182. I used AOPA for the aircraft insurance and I used aictitle.com for the title search, 337s, and the title insurance.

Both companies seemed to be a good deal. However, I do not have a lot of experience, in this area, to compare it to others. I have about 100 hours.

Cheers, Joe

-- Joe Moreno, February 19, 2011

feanch experass net work.com

-- r.kasinathan r.kasinathan, September 26, 2016