In most light airplanes, including the 206, this necessitates a stop.
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We got higher true airspeeds than if we'd stayed lower, and the wind wasn't howling quite as badly at 10,000 as it was at 14,000.
And the 206 cost less to buy and maintain than the 210.
The one caveat: You learn to use the elevator trim.
The trip back, with an extra passenger and a couple of hundred pounds of computers, textbooks, clothes and assorted other stuff, including a mini fridge, would be a challenge.Version.0 - Via direct download (42 MB).The 206, like nearly all Cessna piston singles, was equipped with Continental six-cylinder engines throughout most of its production life.The naturally aspirated model was equipped with the Continental IO-520A, and the Turbo model featured the tsio-520-C, which was rated at 300.One of the biggest changes is the new power plant well, after 12 years of production, I guess we should stop calling it new.There was, of course, a turbocharged 206, one with a different door configuration and even a couple of stretched spinoffs, the seven-seat and eight-seat 207 models.I've lost track of how many G1000 models I've flown, around 20 or so, and what strikes me about the panel is its suitability to every platform.Four hours in moderate chop will get to most people, and by the time we made El Paso, Chris and I were both a little green.The 206, on the other hand, offered a little more room, a little more power and a better useful load compared with the 182.Cessna aircraft company, i 1980 model 182Q, serial./g2 5-1 ".