Cessna 206 “Stationair”
Seaplane and amphibian
The aircraft is usable by all Club's members.
The Cessna 206 (U206G) is the largest Piston single motor Cessna used worldwide for transporting people and objects.
The engine installed on the exemplary model owned by the club is a Continental IO-550 that exerts 300HP at 2700 RPM and is larger than the original IO-520.
The aircraft is equipped with two sets of floats, the seaplane ones being a set of PK3500, and the amphibious ones being Wipline 3730.
The clubs aircraft is equipped with two STOL kits (short takeoff and landing) that ensure a much lower takeoff speed than the original model as well as reduced stress to the structure with greater operational safety.
Propellers and mufflers have been carefully selected to reduce acoustical impacts, and allow the engine to emit a greater power than the original. The 550 engine installed runs at 150 maximum rpm less than the original 520.
The combination of engine, propeller and muffler installed on the N206BJ assures a remarkable sound reduction.
Click to read or download:
Cessna 206: good amphibian, excellent seaplane
The Cessna 206 was well known to the Aero Club managers, as the type has been used in the past, but never owned.
The acquisition of the N206BJ
In 2008 the club decided to abandon the Maule and to pass onto the much larger and capable Cessna 206. We found one in excellent condition in Minnesota that ended up being at a great price due to the favourable exchange rate with the dollar at the time.
The story behind selecting the 206 N206BJ is narrated in an article (in Italian) you can read clicking on the image.
The aircraft was purchased as an amphibious model, but the club also equipped her with seaplane floats, so it could be used for various purposes at different times of the year. The aircraft already equipped with a STOL kit, had a new motor installed and propellers along with a special muffler. This all created a prestigious and silent 206.
To improve safety, an extra front door was fitted. The aircraft has been internally restored. Everything was in order for its crossing of the Atlantic
The front right door. On the right, the new interior.
We must now distinguish the difference between the aircraft in both its seaplane and amphibious setups.
The C 206 on streight floats. In the seaplane setup, the aircraft is extremely easy to use thanks to its performance and size making it very stable on the water. The first thing you will need to do when piloting this aircraft, is to adjust the seat as the instrument panel is very high, the cockpit automatically seems like one of a much superior aircraft.
N206BJ water taxiing.
The powerful engine requires a lot of warming up, but this operation is facilitated by the engine monitors supplied an EDM-700 that allows you to know the temperature of each cylinder, header, the oil and the exhaust. As the pilot you must always keep an eye on the temperature as in a seaplane setup the 206 has a tendency to overheat, especially in summer when temperatures can rise above 200 degrees F. Another issue is cowl flap misuse; it can easily lead to the engine coming to a premature stop. Our advice is when flying at low altitudes and carrying out basic procedures to leave the cowl flaps open. It is also essential to check that the rear door is the closed position, if not the flaps are disabled. The plane also has a STOL kit that combines the flap movements with the ailerons, greatly increasing surface area. The takeoff thanks to the elongated wings happens at around 40 knots. If the takeoff is made towards the open part of the basin, after you lift off the water it is a good idea to perform a first reduction to promote the cooling of the engine and reduce noise. The airplane climbs well at 24/2400 or if needs be 23/2300.
N206BJ at the dock.
The cruise can be done in various ways, the economical but slower 20/2300 up to 24/2400 with speeds ranging from 95 to 115 knots. Consumption can be adjusted finely, thanks to the GAMI injectors and the engine monitor, however to avoid problems caused by a mixture that is too lean, our mandate is to never lean a mixture below 3000 feet. As far as manoeuvres go, there is nothing to mention on this aircraft.
If necessary the landing can be done by tapping at very low speed, floating isn't easy in this aircraft even in low winds, due to the large surface of the side of the aircraft, in case of difficulty turn 180 degrees to the downwind, when returning to the school you should turn off all radios and request a towline to the dock.
The C 206 on amphibious floats. Now to lookat theamphibious setup, firstly the weight of the landing gear removes a lot of the payload. Taking off with amphibious float requires much more speed than with seaplane floats. If you are carrying a high load, you should always take an extra 4-500 metres than what you would in a normal seaplane.
N206BJ on amphibious floats.
The Wipline 3730 floats have hulls shaped especially to deal with waves, limiting aircraft stress. The most problematic issue when flying in an amphibious setup is making an error in positioning the gear. If you land on a runway with gear up, you will certainly cause aircraft damage, and if you were to land on water with gear full extended then you run the risk of capsizing the aircraft. The aircraft wouldn't sink but the passengers, suspended upside down under the water, would have difficulty exiting the cabin.
The problems being that the rear door is opened only by a certain procedure when the flaps are up, as the flaps are always down in water landing, it creates a potential risk for rear passengers to exit the aircraft. The procedure for opening this door can be found in the passenger instruction document. This aircraft characteristic means thatthe club prefer operating with the aircraft in seaplane mode, thus giving it a higher payload and less risk of capsizing. We only transform to the amphibious setup for specific operations.
Instruction for the safety of passengers
Cessna 206 N-206BJ
||300 hp at 2700 rpm
||Mc Cauley D3A34C404/80VA-0; tripala a giri costanti
|Diameter of the propeller
||78,5 – 80 in.
||28’ 3’’ / 8,6m
||36’ 0’’ / 10,97m
||174 sq ft / 16,16 m²
||Streight PK C3500
Amphibious : WIPLINE 3730
|Maximum takeoff weight
||Streight floats 2567,65 lbs / 1164,66 Kg
Amphibious floats 2752,40 lbs / 1248,47 Kg
||Streight floats 1232,35 lbs / 558,98 Kg
Amphibious floats 1047,6 lbs / 475,2 Kg
||117,8 US Gal. / 445,8 l / 690 lbs
||60 l/h / 16 gal/h / 95 lbs/h
||7h 15 min c.a.
|Never exceed speed (VNE)