The TURBO STATIONAIR PRIVATE AIRCRAFT, Charter Aircraft! Charter Flight, Plane Service, at Any Time, in Any Place. Please CONTACT US at Anytime!
The TURBO STATIONAIR PRIVATE AIRCRAFT, Plane Charter! Charter Flights at Any Time, in Any Place.
The TURBO STATIONAIR PRIVATE AIRCRAFT, Plane Charter Flight, at Any Time.
The TURBO STATIONAIR PRIVATE AIRCRAFT, Private Plane, Charter Aircraft! Private Aircraft, Charter Flight, in Any Place.
The TURBO STATIONAIR PRIVATE AIRCRAFT, Plane Charter Aircraft! Air Charter, Private Aircraft, Plane Service.
The TURBO STATIONAIR PRIVATE AIRCRAFT Charter! Private Aircraft, Private Air Charter, at Any Time
The TURBO STATIONAIR PRIVATE AIRCRAFT Plane, Charter Aircraft! Charter Flights in Any Place.
The Turbo Stationair is designed to fit your mission needs. Choose from five different seating options designed for any mission. From the relaxing club seating to the one seat trainer configuration with a clear view of the instrument panel, each cabin configuration allows for maximum flexibility with seat tracks that run the length of the cabin.
With the Venture Premium Interior Package you can choose from five spacious cabin arrangements, all fashioned with Light grey sidewalls with dark charcoal accents, punctuated by embossed graphic textures, and jade blue detailing, to create this bold interior. The seat upholstery, in two tone light grey with black bolsters, is covered in highly durable Luxor-Leather.
Enhanced situation awareness for pilots means enhanced safety for all. The leading technology of the Garmin G1000 all-glass avionics suite integrates the functionality and reliability needed to fly with confidence.
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 hp.
The Turbo Stationair’s flight deck is a proven system that reduces workload with added features and capabilities such as graphical weather radar, electronic charts, Synthetic Vision Technology (SVT), engine sensor data, autopilot functionality, and more.
The G1000 flight deck is standard on our Caravan and Citation Mustang models as well, so your transition between aircraft will be smoother when you upgrade.
You have the option of showing the EVS feed on the MFD in large format, which is handy during approach. Once on the ground, the view can be reduced and displayed beside the airport map to support ground navigation. There is virtually no weight added to the Turbo Stationair with integration of the EVS, and its value in situation awareness is immeasurable.
Graphics modeling technology recreates a 3D virtual rendering of the surrounding landscape on both of the PFDs. The Turbo Stationair can be chartered for $600 an hour and up.
The resulting picture depicts a dimensional graphic of ground and water, airports, obstacles and air traffic all shown relative to the aircraft.
The optional enhanced vision system (EVS) is a perfect complement to the G1000’s SVT, providing an infrared view outside the cockpit that turns night into day and improves vision through smoke and haze. The EVS provides a real-time moving image of the outside environment and illuminates possible hazards.
When it became clear that Cessna was going to restart production of its piston lineup some 15 years ago, there was much talk about which airplanes would be revived and which would be left to history as Cessna modernized its airplanes and streamlined production.
Cessna built almost 6,000 206s from 1964 up until the company halted its piston production in 1986, an impressive figure considering that during that time Cessna built tens of thousands of airplanes that competed for customers with the 206.
Unlike with some Cessna models, the turbo version of the 206 was available nearly from the start.
The 206 was a surprise winner of that process, one of only three piston models to make the cut.
Casual observers often incorrectly state the level of improvement to the Cessna lineup that took place when the company relaunched production.
The new 206, like the 172 and 182, was certified under Part 23, a far more stringent set of standards than the old Car 3, under which the original airplanes had been approved.
The 206 has been upgraded in literally dozens of ways. There are better seats, better belts, improved ventilation, nicer upholstery.
If you've ever owned an old Cessna, is a big deal — more reliable fuel systems, more redundant electrical systems, tougher paint and much more.
Today's Cessna piston singles are simply built to be tougher, safer and more durable than the great old airplanes they succeeded.
One of the biggest changes is the new power plant — well, after 12 years of production, it should stop calling it new.
The Lycoming TIO-540-AJ1A in the Turbo produces 310 hp loafing along at its maximum rated prop rpm of 2,400.
There are a few good things about a slow-turning prop. In fact, creating airplanes that were quieter was a prime goal for Cessna from the day it began to plan its re-entry into the piston marketplace.
The big Lyc helps a lot with noise, and the three-blade McCauley constant-speed prop helps keep things quieter too, especially around the airport.
The roomy interior of the 206 is beautiful, with attractive headliner and carpeting and big, upholstered, cushy leather seats.
The seats also happen to be incredibly strong, meeting the FAA's 26G crashworthiness standard enacted only after the original Stationair was out of production.
The panel is also gorgeous, something that's easy to forget after seeing so many G1000 and G1000-based panels.
The panel is its suitability to every platform. The G1000 is just as much at home in the Cessna 206 as it is in the Cessna Mustang.
The big selling point of the Stationair, in addition to the six seats, of course, is the big double door in back.
Cessna describes the 206 as "the sport-utility vehicle of the air." These airplanes are also used for aerial photography, skydiving and other utility purposes.
They can also be equipped with floats, amphibious floats and skis. Alternatively, they can be fitted with luxury appointments for use as a personal air transport.
The 206, like nearly all Cessna piston singles, was equipped with Continental six-cylinder engines throughout most of its production life.
At centraljetcharter.com/turbo-stationair.html. Can be chartered for $400 per hour and up!
The Model 207 was a seven- and later eight-seat development of the 206, achieved by stretching the design further by 45 inches (114 cm) to allow space for more seats.
Unlike some of the airplanes, such as Otters and Caravans, that ply the same missions as the 206 does, the Stationair is a true light airplane.
It is powered not by a turboprop but by a conventional six-cylinder piston engine. Yet it's remarkably capable.
If you leave out some fuel, it can carry six adults, counting the pilot, and if you leave off some more fuel, it can carry a goodly amount of bags on top of that.
That's the story of the 206, getting things done and making money in the process.
Whether carrying commuters from Seattle to the islands, hauling fish in Alaska, transporting patients in the Outback of Australia or delivering food and medical supplies to indigenous people in the mountains of Ecuador, the 206 is a utility airplane in the true sense of the word.
It's not an overstatement to say that it is still in production solely because of its utility.
Like any smart company today, Cessna is not in the business of building products for which there's not a demand. The 206 earns its keep.
The Turbo 206, with its big rear double doors and capacious cargo area, making it a great aircraft for air cargo. Utility has been at the heart of the 206 story since it was born nearly 50 years ago.
The airplane, which started life as the U206, U standing for utility, never attracted a wide audience as a personal airplane.
The faster 210 had a solid hold on that market. The 206, on the other hand, offered a little more room, a little more power and a better useful load compared with the 182. And the 206 cost less to buy and maintain than the 210.
Over the years, there were surprisingly few versions. 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.
The six-seat Model 206 was introduced as a 1964 model and was built until 1986, when Cessna halted production of its single-engined product line. It was then re-introduced in 1998 and remains in production in 2013.
The doors are nothing short of a godsend, and Cessna has cleverly engineered a safety measure to keep the flaps from being extended full when the back door is open, to keep them from being damaged.
The Cessna 206 does what it does best: haul a bulky load long distances and, when necessary, at high altitudes.
The Cessna 205, 206, and 207, known variously as the Super Skywagon, Skywagon, Stationair, and Super Skylane are a family of single-engined, general aviation aircraft with fixed landing gear, used in commercial air service and also for personal use.
The family was originally developed from the popular retractable-gear Cessna 210 and is produced by Cessna.
The line's combination of a powerful engine, rugged construction and a large cabin has made these aircraft popular bush planes.
Synthetic Vision Technology enhances visual orientation in darkness, fog, haze, rain or any solid IFR conditions that keep you from seeing clearly.
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