6th March 21:36
1965 Cessna P206 Super Skylane
I am still a student working on my private (approaching solo). I
recognize I am looking early, but I can't help myself. A share in a
partnership for a 1965 Cessna P206 Super Skylane has come available
locally and I am somewhat interested. My biggest reason for
considering it is that I have a family of 5 and will need the
I have researched via the net and very little information seems to be
available on the 206 (to say the least the 1965 model). I would
greatly appreciate any and all information including experiences,
insurance, cost of ownership, things to watch out for, etc.
6th March 21:37
1965 Cessna P206 Super Skylane
My own airplane is a 1999 Cessna 206. The 1965 is a good choice if it is in
decent condition. You should have it looked over by a mechanic and check the
records to make sure that all airworthiness directives and service bulletins
have been complied with. The price should be adjusted for time to overhaul
on the engine. Otherwise, do not get ****ed in by things like "it has a new
alternator." The airplane is supposed to have an alternator and a new one
does not make it more valuable.
Things that you can look for yourself before bringing in a mechanic:
Corrosion, showing up as speckling on unpainted surfaces ir bubbles or
flaking in the paint. You can also get dissimilar metal corrosion where
substandard repairs have been made, especially in the engine compartment.
The dull gray speckling you see on painted surfaces is also corrosion from
water spotting. This can be removed with furniture polish and the airplane
will look like new.
Look for cracks in the spinner and prop. Check when the prop was last
Examine the engine for corrosion. Look for exhaust stains around the valves
(very bad). Examine the manifold for leaks. Check the condition of all
electrical wiring, especially where it enters the junction box and connects
to the alternator. Check the alternator mount for cracks and welds.
Alternator mounts crack a lot and should be replaced -- welding them is a
waste of time and money. Check the condition of the baffles; these should be
replaced when worn or the engine will not get proper cooling and birds will
be enouraged to nest in there.
Check the firewall for damage. The 206 gets dropped on its nose a lot as it
is a very nose heavy airplane. Check the condition of the nose gear and
Check all the radios to see if they work. Take the airplane on an actual
flight, preferably a cross country, and test all the radios.
Check the seat tracks for wear. Seats and seat belts should be secure and
all seat adjustments should work. Look for cracks in the floor around the
Check all glass and window mounts and window opening hardware. Do the same
for the doors.
Look for signs of corrosion and stiffnes on all control surfaces, and any
damage to the exterior.
Not much can go wrong with the main landing gear, but look for cracks in the
fairings or even missing fairings. Also look for cracks at the bottom of the
door frames (hard landings).
The 206 is easy to insure, but your insurance company is going to demand
that you get a fair amount of dual in the thing before they cover you.
Insurance should not run more than $1800 a year.
The airplane is just about bullet proof. It is very easy to fly, but
remember that it is not just a big 150. It handles differently and is much
faster, so you have to learn to stay ahead of the airplane. The controls
will feel very heavy to you, especially on the ground and in slow flight.
The key to flying a 206 is proper trim. Trimmed properly, the airplane will
fly as if it was mounted on a rail. Short field work is a hoot.
I would recommend that you complete your pilot training in this airplane if
you get it. There is no reason a 206 cannot be flown by a student pilot; in
fact, many student pilots have received primary training in my airplane.
They love it.