The 206 on floats

[Chuck Ellsworth]

The one I flew was a TU206 on 3450 Whip. Amphibs. and it was owned by Coulson Aircrane....so carrying overloads was not a problem.....they never complained when I limited the load to carry fuel for a given trip.

[SeptRepair]

Thats good to hear, i guess Rita was more of an understanding person then i was lead to believe.

[Chuck Ellsworth]

Thats good to hear, i guess Rita was more of an understanding person then i was lead to believe.

Using the words " Rita " and " Person " would entail far more time than I have left to live.

The bottom line is no one tells me how I am going to fly any airplane when it comes to safety.

I worked for Cliff and did not answer to Rita on any level.

[Redneck_pilot86]

All the advice here is good. I have about 500 hours on a 206 on floats and probably 150 on wheels. The wire across the front is really handy, but make sure you don't miss it. Grab a prop blade near the root, two steps on the wire and you are across. Definately don't rush and forget the mags though.
As for the back door, the back can be opened with flaps down, and you should practice doing this until you are able to do it easily. Front door open as far as it will, handle on back door down, open it as far as possible (about 2 inches) then close the handle again so that you can get it past the front door. I would think in an emergency from the inside you could kick the back door open fairly easily, I think the rear handle would just break off against the front half of the door, althought I obviously have never done that. Also, make sure when loading it that you get the rear door latched, so that when you lock the front door it is tight enough to compress the microswitch that allows the flaps to go down. The switch is just on the top of the door frame, and gets pressed when the door is locked, so that flaps can only go down with the door shut. This is both a blessing and a curse, you will see what I mean.
Make sure you dont load it tail heavy, its really easy to do and it won't get off the water. Otherwise its a great machine, enjoy.

[Edo]

The flap is actually shortened on the inbord side and a piece put in place of it to allow the door to be opened about 2-3 inches or enough to get to the handle to open the rear portion of the door.

Almost all my time in a 206 is on wheels (maybe like 4hrs on floats) Love it as a wheeled machine!!

Thats not a mod cessna did that from the factory

[planeless]

Practice your flapless landings, the electric flaps aren't very reliable and its not fun doing your first one with a full load. It likes the water when its hot and heavy as you'd assume.

[Intentional Left Bank]

A couple of Cessna factory pilots showed me that flap technique in the Caravan. Their method was to start with zero flap, apply power slowly with no back pressure at all, the nose would come up on it's own, then hesitate for a second or two before rising to it's final position. It was then that they would select 20 degrees of flap and the aircraft would lift itself onto the step with no forward pressure required. They then used the electric trim to fly the aircraft off the water.

I tried it in the 206 and found it to work extremely well. It seemed to me that this method is more elegant than the more aggressive, forceful methods, yet works better and faster. I never had a problem easily lifting a max gross load on a hot calm day.

The Cessna guys also showed me their short-field obstacle approach. Stabilize at published Vref on short final, appropriate for your weight, then at 60 feet or so, hold the electric trim to nose up, and the airplane will fly itself onto the water perfectly. Works almost every time.

I found it none too difficult to dig the floats in a controlled manner, and liked the hefty feel of the controls, unlike the 180/185 which didn't dig in a pleasant manner at all and had a control wheel feel much like a early seventies vintage pickup truck--control forces too light and control wheel too skinny.

I also made it SOP to never, ever, touch the mixture control for shut-down without having my other hand on the mags. I left the mags on once and walked across the wire. Nothing happened but I vowed to never let that happen again.

[just curious]

Always look to land on a lake on the top of a hill, and pray that a 185 slot opens up. 206's are a stupid airplane to put on skiis or floats.

More to follow after a couple rum drinks.

[twotterflogger]

Yeah, the 206 on floats is a dog compaired to a 180/85, but its an awsome platform on wheels.....

Finish your rum drinks yet?

[just curious]

Yep. The 206 on floats or skis is still a stupid machine with higher risk, and lower performance per dollar than a 180 or 185. Leave 'em on wheels, or turn 'em into razor blades.

[Downwind]

A couple of Cessna factory pilots showed me that flap technique in the Caravan. Their method was to start with zero flap, apply power slowly with no back pressure at all, the nose would come up on it's own, then hesitate for a second or two before rising to it's final position. It was then that they would select 20 degrees of flap and the aircraft would lift itself onto the step with no forward pressure required. They then used the electric trim to fly the aircraft off the water.

I tried it in the 206 and found it to work extremely well. It seemed to me that this method is more elegant than the more aggressive, forceful methods, yet works better and faster. I never had a problem easily lifting a max gross load on a hot calm day.

Meanwhile, the prop eats up about 30 gals. of water and doesnt even make overhaul. The elevator is there for a reason so use it.

[MUSKEG]

206 turbo amphib with wing extentions, was heavy to start with and a horrible charter machine. Was constantly fighting with customers because dispatch didn't understand the difference between gross weight and weight at which it would fly off mountain lakes. Hated it and finally refused to fly it. Most expensive speed boat on the water and wallowed through the air like an old sow. A 2 place personal fishing machine at best. Hope your's is on straight floats.

[SeptRepair]

Ah c'mon.... they arent that bad.

[Cat Driver]

Like I have said here I flew a turboed 206 on Whip Amphibs on the west coast of Vancouver Island for a couple of years and kind of liked the thing.

[Patrick_Swayze]

Very nice plane for personal use. Or short charters. Not very practical for a lodge or outpost company who flies long legs with lots of fuel and full loads.

[Cat Driver]

All airplanes are a compromise.

For instance the Sea Bee is a great personal airplane but like a 206 on amphibious floats it is not the best choice for a lodge or outpost company who flies long legs with lots of fuel and full loads.

The Turbo Goose is a great performer, but I wouldn't give one to the average commercial pilot to fly. Unless of course I wanted to collect the insurance money.

[Patrick_Swayze]

Now is the time to buy a Beech-18 and throw 2 Pratt's in it. Those sexy Beech's are selling cheap! A personal Beech Turbo-Liner would be mint.

[SuperDave]

Yes, good info on here for sure.

I'm just here to clear up the fact that the 206 is not as bad of an airplane on floats as some people say.

An old, tired, stock 206 with a worn out engine and no mods...yes, no doubt, it sucks. I carved up most of Hottah Lake in one trying to get in the air.

However, if a company runs one commercially, it will most likely be upgraded in a few different ways. The one I flew had a "Tuned Exhaust" of some sort - I forgot what it's called. I think it's done up in Alaska or something and it gives her about 10-15% more power for take-off. So now instead of 300hp, ya gots 330. It also had a big three-bladed McHauley and extended wings. Empty, it out-performed our 185 off the water. I'm not making this up.

You'll have fun with it. That flap trick people have mentioned works like a charm, watch those docks with the tail, and if the temps really get up there after a long take-off run, don't be afraid to leave the throttle firewalled to help cool the engine a bit, but bring the prop off the red line with a few twists.

When landing with a load, remember that you'll weigh about 3000lbs or whatever. Keep an eye on your sink-rate if you dive down over the trees trying to get into a short spot. You may have to start the flare higher than you may be used to and perhaps even add some power. For tight lakes with tall trees on the shore I found it best to set up a constant descent-rate at a steeper than normal angle far enough back to get everything stabilized. This gives you a good view of your landing area, it's stable and you can decide early if it's no good. Dragging in a heavy 206 a few feet over the trees and swooping down at the water once past the tree-line and then trying to flare is not only uncomfortable, but can get out of hand quickly too.

I liked my time in the 206. Comfortable, stable, easy to fly, and no real suprises once you figure out it's quirks.

You'll have no troubles. Have fun and stay safe!

Dave

[Intentional Left Bank]

Meanwhile, the prop eats up about 30 gals. of water and doesnt even make overhaul. The elevator is there for a reason so use it.

Negative, Downwind. Zero water wear in the 1000 consecutive hours I used the technique. Power is added slowly, and the technique is used judiciously, i.e. not in waves of a magnitude where spray would be an issue.

[SuperDave]

Downwind wrote:
Meanwhile, the prop eats up about 30 gals. of water and doesnt even make overhaul. The elevator is there for a reason so use it.

Negative, Downwind. Zero water wear in the 1000 consecutive hours I used the technique. Power is added slowly, and the technique is used judiciously, i.e. not in waves of a magnitude where spray would be an issue.

OK, fair enough Downwind. However if you're not comfortable with this technique, just apply full aft elevator at the start of the slide, it won't hurt anything. That's what I did. By having the flaps UP, the airflow of the tail is less restricted and gives you more elevator authority I find. I have not tested this in a wind-tunnel, but it worked for me.

Heck you can even add full nose-up trim just for fun if your arms are tired. In the end it doesn't make a huge difference exactly HOW the airplane gets into the maximum nose-up attitude unless you really are tight on room, then I would recommend the quickest way.
But once it's up there and the waterline has quit moving aft, it's all about the next phase; getting it on the step, which is what "Intentional Left Bank" is primarily talking about I think. And yes, it's all about finesse when it comes to the power. If I remember correctly, it took me 10-15 seconds to get full power in I think.

Personally, I started almost all take-offs in the 206 with the control wheel aft...instinct or habit I suppose. In bigger floatplanes like a Caravan for example it doesn't make a huge difference taxiing the the yoke in your lap or not, or starting the T/O run with it full aft, or neutral.
It's mostly the hydrodynamic pressure that pushes the airplane into the nose high attitude needed to get on the step, which is directly related to the thrust produced by the engine. No pull, no hydrodynamic pressure, no nose-up, no step.

[Big red dog]

I have to second your thoughts about the 206 .
with extended wings and VGs and the prop and engine upgrades they beat the 185 full or empty....at least the one I used to fly. The flaps are much more advanced than the 185 flap and generate way more lift --- there is no need to pop them that is pilot folklore when was the last time you popped beaver flaps? For normal ops I go 10 degrees and than 20 as she gets on the step.
In no wind condition I start with 0 degrees and go to 20 in small stages.
A few years back we did a tour contract where we had a 206 and the competition a 185
The 206 was of the water in exactly the same distance but had 4 passengers.
All that said we do have some guys come through the float-base with stock 206es with the old tooth pick prop and poor floats just eating up water ---so the dogs exist that is where the stories come from.

[bmc]

I've always thought the 206 was a smart looking float plane.