cruise speed cessna 182 on floats

Cessna 182, 210, & 206

* In the postwar period, the Cessna aviation company became famous for its popular line of civil aircraft, including prop singles and twins. Traditionally, Cessna prop singles had been of "taildragger" configuration, but in the mid-1950s Cessna introduced the "Model 182 Skylane", which was a derivative of the taildragger Cessna 180 but with fixed tricycle landing gear. The Cessna 182 led to the "Model 210 Centurion" derivative with retractable tricycle landing gear -- which led in turn to the "Model 205", which reverted to fixed tricycle landing gear. The Cessna 205 was followed by the refined "Model 206 Stationair 6" and then the stretched "Model 207 Stationair 8". This document provides a history and description of the Cessna prop "trikes" -- as well as the Cessna "Model 188" series of cropdusters.

[1] CESSNA 182

* In 1953 Cessna introduced the "Model 180 Skywagon" taildragger single, of all-metal construction, with:

It was the biggest Cessna single with fixed gear. The Skywagon proved popular -- one reason being that it was an excellent "bushplane", particularly when fitted with "fat" tires -- and so Cessna decided to make a tricycle version, with the "Model 182" introduced in 1956. The baseline Cessna 182 was almost identical to the baseline Model 180, except for fixed tricycle landing gear and an O-470L flat-six engine with 170 kW (230 HP), about 2% more power; it even had the same MTOW. Fuel capacity was 227 liters (60 US gallons). It was slightly slower than the Cessna 180 because of the drag of the (steerable) nose gear.

The baseline Model 182 was followed by refined variants:

The "Model 182T" was introduced in 2001, the primary change being an improved engine cowling providing better cooling and aerodynamics. A turbocharged option, the "T182T" was also offered, with TIO-540-AK1A engine with 175 kW (235 HP). A Garmin "glass cockpit" was offered from 2004, with a GPS navigation system offered from 2007. The Cessna 182T / T182T remains in production -- though with peculiar lapses in production, sometimes both being sold, sometimes one or the other. Over 23,000 Cessna 182s have been produced to date, many remaining in service. Many have been fitted with updates, particularly glass cockpits.

[2] CESSNA 210

It introduced the characteristic Cessna landing-gear scheme, with the nose gear retracting forward, and the main gear retracting straight back into recesses on the rear fuselage; early on, the recesses had doors. Skis or floats, of course, were not very compatible with retractable landing gear. It was powered by a Continental IO-470-E engine with 195 kW (260 HP) and had two windows on each side of the fuselage.

Improved variants followed:

As with the Cessna 182, production of the Cessna 210 series ended in 1986, with about 9,240 built. Unlike the Cessna 182, it never went back into production. Many remain flying, with updates available, such as glass cockpits, wingtip tanks, and alternative engine fits -- including turboprops.

[3] CESSNA 205, 206, & 207

It could be fitted with floats, the floats raising the MTOW to 1,590 kilograms (3,500 pounds). In practice, oversized "tundra tires" could be fitted as well for bush operations, and skis could be fitted over the landing gear for snow operations. The baseline Cessna 205 led to the "Model 205A", for the 1964 model year, with only minor changes.

The "Model U206" -- "U" for "Utility" -- was introduced for the 1965 model year. It was effectively a generally refined Model 205, the most significant differences a double rear door on the right side of the cabin -- the doors hinged at the sides to open outward -- along with removeable seats, plus a Continental IO-520-A engine with 215 kW (285 HP). The doors could be removed for parachuting. It also removed the ugly bulge under the engine cowling. It was labeled the "Super Skywagon" after the Cessna 185, a popular utility machine. Weights were the same as for the Cessna 205.

A "Model P206" -- "P" for "Passenger" -- was built in parallel, the basic difference being six passenger seats and no cargo doors -- instead there being doors on the front of the cabin on left and right, instead of just one on the left, and a passenger door on the left rear of the cabin. It was labeled the "Super Skylane", after the four-seat Cessna 182; the passenger 206 variants wouldn't be as popular as the utility variants.

The "Model U206A & P206A" were produced for 1966, differing primarily in their MTOW being raised to 1,630 kilograms (3,600 pounds). Turbocharged versions were introduced as well, including the "TU206A" and "TP206A", both with a turbocharged Continental TSIO-520-C engine providing the same horsepower, but with better altitude performance. Further improved variants were then introduced:

Many Cessna 206s remain flying, often having been given updates such as glass cockpits, uprated piston engines, and turboprops. One notably popular update is a belly pannier pack for more haulage space.

* The Model 206 led to the "Model 207", stretched by 1.14 meters (45 inches), with forward and rear extensions, to provide seven seats. Door arrangement remained the same, incidentally, though a nose baggage hold was added, courtesy of the fuselage stretch. It was introduced for the 1969 model year, being powered by a Continental IO-520-F engine of 220 kW (300 HP). MTOW was 1,725 kilograms (3,800 pounds). It could be fitted with floats. A turbocharged "T207" was produced in parallel, featuring a TSIO-520-G with the same power ratings. It was originally called the "Skywagon", changed in 1970 to "Stationaire 7".

The "Model 207 Series A" was introduced for the 1977 model year, featuring minor improvements, and the T207A being given a TSIO-520-M engine with 230 kW (310 HP). It was renamed the "Stationair 7". In 1979, it was given another seat and integral wing tanks, to become the "Stationair 8". Production of the series ended in 1984, with 626 built. It was popular with air taxi companies, but not very popular with private fliers, few having use for the extra seats.

The Cessna 206 and 207 have served in small numbers with police, paramilitary, and military organizations of a number of countries, including Argentina, Bolivia, Canada, Chile, Costa Rica, Colombia, Djibouti, Dominican Republic, Ecuador, France, Guatemala, Guyana, India, Israel, Madagascar, Mexico, Pakistan, Panama, Paraguay, Peru, Philippines, Portugal, Suriname, USA, Uruguay, and Venezuela.

[4] CESSNA 188 AGWAGON

* The Cessna single-prop civil aircraft family also led to a successful agricultural aircraft, the "Model 188 AgWagon". It began life in the early 1960s, with Cessna talking to operators of existing agricultural aircraft to find out what they wanted. Initial flight of the prototype Model 188 was on 19 February 1965, with introduction in 1966.

As it emerged, the Cessna 188 was of stereotypical agricultural aircraft configuration, with a low-mounted wing with strong dihedral outboard and strut bracing, robust fixed taildragger landing gear, and a high-perched enclosed cockpit. The cockpit had a door on each side -- actually, more like large window panels that were hinged at the bottom -- and ventilation from the top, to help keep out chemical fumes. It was built of aluminum over a tube-steel frame, with a chemical hopper built of fiberglass and with a capacity of 760 liters (200 US gallons). Sealants were used to protect the pilot and the airframe from the chemicals. Although it was a new design, it inherited elements from the Cessna 180. Two variants were sold in parallel:

Another set of refinements, including cambered wingtips, was added in 1972, with the two variants becoming the "188B-230 AgPickup" and "A188B-300 AgWagon" respectively. An "A188B-300 AgTruck" was added to the line at that time, with a bigger 1,060-liter (280 US gallon) hopper, and option for a three-bladed prop. The AgPickup was dropped from production in 1976, with the AgWagon following it down in 1981. The very last Model 188 variant, introduced in 1979, was the "T188C AgHusky", like the AgTruck but with a Continental TSIO-520-T turbocharged engine providing 230 kW (310 HP), driving a three-bladed variable-pitch prop.

One of the interesting little factoids about the Model 188 was that when spray bars were fitted, the spray was driven by a little spinner prop between the main gear struts.

A total of 3,976 Cessna 188s was built, including 53 AGpickups, 1,589 AGwagons, 1,949 AGtrucks, and 385 AGhuskies. They were mostly flown for agricultural work, but some were put to use as sailplane tugs. Many remain in service.

[5] COMMENTS, SOURCES, & REVISION HISTORY

* Sources for this document include the online Wikipedia, Cessna Owner's Association, various air encyclopedias, and volumes of JANE'S ALL THE WORLD'S AIRCRAFT. It is hard to get much background on light civil aircraft.

* Illustration credits:

* Revision history:

.

Cessna 180 - Price, Speed, Fuel Burn & Specs

January 9, 2023

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‍ Key Takeaways

• The Cessna 180 is an old but popular predecessor to the Cessna 182 and it is often used to fly into unpaved fields and rough clearings out in the bush.
• The price of a used C180 varies widely between $90,000 and $250,000 depending on its conditions and modifications.
• The Cessna 180 has a maximum maneuvering speed of 169 KIAS, a maximum cruise speed of 120 KIAS, and a ceiling of 20,000 feet.
• The C180 uses the Continental O-470 235-horsepower engine that is carbureted and burns 13.5 gph at 75% power.

‍ The Cessna 180 is the perfect bush-flying utility airplane that balances agility and power. This guide walks you through its features and characteristics.

6,193 Cessna 180s were built across eleven variations between 1953 and 1981. A C180 costs between $90,000 and $200,000 depending on condition and upgrades. With a useful load of over 1,500 lbs, an endurance of five hours, and a top speed of 120 knots, it burns 14 gph.

As a CFII and an aircraft enthusiast, I have frequently flown and taught numerous students in the 180. I am a huge fan of its simplicity, utility, and record of safety.

Table of contents

‍ background.

The Cessna 180 was built in the wake of the success the Cessna 170 enjoyed. Cessna realized that with the popularity of the C170, a wider market could be carved out by offering a faster aircraft with an increased payload.

In keeping with their proven formula, the Cessna 180 continued as a high-wing taildragger like the 170. With an all-metal alloy semi-monocoque structure, 40.25 inches wide at the widest point, the aircraft provided greater room and comfort with added strength and better handling.

The cross-section of the C180 has a rectangular shape with rounded edges, typical of most high-wing Cessnas. It also continued with the box construction for the wing with a three-spar wing and ribs with riveted 2024-T3 Alcad aluminum alloy sheets.

Built between 1953 and 1981 Cessna produced a total of eleven variants. Beginning with the original C180, then on to the C180A, and so on. The C180A came in 1956, the B came in 1958, the C came in 1959, the D in 1960, E in 1961, F in 1962, G in 1963, and H in 1964. Cessna skipped the I variants and introduced the J in 72 and finally the K in 1976.

All variants were designed to be retrofitted for skis and floats should the operator wish to do so.

While all models are taildraggers, it is fairly easy to tell some of them apart. The original C180 and all the variants way up to F were four-seaters. From G onwards, all Cessna 180 variants were six-seaters.

The variants with the additional seating had increased MTOWs, allowing an additional 150 pounds. The engines that came with these variants were not upgraded, essentially slowing the aircraft by a few knots.

The C180 eventually came to be known as the Skywagon in 1969 following the theme of the Sky nomenclature that Cessna had adopted and the tricycle offshoot that was introduced in 1956 which was known as the 182 Skylane.

Flight Characteristics

The decision to keep the C180 as a taildragger and maintain its high-wing format, aside from structural reasons, was primarily to give it the versatility to land in unpaved fields. Paved airports were not as prevalent as they are today.

Engineers at Cessna wanted to build a product that didn’t just cater to those who lived by an airfield or major airport.

Tailwheel designs were necessitated by the reality of the times. By resting the plane on its tailwheel, it gave a greater clearance for the prop and kept it away from picking up pebbles and sand and whatever else might be found in unpaved fields.

The Cessna 180 has a center of gravity that is slightly aft of the aircraft’s main gear. This is done to keep the plane from lunging forward and having the prop strike the ground. But the penalty for that on the C180 is, like all taildraggers, that the plane is not easy to steer straight.

As a taildragger, you also have to remember that you will have to constantly dance on the pedals whether you’re taxiing, on the take-off roll, or even on the climb out, you will have to actively engage with your rudder pedal.

Power-off stalls are gentle, breaking left easily unless sufficient rudder pressure is applied. Power on stalls, however, can be jarring for the beginner. They enter into a spin easily, but can also be broken out of one without too much negotiation.

The wings are semi-tapered with zero sweep. The leading edge of the C180 is straight while the inboard section of the trailing edge remains straight until approximately halfway before tapering toward the tips. The wings were also designed to have slotted Fowler flaps that altered the camber of the wing considerably.

At partial flaps, the increase in lift outweighs the increase in drag giving the aircraft significant climb performance. When fully extended, however, the altered camber and increased area develop more lift but significantly more drag, giving the aircraft high sink rates.

The flap setting combination of high-lift lower settings and high-drag higher settings gives the C180 the ability to climb out of and descend into airfields surrounded by high obstacles.

The C180 performs well on unpaved grass fields and can even be retrofitted with skis or floats. For aggressive bush terrain, the aircraft can be fitted with large low-pressure tundra tires .

The original Continental O-470 engine generates 225 horsepower and is powerful enough for the increased gross weight the Cessna 180 could carry over its predecessor, the 170. Later models upgraded to 230-horsepower O-470 and some variants even had a 240-hp engine, but those were short-lived.

When buying a C180, take note that they don’t all fly with the same tactile feel. While it's true that every aircraft is unique, even those that have sequential serial numbers, the C180s have eleven variations that result in different horsepower, different configurations, and even different fuel tanks.

The Cessna 180K variant is the least agile of all the C180 models. While they have almost the same wing area, what they also have more of is mass in the wings owing to the larger tanks in the C180K than in the C180.

All C180 variants are normally aspirated. While Continental does have 470 engines that are fuel injected, the IO-470, the ones that come from Cessna’s factory are standard O-470 engines.

The price of the Cessna 180 varies greatly. I would be remiss to state a range and leave it at that without explaining. Aside from the premium attached to an out-of-production classic, the C180 is a favorite among Cessna enthusiasts and taildragger pilots who love the bush.

But if put in a corner, I’d list a mid-time C180 with no modifications except for whatever is required by ADs, to hover between the $60,000 to $170,000 range. Considering the aircraft was manufactured in the 50s, mid-time would be anything that has about 6,000 hours on the airframe.

A rule of thumb you can use when pricing a fair-condition C180 is to add a thousand dollars for every model year, beginning with a base price of $60,000 for a 1960 model.

Another dimension of the price for the Cessna 180 is the level of modifications that have been done. There are 94 STCs for owners to choose from, and most C180 pilots tend to upgrade their aircraft. So aside from the total time on the aircraft and the remaining time since the last overhaul, you would have to consider how much the modifications are worth.

Stock Cessna 180s are the cheapest, obviously, and if you find yourself in a neighborhood where the cost of a good mechanic is relatively inexpensive, then having a slightly less-than-pristine C180 might be worth considering.

When Cessna first introduced the C180, it sold for $15,995. But it is very unlikely that you will find one that is at that price now, even considering inflation.

The average total time on the airframe, across all variants, is 6,000 hours. But this number should be taken with a grain of salt, as most seasoned IAs will tell you that a lot of the log books for these classic aircraft are not accurate. Poorly kept at best, fudged at worst.

The important element of choosing a Cessna 180 is to determine if the aircraft flies straight and true, if the aircraft is properly rigged, and if it is wiring and cables have been replaced. Regardless of what the total time is, your best bet would be to have an IA inspect the aircraft thoroughly before you make the purchase.

Operating Cost

All the variants of the C180 cost approximately the same to maintain. The only thing you have to remember is that your insurance would be slightly higher for your given level of experience simply because it is a taildragger.

Statistically, taildraggers are more prone to incidents and accidents and this gets reflected in the premiums. While a more powerful, newer C182 will have premiums under $1000, a Cessna 180 that is older will run about $1900. Almost double.

A major concern you should have before making the decision to go ahead with the purchase is financial.

Costs to operate general aviation aircraft that are this old should be treated a little differently when it comes to calculating the related costs. Unlike aircraft that are used for commercial operations like Part 135 charters, or 141 flight schools, private aircraft are subject to simple math.

Some aircraft owners include loan payments as part of the hourly costs. They may even include depreciation. But there is a simpler way to keep track of your Cessna 180 if it’s for private use.

Ultimately, determine your C180’s operating cost based on your individual circumstance and in consultation with your accountant, lawyer or other tax advisor. In fact, you should talk to an accountant even before you make the purchase as where you take delivery of an aircraft can impact the different state and federal taxes you could become liable for.

Whichever way you decide to total up the numbers you should keep direct operating costs separate in your own mind and on paper from fixed costs.

Direct Operating Cost

DOC, or Direct Operating Costs, is anything that you spend on that is directly attributable to the use of the aircraft. A good example is the fuel you use. The C180 burns fuel at different rates during different phases of flight.

At full throttle at sea level on take-off, it burns the most. At altitude, leaned out for the best economy, and at 55% power, it burns 10 gallons per hour. At $7.60 per gallon of Avgas, the fuel for an hour of flight in cruise is $76 per hour. However, this is not entirely accurate.

The best way to gauge how much you use, take the average of ten flights that you regularly conduct. That way, you will be able to get an average of your taxi, run up, take off and climb - all of which happens in the first hour and burn the most fuel. But if you regularly fly for two hours then just average the fuel you use in those two hours to determine your average burn.

Another cost that you must consider is the cost of engine oil. The O-450, according to pilots who fly their Cessna 180s regularly, averages about 2 quarts for every four hours of flight time in non-flight-instructing environments.

If you consider $10 at your airport to be the cost of a quart, then four hours of flight will add up to $20 in engine oil use. That’s ($20/4 hours) $5 per hour.

Since you are not renting this out, your mandatory maintenance and inspections schedule changes. You are required to do an annual that typically costs about $600 per year while an overhaul costs $35,000. If you recall listed above, you will see that the Continental O-470 engine needs to be overhauled every 1,700 hours or 12 years.

Putting aside a small amount of money for overhauls is a wise step in owning an aircraft. $35,000/1700 hours works out to be $20.5 per hour.

The total DOC - Direct Operating Costs for a Cessna 180 is $101.5 including $76 for fuel, $5 for oil, and $20.5 for the overhaul fund. That’s $103.8 per hour, excluding any element of fixed cost.

Fixed Costs

To get a good idea of the fixed cost breakdown, start with an allocation of hours you intend to fly every year. If you use it for work then it might be as high as 600 hours a year. But for this example let's assume you fly 400 hours.

In the last section, we assumed $600 for annual maintenance. Add another $1,000 for unexpected workshop visits and another $400 for upgrades. $2,000 in total is a good maintenance buffer to set aside for a year. That’s $50 an hour if you fly 400 hours.

Aside from maintenance, the main thing you have to consider under fixed costs is insurance. At almost $2,000 per year, it is more than what you will pay for in tie-downs or hangaring, maintenance, or landing fees. There are a few things you can do to lower the premiums but being a taildragger, insurance is going to cost you more.

Assuming 400 hours per year, that’s $50 per hour. That’s one of the cheapest aircraft to operate out there!

Most websites suggest adding depreciation to your costing calculations. Unless your tax accountant advises you to do that, I don’t think it's necessary as the costs here are included in actual out-of-pocket expenses that are incurred or will be incurred.

Once again, assuming you flew 400 hours a year, you would incur an hourly cost of $100 per hour. In total, your DOC and FC in this simple example are $203.80 per hour.

Being a taildragger, speeds are a lot more important than in tricycle gears. That may sound unrelated. but practicing to fly your plane by the numbers is a good habit to cultivate when you’re primarily flying a taildragger.

Taildraggers like touching down at the point of stalling. Anything higher and you will float down the runway. Also, being a taildragger, the propensity to flip or cartwheel is ever-present.

In a clean slow flight, the C180 begins to buffet at just under 55 knots. But, rest assured, the buffet is mild. Arrest it with a little throttle and you can keep chugging along. But, any more pull-back on the yoke and the stall breaks at 50 knots or lower with a heavy need for right rudder.

Configured with full flaps, you would have to get behind the power curve to hold altitude and then pull the power to simulate a power-off stall. The C180 stalls at 45 knots. At this point, the rudder is effective and required if you do not wish to enter into a spin. Spins are easy to break before the first full rotation but take a little longer after more rotations.

The Cessna 180 is not a fast aircraft at all. With a typical cruise of 148 knots at 75% power the aircraft will fly for 4 hours leaving about half an hour worth of fuel left in the tanks. The cost to fly for 4 hours is $815. With 490 pounds of cargo, excluding 180 lbs for the pilot, the cost to fly 490 pounds across 600 nautical miles is $1.66 per pound.

The C180 is typically flown in the 3000 to 6,000 feet zone. It's typically class E airspace out in the bush and there are no busy terminal areas to contend with. Fuel flow in this altitude zone is higher but not by much, especially if you consider short flights in the bush do not need much altitude to be attained before it's time to make it back to earth.

Lean out the fuel flow according to the EGT, just two notches cool of peak EGT should give you enough cooling in the summer, while one notch cool of peak should be enough for winter. Check with the A&P who installs your EGT. Otherwise, two twists of the mixture knob toward rich after the engine gets rough will give you the right mixture.

With this setting at 75% power which is 2600 RPM, you should be burning 13.5 gallons per hour, giving you 4 hours with reserves on the C180 and 6 hours with reserves on the C180K. The C180K has larger tanks than the original Cessna 180.

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Best approach speed for a Cessna 182

• Thread starter Betmerick
• Start date Dec 7, 2019

• Dec 7, 2019

Hello everyone! I was wondering if anyone training in a 182 is doing their approaches at 90kts? My instructor has me doing them at 105 but things are happening that much quicker and getting back on the path/slope has to be done quicker. I'm sure that's okay for a seasoned Instrument pilot but in training I prefer slower if I could! Should I ask for 90 or is that too slow for a 182?  

Tarheelpilot

Final approach.

fly the recommended speed for your plane. You’ll catch up soon enough.  

There is no material difference in flying an approach at 90 or 105. I would recommend MUCH higher, cruise, and lower....................and do them until you can do them half asleep. Right now you are just having a problem with approaches in general.....speed having nothing to do with it.  

In my restart model, 18.5” and 10 degrees of flaps gives me 100 KIAS with me and the instructor on board. At the FAF, 12.5” gives me a 500 FPM descent at 100 with little or no re-trimming required. No complaints about speed from ATC, and slowing the airplane down after breaking out has not been a problem either.  

455 Bravo Uniform

Once you get used to the rate of events at 105, 90 should be a tad easier? I just finished my IFR lesson #4 and my CFI likes to finish with an approach. We aim for 90 as a standard. I fly a 182P. IFR student opinion: Really, just give it what it wants in order to stay on the glide path at whatever requested speed, is what I’m learning (pitch airspeed, power altitude). Flying by the numbers is great...until the numbers don’t make sense or work for whatever mechanical failure or wind oddity or other reason (I’ve learned that as a VFR pilot, and think it may also apply to IFR). What if your tach or MP gauge fails, what if you have a heck of a head wind, what if your ASI is whack, etc.  

I seem to recall 100kts is with no flaps is pretty typical, Around here Maintain maximum forward speed is a pretty common request from ATC. If you can’t do that you will likely get broken off the approach early. Haven’t done many approaches in a 182 for a a while, but scheduled to do a few later this month. Brian CFIIG/ASEL  

Betmerick said: Hello everyone! I was wondering if anyone training in a 182 is doing their approaches at 90kts? My instructor has me doing them at 105 but things are happening that much quicker and getting back on the path/slope has to be done quicker. I'm sure that's okay for a seasoned Instrument pilot but in training I prefer slower if I could! Should I ask for 90 or is that too slow for a 182? Click to expand...

Clip4 said: 90 KIAS / 10 degree flap is the proper instrument approach configuration in a 182. The speed allows entering a circling approach below the Category A (91 knots), allows for full flaps extension in all models, and allows smooth transition from approach to landing from an ILS. Click to expand...

Pre-takeoff checklist

Does anyone have rough power settings for a 182 RG?  

Cleared for Takeoff

Clip4 said: ↑ 90 KIAS / 10 degree flap is the proper instrument approach configuration in a 182. The speed allows entering a circling approach below the Category A (91 knots), allows for full flaps extension in all models, and allows smooth transition from approach to landing from an ILS. That was my training setup, but....When the check ride came, we arrived at BWI at a high traffic time, and normal went out the window. 4 miles outside the marker, the controller requested a half rate left turn to allow an airliner to pass. As the localizer started to center, still 4 milers outside the marker, he asked me to maintain 120 to keep spacing for the following airliner. I asked the examiner if we were landing, or going around. He said go around, and I accepted the 120 knot speed. He warned that I was not going not be allowed to use speed for an excuse for failing the approach, I said OK, and flew it to minimum, and went missed. Your instructor is probably using the higher speed to keep from having conflicts with the other traffic at the airport he uses, or the DPE uses. I found the 120 knot ILS was smoother than most of my 90 knot ones. Just remember, into shorter runways, fly the slower speeds, and use your flaps as you get visual. At 120 knots, you would float for a mile before reaching suitable touchdown speed.  

Pattern Altitude

You should not be aiming for a particular airspeed as much as setting an approach power and accepting small variations in airspeed. In a 182, about 1800 RPM, 10-deg flap and gear down should get you about 90-100 knots depending on weight. This will be below the prop governor range, so you can move the prop control to full without causing it to rev up.  

• Dec 8, 2019

Volitation said: Does anyone have rough power settings for a 182 RG? Click to expand...

Clip4 said: Flaps 10, prop max rpm, and MP ~ bottom of green. Click to expand...

Touchdown! Greaser!

2200 rpm and 16-17” MP clean. Gear up - that is a slippery bird....  

• Dec 11, 2019

bbchien said: 2200 rpm and 16-17” MP clean. Gear up - that is a slippery bird.... Click to expand...

• Dec 12, 2019

My configuration as I approach the IAF is 90KIAS and 10 degrees flaps.  

write-stuff

I have a 182 and use 90kias for approach level. I configure for that right before entering the approach course. I fly the entire approach up until FAF at approach level. I don't put in flaps until FAF. But that's just me. Plenty of other ways to do it. Find your own, and do it the same way every time.  

I always shot for 90 because that's the speed that makes the most sense for a 182 in relation to the missed approach times on the chart. Sure, you could do the math, but who wants to do that in IMC on an approach? In pratice. I think it's more comfortable around 100-105, and given there's almost always an RNAV these days, that works fine.  

I also use 90 kts and 10 deg flaps, which should give you a safe margin above the stall speed (verify with the POH). Above 90 kts could also change your minimums since you could move to category B or C approach minimums, which may or may not make a difference in acquiring the visual references needed to land. The more speed you have if you punch out of the clouds at the 200’ minimums, the more work you have to do to get the plane to land and stop before you run out of runway, especially if it’s wet.  

Administrator

Oddly, the numbers that work for me are the same as the Navion. Approach at 90, over the fence at 75, touch down at 60.  

sourdough44

http://www.swaviator.com/html/issueJA05/BasicsJA05.html Figure out your own approach speed. At least you’ll have the reasoning behind it.  

Fly like you train and train like you fly.... Don't think I'm brave enough to fly Vref or 1.3 Vs or 1.3 x stall speed in IMC, especially if I have to consider executing a MAP in IMC. Once I'm below the IMC, sure.....  

No reason for absolutes either. Flying to a 5000’ runway with a gusty crosswind, yeah a little extra speed is just fine. When in a training program normally one leans towards the syllabus & instructor techniques. There are allowances for for reasonable variation once on your own. Then again, pilots can disagree on what’s reasonable.  

Craigd31 said: Fly like you train and train like you fly.... Click to expand...

I'm not debating, this is just FYI....from the Instrument Flying Handbook FAA-H-8083-15B page 4-9. I concede that it will be different for different pilots and planes. Small Airplanes Most small airplanes maintain a speed well in excess of 1.3 times VSO on an instrument approach. An airplane with a stall speed of 50 knots (VSO) has a normal approach speed of 65 knots. However, this same airplane may maintain 90 knots (1.8 VSO) while on the final segment of an instrument approach. The landing gear will most likely be extended at the beginning of the descent to the minimum descent altitude, or upon intercepting the glideslope of the instrument landing system. The pilot may also select an intermediate flap setting for this phase of the approach.The airplane at this speed has good positive speed stability, as represented by point A on Figure 4-11. Flying in this regime permits the pilot to make slight pitch changes without changing power settings, and accept minor speed changes knowing that when the pitch is returned to the initial setting, the speed returns to the original setting. This reduces the pilot’s workload.  

David Megginson

• Dec 13, 2019

As a renter and student that's one thing I've found a bit frustrating. Even on check-outs many instructors are quick to tell...well really direct you to match what their habit is. It does not matter much what you or even your last instructor liked to do.... even though it worked well.....so now I have some different combination of setting to remember instead of what i knew!  

• Dec 15, 2019

I was taught that for a stabilized approach, gear down 3 miles prior to the FAF and first flaps setting 2 miles prior to the FAF ( I did my instrument checkride in a retract). That gets you to your stable approach speed by the time you hit the FAF, so long as you have the right power settings. It certainly works.  

• Dec 16, 2019

It is almost never possible to be in a "stabilized approach" prior to the FAF. Many of us were taught to transition to the final approach to slow to the approach speed further out on the approach and (in most planes this works), drop the gear at the FAF to transition to the stabilized descent.  

I fly "stabilised approaches" IFR (because it's what ATC and other pilots expect), but VFR, I think it's nuts to be on a "stablised" 3° glidepath in a piston single at FAF distance (4–5 nm back). You're flying way too low to make a forced landing, and you're dragging it in on power, hanging from the prop. Those glidepaths are designed for airliners, which have a shallower glide and can't change configuration as quickly. A 5–6° glidepath is more appropriate for our little piston poppers (plus, it's easier to judge your landing point that way).  

Stabilized speed approaches are for swept-wing jets. For the piston-powered airplanes we fly it means deceleration is stabilized. Cruise speed to glideslope intercept, pull the throttle exactly as needed to be at landing speed 50' above the ground.  

Inverted or not?  

kgruber said: Stabilized speed approaches are for swept-wing jets. For the piston-powered airplanes we fly it means deceleration is stabilized. Cruise speed to glideslope intercept, pull the throttle exactly as needed to be at landing speed 50' above the ground. Click to expand...

Cessna 206 Guide and Specs : Is It High Performance?

Table of Contents

Introduction

A rugged, single-engined, high wing, tricycle undercarriage six-seater, Cessna describes its 206 as the sports utility vehicle of the air. As one who has flown a 206, I can attest to its truck-like handling and its ability to haul large loads into and out of back-country strips.

The middle child in a family of three, a turbocharged version of the 206 remains in production today, whereas its 205 and 207 siblings are no longer manufactured.

Entering production in 1964, the 206 solved operators’ problems of not filling all seats and fuel tanks of their aircraft for a flight. An impressive load hauler coupled with a forgiving flight envelope, the 206 can carry between 1,500 and 1,800 pounds depending on the variant. Today you’ll find the aircraft on floats, dropping parachutists, taking aerial photos, or dropping heavy loads into barely prepared bush strips while remaining popular with large families or companies needing good load-carrying capability.

The model has been through several iterations over the past four decades, beginning with the U206 in 1964. This variant shipped with a Continental IO-520-A, producing 285hp. A turbocharged version called the TU206 followed rapidly, powered by the Continental TSIO-520-C, also producing 285hp. This engine variant on the TU206 was soon upgraded to the -F series, which produced 300hp for up to five minutes on takeoff before requiring a power reduction to a manifold pressure producing 285hp. The extra engine RPM produced at this higher power produced a sharp bark from the propeller, which was characteristic of the 206 as the blade tips achieved trans-sonic speeds.

The P206 ‘passenger’ designation entered production in 1965, providing passenger doors on both sides of the aircraft. This door configuration was a counterpoint to the U206, having only a pilot access door and two cargo doors at the starboard rear to service the passenger seats.

The U, TU, and P series remained the available options until 1984, at which point Cessna ceased manufacturing single-engined aircraft. Production resumed in 1998, with a 206H receiving certification and entering production. This variant shipped with a 300hp Lycoming, the IO-540-AC1A. A turbocharged version of the H series was also provided, with the Lycoming TSIO-540-AJ1A engine producing 310hp.

Today, Cessna still manufactures the 206 Turbo Stationair HD with the -AJ1A 310hp Lycoming and integrated cockpit avionics utilizing dual Garmin 1000NXi displays. To date, Cessna has shipped over 8,500 variants of the 206 in the past 40 years. A true aircraft success story.

Cessna U206F Specifications

Cessna 206 prices.

Given the use that the 206 is put to, finding a low-hour used example can be a chore. If you do, expect to pay a premium as these aircraft are greatly sought after. Non-turbo models from the mid-1970s range in total airframe hours from as low as 2,700 to almost 10,000. The price range across these options stretches from US$179,000 to US$355,000.

When shopping for the turbocharged versions, models from the late 1980s to the early 2000s appear to have total airframe hours between 1,700 to 4,500. Prices range from US$260,000 to US$700,000.

A new Turbo Stationair HD 206 from Cessna will set you back over US$740,000.

Cessna 206 Performance & Handling

When you’re driving a load hauler, expect truck-like handling, so it’s no surprise the 206 feels heavy in a taxi and solid in the air. Heavy on the flight controls in pitch and lighter in roll, the aircraft is an ideal instrument platform. Although the 206 doesn’t have an exceptionally high wing-loading, it manages turbulence quite comfortably.

Known to be nose-heavy for weight and balance purposes, the aircraft must be forced into quite uncomfortable attitudes to make it stall. Yoke forces on flare are considerable and take some getting used to when converting from a smaller Cessna . It also requires judicious trim on landing to ensure you don’t land on the nose-wheel, although full-flap landings help. There’s been many a 206 damaged through heavy nose-wheel landings.

While no speed demon, the aircraft cruises at a respectable 145 knots at just over 15 gallons an hour. Pulled back to 55% power, you’ll get 135 knots at a wallet friendlier 12 gallons per hour. The range is over 600 nautical miles.

A competent short field performer, the 206 needs less than 1500 feet to clear a 50-foot obstacle on takeoff and less than 2000 feet to land over that same obstacle. Load-wise, some of the older aircraft will take over half a ton out of or into rough, unpaved airstrips, while cargo loading is made more accessible due to the 44-inch wide cargo doors

Cessna U206 Performance and Handling Specifications

Cessna 206 maintenance schedule.

Maintenance on the 206 is no more onerous than on any of the other Cessna singles. There are known problems with the Continental crankcases, which have primarily been addressed by replacing them with heavier castings.

Given our previous discussion about a tendency to land nose-wheel first, a thorough inspection is recommended around the firewall structure and associated nose-wheel supports. As with many Cessna , look for corrosion in the aft tail-plane area and cracks in the doorposts.

In pre-1990 Cessna , there is a repetitive inspection for wear of the seat tracks. Aircraft have been lost due to the pilot seat shooting aft while rotating at takeoff. During your training, the mantra is to release the control yoke to prevent pulling the aircraft into a steep climb and a subsequent stall close to the ground. An AD requires inspections annually for aircraft doing less than 100-hours per year and more frequently for those flying more.

Cessna 206 Modifications and Upgrades

Unsurprisingly, many of the modifications to the 206 enhance the load-carrying and STOL performance. Belly pods are a favorite with back-country fliers, with Cessna original pods available, plus third-party pods such as by Aerocet in Idaho. These move the center of gravity forward while taking smelly or wet cargo out of the main cabin. They also apply only a small speed penalty of a couple of knots.

Flint Aero Inc, near San Diego, supplies tip tanks that allow an extra 15 gallons of fuel per side, giving an extra 2-hours range. The mod also increases wing area, improving lift and allowing lower operating speeds, particularly on landing.

Wipaire in Minnesota holds an STC to install an IO-550 engine, providing greater horsepower, with significant improvements in climb and cruise figures.

Knots 2 U in Burlington, Wisconsin, provides gap seal, vortex generators, and fairings to improve overall aircraft performance.

Soloy (Washington) and Turbine Conversions (Michigan) offer retrofit options for the Rolls Royce 250-B17F and Pratt & Whitney PT6A-21, respectively. Finally, operators worldwide offer ski, float, and amphibious kits.

Cessna 206 Where To Find Replacement Parts

With the 206 still produced and almost 9,000 aircraft built over four decades, many aircraft are ‘parted out’ upon being retired from service. Second-hand or reconditioned parts are readily available from large aircraft wreckers across the country.

With so many FAA-PMA approved manufacturers across the country, a considerable number have focused on a particular aircraft type and finding trim (knots2u, Texas Aeroplastics or AvFab), landing gear components (Aircraft Supply, or Preferred Airparts), or lighting (Whelen Aerospace Technologies or AeroLeds) for your 206 is not complex. The more generic components such as filters, wheels, tires, and brakes are off the shelf and stocked by large aviation suppliers like Aircraft Supply, Aircraft Spruce & Specialty, or Wag Aero.

Cessna 206 Common Problems

The 206 doesn’t have too many vices. Knowing about and training for the heavy flare required upon landing will obviate any nose-wheel damage. Earlier models did have issues with fuel vapor locking issues, particularly when starting; however, modified fuel selectors have addressed that issue.

The previously mentioned cracking around the door frames is one to watch, although not a critical safety issue. Regular inspections for tail-plane corrosion should obviate any concerns.

There is a known difficulty with opening the rear doors while the flaps are down. Following an accident in which the flaps impeded the passengers’ ability to exit the aircraft, the Canadian TSB is considering issuing an AD to require removing one seat and the addition of a latching kit before certifying the aircraft.

Cessna 206 Insurance Options

The standard aviation insurance all aircraft owners take is liability coverage, while hull coverage is optional. Liability coverage covers damage caused by the aircraft, including passengers, while hull coverage covers damage to the aircraft itself. The greater the experience of the owner/pilot, the lower the premiums.

For a private pilot with 500 hours total time, an IFR rating, and 25 hours on type, the 2021 cost per year for US$1,000,000 liability coverage is in the range of US$560 to US$750 per year. Pilots with less experience can expect this range to rise to between US$820 to US$1,000 per year.

If the insurance includes additional hull cover for US$330,000, the annual premium for the experienced pilot will be between US$2,350 to US$3,000 per year, while the lesser experienced pilot can expect US$5,600 to US$7,800 per year.

Cessna 206 Model Resale Value

There are seven aircraft factors influencing resale and many economic factors. The seven aircraft factors are:

• Airframe Total Hours
• Engine Hours Since Overhaul
• Installed equipment, specially avionic fit-out
• Maintenance schedule compliance
• Damage history
• Paint condition
• Interior condition

These seven items are all within the control of the owner. If an owner has taken a ‘maintenance only as required’ approach to their aircraft, they can expect that the lower resale value will more than recoup the money they might have saved. Those owners who try to operate their aircraft on a shoestring are pursuing false savings.

If you’re looking to buy a large single-engined fixed-gear aircraft, you don’t have too many options. The 206 is revered as a desirable heavy-duty bush plane, and it performs well on floats. Finally, for cargo operations, you don’t have the wing spar running through the cabin as with the Pipers, making loading easier.

Good quality, low hour 206 aircraft are very much in demand, so expect them to be hard to find and at a premium to the higher hour alternatives. Older non-turbocharged models have a price average of US$220,000 with airframe times around 3,500 hours. Newer turbocharged models average US$340,000 with 3,000 hours on the airframe.

Cessna 206 Owner Reviews

Owners report that the aircraft is easy to fly, climbs above 1,000 feet per minute with light loads, and all flights plan between 145 and 150 knots for the cruise. Every owner commented on the reasonable maintenance cost, outstanding STOL characteristics, and stability as an IFR platform. One discussed the need to use full aft trim upon landing to aid the flare and avoid damaging the nose gear or propeller.

One owner recommended attending the 206 Systems and Procedures Course at the Cessna Pilots Association. The course will teach you about the 206. They also suggested that those with a turbocharged option attend the Advanced Pilot Seminar with APS, who will teach you how to operate the turbo Lycoming engine.

Cessna 206 Similar Aircraft

There are few comparisons, namely the Piper PA-32 Cherokee Six/Saratoga. Otherwise, you can opt for the lighter four-seat Cessna 182 or the retractable Cessna Centurion. All come with trade-offs, the Piper with the wing spar across the cabin making cargo loading difficult or the seat limitation on the 182. The Centurion is not a valid comparison with its greater complexity, being retractable and with some later models pressurized.

If you’re looking for a powerful, fixed gear, STOL, load hauler, it’s hard to go past the Cessna 206.

Cessna 206 Clubs You Can Join

If you’re a Cessna owner, your best choice is the Cessna Pilots Association. Find them at cessna.org/ .

FAQ: Frequently Asked Questions

Question: what does stol mean.

Answer: STOL is an acronym for Short Take-Off and Landing. It refers to an aircraft’s capabilities, allowing it to operate out of, and into, shorter than standard runways.

Question: What does service ceiling mean?

Answer: An aircraft’s service ceiling is defined as the height at which the aircraft cannot climb at a rate greater than 100 feet per minute.

Question: What is the meaning of the term TBO?

Answer: TBO means Time Between Overhaul, which is the manufacturer’s recommended running time, in hours or calendar time, before overhaul.

Question: To what does TTAF refer?

Answer: TTAF stands for Total Time Airframe, which refers to the number of flying hours the airframe has accumulated since new. Thus, it is an indication of age and use.

Question: Aircraft Gross Weight refers to what?

Answer: Gross Weight is the total aircraft weight, including pilots, passengers, fuel, oil, and cargo.

Question: What does max structural cruise mean?

Answer: Maximum structural cruise, or Vno, refers to the airspeed above which the aircraft should be flown only in smooth air. Above this speed, turbulence or rapid control deflections increase the chance of structural damage.

Question: What are FAA-PMA Approved Parts?

Answer: FAA refers to the Federal Aviation Administration, and PMA means Parts Manufacturer Approval. It is an approval granted to a parts manufacturer to manufacture specific aircraft components.

Question: To what does the term IFR/MEL refer?

Answer: IFR means Instrument Flight Rules. When pilots are flying IFR, it means they are under the control of Air Traffic Control. MEL, in this case, refers to Multi-Engine – Land. Both refer to ratings or approvals that a pilot must achieve to enable the operation of a multi-engined aircraft or flight under instrument flight rules.

Question: What is an STC?

Answer: An STC refers to a Supplemental Type Certificate. An STC is an approved modification to an aircraft, engine, or component. All aircraft, engines, and components have type certificates that approve their use. That is why an approval to modify them is classed as ‘supplemental.’

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