No

My 99 T206h does 147 true at 65% power, fully loaded.
Useful is 1275

Stepping from 182 to 206 is a step I would only consider when frequently carrying large numbers of kids and/or dogs or occasional cattle transport .

Yes, the increased usable load is like a Suburban of the sky, but man - it is slow.

I used to fly 206 on floats and almost any had the right door fitted. I understand it is a 30-50k STC and you need a skilled mechanic, but it is standard procedure to add one.

If you go that road I also vote for a 550 conversion. It will do almost the same as the turbo, but smoother and with less cylinder or turbo trouble.

But, back to the original question. Why do you want to go 182 to 206 and are you sure you won't regret selling the 182?

When we moved up I looked at the 206 and for us it ended A36 for possible 6 seats.

Tom needs the high wing for ease of entrance/exit. I was able to get some time in a 99 T206 and an older small tail NA 206. God awful slow, ponderous(makes the 182 feel like a sports car) and the turbo sucks gas like someone else is paying. I thought for sure the takeoff in the turbo you'd feel a kick in the backside. Not so, it isn't going to win a drag race with my Bonanza. But if you need the room and weight carrying then get one.

I don't think speed is the issue..... it's hauling capacity. Tom's typical mission for his 182 is hauling crap and people back and forth into the Idaho backcountry. Most flights are way less than an hour. In addition, we like to go into the backcountry for breakfast runs. Sometimes, it would be nice to be able to haul 4 full sized folks or more into some of those spots. Commonly, Tom and I will call each other to go on a trip so that we can help haul in guests that either of us might have on a given weekend..... an extra couple perhaps.
In warm weather with large people, another couple makes it a 2-182 trip. The 206 makes that a no brainer without needing the other plane.

There is also the nicety of having those nice big doors in the back. Better for older folks to get in and out of.

When you guys find one, make sure it's on the east coast and take lots of photos of the flight home. .

Bell 412EP with hook.
(There’s a 207 w/ 550 on barnstormers)

I had a 2007 T206H with Flint tip tanks, float kit option, flap gap seals, and TKS de-icing. Mine was set up as a 4 seater, with the rear bench removed. I once flew it across Canada at 25,000 feet just because.

The 206 gives tremendous confidence in short fields. With full flaps, you can approach at a very steep power-off angle, and when you flare, it stops flying right away.

You might want to look for one with the larger optional tires, which make quite a difference on back country rough strips.

I once carried four men, their suitcases, racing suit bags, briefcases, etc. It took several attempts of packing and unpacking to get everything to fit. We were totally legal, with 64 gallons of fuel.

The two middle row seats reclined in mine all the way to horizontal. I think you could spend a night in the plane fairly comfortably.

The 206 however is not perfect.

1. No amount of power and fuel will make it fly fast. For me, typical speeds were 144 knots at 8000 feet at 20 GPH. A friend flies his at about 130 knots at 17 GPH. There is very little difference in speed between a 182 and a 206.

2. The T206H is nose heavy. When flying with another male upfront, I had to carry two cases of bottled water in the back to maintain CG.

3. The lack of front passenger door is not ideal.

4. The flaps can block the rear doors from opening. You need to review egress procedures carefully with passengers because opening the rear door while flaps are down is not intuitive.

You could do a lot worse than owning a 206.

Tom needs the high wing for ease of entrance/exit. I was able to get some time in a 99 T206 and an older small tail NA 206. God awful slow, ponderous(makes the 182 feel like a sports car) and the turbo sucks gas like someone else is paying. I thought for sure the takeoff in the turbo you'd feel a kick in the backside. Not so, it isn't going to win a drag race with my Bonanza. But if you need the room and weight carrying then get one.

Tom's likely is.

Early = lighter & a PPonk = fast.

A late 50s with PPonk, the narrow cabin, less tail, fastback cabin and even lighter would be even faster.

RAS

An Air Plains IO-550-D C182Q with a SureFly SIM6C

5,000 to 8,000 msl

152 KTAS 13.5 gph LOP

160 KTAS 18 gph ROP

:-)

Pictures or it didn’t happen....

And, guess, per the photos I lied, photos show 151 KTAS / 13.8 gph LOP, but I promise you I regularly see 152 and 13.5 gph, regardless, I guess pictures don’t lie

I've own my rig for 28yrs. Love it. It does everything really well except go fast but if you get it high enough it will do that too.

It is a 1972, TU206. Useful load is ~1700lbs. I cruse LOP at 11.5gph. Aspen Evolution 2000, EA100, KFC200 auto pilot, King KSN770, Flints. It is a great IFR platform. I've taken it as far as NY from California. Super roomy and comfortable.
I have about 1200hrs on the cylinders and all are above 70/80. I pulled one cyl at 1100hrs due to it pumping oil(oil ring was gunked up I think due to, in my opinion, CAM Guard which I don't use any more)

The great great thing about the 206 is the numerous STC's for it.
Insurance is $1.6K for a hull of $200K....not bad.
Annual are fairly inexpensive for a bird of this age.

I took it to a CPA rigging class yrs ago and John Frank went up with me to verify the speed with the big tires.....he was really impressed that is was close to the book numbers with 8x6 tire(I have 29" tires).

As far as the utility door safety....it's really not an issue. There is a way to egress through the utility doors with the flaps down. Simply open the door(the first door has a normal handel) and let the door hit and jamb against the flap. Then unlatch the second door(there is enough room to do this once the first door slightly open against the flap) and bend the latch handle inboard(it's made of very thin metal and is rather flimsy). Once the latch handle is bent inboard, kick the second utility door open and run on through. I brief all passengers on this item before flight.

Gary, is that true or indicated? The straight leg 182s I used to fly would all cruise near 135 knots true at 75% power down low on a cool day.

I fly a 210D which is essentially the same air frame as Willis mentioned. Never flown a 206 but assuming they fly similar. Very stable and honest airplane, probably what I see referred to as the "truck-like" handling from Mooney and Beech guys (Personally Im fine with a traveling plane that likes to go straight and level, no problem hand flying it for 4-5hr legs). Very similar to the 182's I have flown so you would feel right at home.

I pretty much always have some nose up trim for landing (like a 182) and yes its usually more when Im alone but I haven't found that I need ballast in the back. If alone and using 40 deg of flaps it does take a lot of up elevator in the flare but it has enough in my experience. Ours has a STOL kit (but not VG's) so that may be the difference between our experiences.

One of the reasons I like Cessna's in general is the two front doors. I didn't realize you can have a pax AND cargo doors on a 206, I don't think I would trade the passenger door for cargo doors but would sure love to have both. Especially if I was hauling elk racks.

Overall really happy with ours, comfortable, capable (enough) and easy to own and fly.