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How to Buy a Cessna 206 Stationair: Buyer's Guide
A six-seat, high-wing utility hauler with big cargo doors that carries real loads into short, rough strips, at a fuel cost to match.
Updated November 2026 · Market data from 5 live fyiAero listings, the FAA registry and NTSB records
Overview
The Cessna 206 is the pickup truck of single-engine pistons. It is a stretched, more powerful cousin of the 182 with six seats, a strong fixed gear, and, on most versions, double cargo doors on the right side. Bush operators, float pilots, skydive operations, missionaries, ranchers and families with too much gear have relied on it for decades. It is not fast or glamorous. What it does well is haul a full cabin out of a short, unimproved strip and keep doing it for decades.
The family runs from the original 1960s Super Skywagon through the Continental-powered U206 and P206 models of the 1960s through 1980s. After a production pause, Cessna brought it back in the late 1990s as the Lycoming-powered 206H and turbocharged T206H Stationair. The current market is thin. fyiAero listings show only 5 aircraft for sale right now, all from the 206H era or labeled generically as a 206. Asking prices run from $299,900 to $419,000, with a median of $359,450.
Because so many 206s have worked for a living, two airplanes with the same year and similar hours can be very different machines. History matters more than the paint. Floats, cargo work, jump operations, gravel strips, and the quality of past maintenance all show up at pre-buy, and they should drive what you pay.
Who it's for. The 206 suits a pilot who needs to move people and stuff together: a family of five with camping gear, a backcountry or float flyer, a ranch or business owner hauling cargo, or an operator who needs a simple, rugged airframe. It flies like a heavier, more deliberate 182, so a pilot with a few hundred hours and a high-performance endorsement can step into it. Turbo models also need a complex mindset around engine management, and glass-cockpit models need solid avionics training. Insurers generally want to see some high-performance time and time in type. Low-time pilots should expect higher premiums, a required dual-instruction period, and possibly lower liability limits until they build hours. If you plan to fly floats or do serious backcountry work, budget for specialized training. Underwriters will ask about it, and those environments are where 206s get bent.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| 206 / U206 Super Skywagon (early) | 1964-1969 | These are the original Continental IO-520 utility models with the right-side cargo doors, and they established the type's reputation. They are the cheapest way into a 206, but age, corrosion and engine condition dominate their value. |
| P206 Super Skylane | 1965-1970 | The passenger-oriented version swapped the cargo doors for a conventional door layout and a more airliner-like cabin. It is less common and less sought after by utility buyers, so it often trades below comparable U206s. |
| U206 / TU206 Stationair (later Continental models) | 1970-1986 | This era brought progressive refinements, the Stationair name, turbocharged TU206 options and the U206G with optional extra seating. These are the backbone of the utility, float and jump fleet, and they are priced mostly on engine time, mods and damage history. |
| 206H / T206H Stationair (steam gauge) | 1998-mid-2000s | The restarted line uses the Lycoming IO-540 (turbo TIO-540 in the T206H), an updated interior and modern construction. The 1999 example on fyiAero is asking $299,900, near the bottom of the current spread, and avionics upgrades heavily affect where these land. |
| 206H / T206H Stationair (Garmin G1000) | mid-2000s-recent | Integrated glass with available autopilot integration and, on later models, refreshed interiors. These command the top of the market. The 2005 listing on fyiAero is asking $419,000, the high end of current asks. |
What a Cessna 206 Stationair costs to buy
2 priced listings on fyiAero right now ask between $299,900 and $419,000, with a median of $359,450 and a median of 3,619 hours total time.
- Expect a very thin market. fyiAero shows only 5 aircraft for sale, so you may have to wait, search nationally, or work with a broker to find the right one.
- Current asks span $299,900 to $419,000 with a median of $359,450. Year and avionics account for much of the spread, with a 1999 asking $299,900 and a 2005 asking $419,000.
- Airframe time on listed aircraft is moderate to high. The median is 3,619 hours, and the two listings in the 3,000-5,000 hour band have a median ask of $359,450. Do not pay a premium for low time unless the logs back it up.
- Engine time since overhaul and the quality of that overhaul move value more than almost anything else. A fresh overhaul by a known shop can justify a higher price, while a run-out engine should be priced for overhaul at your shop's current quote.
- Price float, jump, cargo and gravel-strip history into your offer. These are legitimate uses, but they mean more wear, more corrosion risk and more inspection hours.
- Avionics drive the spread among 206H models. G1000 airplanes with a capable autopilot and ADS-B compliance bring the most, and steam-gauge airplanes should be priced against the cost of the upgrades you actually want.
Average asking price by model year
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Complete logbook and damage history review. Many 206s have worked hard. Look for gaps, prior gear-up or prop strikes, float or skydive use, and major repairs, and compare the paperwork against what you see on the airframe.
- Corrosion in the belly, tailcone and lower fuselage. Float operations, salt air, wet gravel strips and cargo spills all promote corrosion. Pull inspection panels and look at stringers, bulkheads and skins, especially aft of the cargo doors.
- Main landing gear attach structure and gear box area. Hard landings and rough-field use can crack or distort the structure where the spring steel gear legs attach. Inspect closely for cracks, elongated holes and prior repairs.
- Nose gear, engine mount and firewall. Heavy nose-wheel loads and rough strips stress the engine mount and firewall. Look for cracks, wrinkles and bent tubes, and check nose strut servicing and shimmy damper condition.
- Cargo doors, hinges, latches and flap interlock. Cargo doors take abuse from loading and wind. Check hinge wear, seals and latch security, and confirm that any flap and door interlock or placarding works as designed for that model.
- Seat rails, seat stops and seat structure. Cessna seat-rail wear and seat-slip issues have been the subject of airworthiness directives. Have the shop measure the rails, check stops and locking pins, and confirm compliance with all applicable ADs.
- Engine condition: compressions, borescope, oil analysis. Continental IO-520 and Lycoming IO-540 engines both reward a careful look at cylinders, cam and lifters, and the oil trend. Borescope every cylinder and review prior oil analysis if available.
- Exhaust and turbocharger system on turbo models. Cracked exhaust components and worn turbo system parts are expensive and can be a fire or carbon monoxide hazard. Inspect slip joints, clamps, wastegate and heat muffs carefully.
- Empennage attach fittings, control cables and trim. Horizontal stabilizer attach points, elevator trim and control cable runs see fatigue and wear on hard-working airframes. Check for cracks, play and frayed or corroded cables.
- STC paperwork and AD/SB research. 206s often carry multiple modifications. Verify every STC has proper 337s and flight manual supplements, and have the shop research all applicable ADs and service bulletins for that serial number and engine.
Popular upgrades
- Modern autopilot and avionics (e.g., Garmin glass, digital autopilot, ADS-B). Avionics are a major value driver in this market. A well-installed modern autopilot and panel can add meaningful resale value, though you rarely recover the full installed cost.
- STOL kits and vortex generators. Leading-edge cuffs, wing modifications and vortex generators improve slow-speed handling and short-field performance. Backcountry buyers value them, and they are generally neutral to positive for resale.
- Floats or amphibious floats. Floats greatly expand the mission and are highly valued in float markets. Expect more corrosion inspection, though, and a slower, heavier airplane. Wheel-only buyers may value float history negatively.
- Engine monitor and fuel flow instrumentation. A modern engine monitor makes leaning, especially on turbo models, more precise and helps catch problems early. Buyers increasingly expect one.
- Oversized tires, cargo pod and extended-range fuel mods. These utility mods are valuable to backcountry and long-range buyers. Confirm their weight and performance effects in the paperwork, because they can cut useful load or cruise speed.
Ownership costs
Fuel and maintenance drive 206 ownership costs. The fyiAero operating cost estimate puts variable cost at about $134 per hour, assuming a 15.0 gallon-per-hour burn, a 144-knot cruise and a 563-nautical-mile range. That works out to roughly $0.93 per nautical mile. At 111 hours a year, the estimated annual budget is about $30,132, including fixed costs such as insurance, hangar and annual inspection. Real-world numbers vary widely. Turbo models, float operations and heavily modified utility airplanes typically cost more to maintain. An engine reserve is not optional on a six-cylinder, high-horsepower engine, and a first annual on a hard-working 206 can surface a large squawk list. Insurance depends heavily on your experience, the hull value, and whether you fly floats or backcountry.
Safety record
NTSB records show 8 accidents involving the tracked 206 fleet over the last 10 years. One was fatal, and none resulted in a destroyed aircraft. Against the 209 aircraft in the FAA registry for these models, that is about 38.3 accidents and 4.8 fatal accidents per 1,000 registered aircraft over the decade. Context matters here. A small fleet makes per-1,000 rates swing on just a few events, and the 206 is often flown in demanding environments such as short strips, floats, mountain flying and heavy loads, where risk is higher than in airport-to-airport cruising. The type-specific risk areas are well known: loss of control on landing on rough or short fields, density altitude and over-gross takeoffs, weight and balance errors with cargo, water operations on floats, and fuel management. Recurrent training with an instructor experienced in 206 operations, a disciplined weight and balance habit, and conservative density altitude planning address most of the risk.
Alternatives to consider
- Cessna 182 Skylane. Cheaper to buy and operate and easier to insure, with similar handling. It has four seats, less cabin volume and less load capacity, and no big cargo doors.
- Piper PA-32 Cherokee Six / Saratoga. A six-seat low-wing with a rear double door and good load capacity. It is generally less suited to rough strips and floats, and the low wing changes backcountry visibility.
- Beechcraft Bonanza A36. Faster and more refined, with rear double doors. It costs more to buy and maintain, has retractable gear, and is not a rough-strip or float airplane.
- Cessna 210 Centurion. A faster six-seat Cessna with retractable gear and a cantilever wing. It gives up the 206's rugged simplicity, cargo doors and short-field toughness for speed.
- Cessna 207 Skywagon / Stationair 7/8. A stretched 206 with even more cabin and cargo room. It is less common, often has commercial history, and is slower and heavier.
Frequently asked questions
How much does a Cessna 206 cost?
fyiAero listings currently show asking prices from $299,900 to $419,000, with a median of $359,450. The 1999 example is asking $299,900 and the 2005 example is asking $419,000, so year, avionics and engine time drive much of the spread.
What is the difference between the U206, P206 and 206H?
The U206 is the utility model with right-side double cargo doors, and the P206 was a passenger-oriented version with conventional doors. The 206H is the late-1990s restart of production with a Lycoming engine and modernized interior, and later examples offer Garmin glass.
How much fuel does a Cessna 206 burn?
The fyiAero operating cost estimate uses 15.0 gallons per hour at a 144-knot cruise, with a range of about 563 nautical miles. Actual burn depends on power setting, leaning technique and whether the airplane is turbocharged.
What does it cost per year to own a Cessna 206?
The fyiAero estimate puts annual ownership at about $30,132 for 111 hours of flying, with variable costs around $134 per hour. Floats, turbo maintenance, hangar rates and your insurance profile can push that higher.
Is the Cessna 206 safe?
NTSB records show 8 accidents in the last 10 years, 1 of them fatal, against a registered fleet of 209 for the tracked models, or about 38.3 accidents per 1,000 aircraft over the decade. Much of the 206's exposure comes from demanding missions like short strips and floats, so training and weight and balance discipline matter a lot.
How many hours do Cessna 206s for sale usually have?
The median airframe time on current fyiAero listings is 3,619 hours. Airframe time matters less than maintenance history, corrosion and engine condition on this type.
Cessna 206 Stationair for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
