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Aviation History
1998
1998 - 3384.PDF
rumrr m^f Cessna's revived 206 Stationair outhandles its 172 Skyhawk and outlifts the 182 Skylane DAVE HIGDON/WICHITA COULD IT BE third time lucky for Cessna Aircraft? Might die 206 Stationair be the model that avoids the post-certification problems that plagued the reintroduction of the company's 172 and 182? Flight International was i nvi ted t< > c va 1 u a te the revamped, updated and upgraded 206 and given access to die prototype, N9954S, for one enure day in mid-November. The resurrected Stationair felt die most rounded of the four new- Cessna piston single models flown by Flight International over the past two years: the 120k\V (160hp) Skyhawk, the 135kW Skyhawk SP, the Skylane and now the Stationair. Roomy and comfortable, the 206 delivers ample load and speed with a responsiveness that belies its size. In some ways, the latest 206 feels more nimble than the Skyhawk, yet more solid than the Skylane. Cessna has also equipped the resurrected Stationair with the same higher level of standard features in new 172s and 182s, making the base model better equipped and more capable dian previous incarnations of the 206. Yet, at die same time, this Stationair somehow lacks the air of civility that marks die new I72R and 182S. Most notably, compared with the problems encountered in reviving the Skyhawk and Skylane, the development hurdles cleared by Cessna in bringing the 206 through certification to production were larger. So, per haps, the 206's rebirth is past the worst. If so, the Stationair programme could avoid the turbulence that Cessna suffered when pro duction, quality control and supplier problems forced multiple service bulletins and several air worthiness directives on the 172R and 182S. Cessna won praise for its support effort, and incurred considerable costs in making good the problems under warranty, but the teething troubles detracted from the company's achieve ment in reviving piston aircraft production in a short period of time. Between the summer of 1994 and the spring of 1997, Cessna picked a city, built a factory, hired and trained a novice workforce. Simultaneously, it redesigned, flight tested, certificated and started production of two aircraft, and built the prototype of a third. Neither the 172Rnor die 182S entered pro duction on time, and the 206 has matched that tradition. The 206, and its turbocharged kin the Turbo 206, reached certification only in September, several months late. Customers had to wait a further three months for first deliver ies, which took place on 4 December. ENGINE REJECTED Why the tardiness? The biggest reason, hut not the only one, is Cessna's rejection of a new engine for the 206 designed at its request by sis ter company Textron Lycoming. The new 10- 580 failed several attempts to pass a 500h endurance test, comprising consecutive 150h test runs. Cessna opted instead to use die exist ing 225kW(300hp) Lycoming IO-540. At that point, with months of unavoidable delay ahead, Cessna committed itself to getting this one right, issuing an assurance that produc tion and supplier problems experienced earlier would not be repeated. Problems with durability and reliability, even of the proven Lycoming, with powerplant vibration, and with avionics and systems inte gration all contributed to the lateness of die 206. Cessna is at last delivering aircraft, however. Whether the 206 falls victim of the same post- certification problems as the Skyhawk and Skylane remains to be seen. What is apparent from flying the 206 is Cessna's success at delivering a well-rounded, well-equipped aircraft with the potential to make buyers and pilots happy. Many aircraft developers have failed in dieir efforts to deliver a true multipurpose machine. As often as not, the most successful multi- mission types have been blends of solid trainers and budget family aircraft - machines like the best-selling Skyhawk and the Piper Cherokee. The Stationair of today blends utility capa bilities useful to the bush pilot with appoint ments and flying habits welcomed equally by business owner/flyers, charter companies and 34 FLIGHT INTERNATIONAL 16 - 22 December 1998
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