For $350k---Cessna 206 or Cirrus 22?

C206 will accommodate your growing family, C206 for the win!
 
I don't know if it matters, but I've been looking for a 6 seat for a while now. Im a low time pilot, need something that has no drama. The thing I like about the 6/saratoga/6x is the club seating. I have younger kids and having that blocked off space is really nice in the club cabin.

And I saw someone post that they thought the 6/Toga etc had a poor useful load compared to others. Most of the ones I'm seeing are 1200 and that includes air conditioning on board, which is a must in the southern states

Im leaning towards the 6 family because of those reasons. Add on fixed gear for safety and insurance reasons and its a solid plane
 
I've got probably 700hrs in a 550 powered U206 (had the big tail, vgs and tip extensions, GREAT plane.

The 207 is also a idea if you can find one, they are a little more roomy and the forward compartments are great for keeping a few bags out of the cabin, they also feel more stable for IFR.

Ether way, get a older model with a 550 and you won't be disappointed.

The SR22 isn't the same genera of aircraft.
 
jordane93 said:
I think you probably want a 206. Wouldn't want to get dog hair on the nice BMW-like leather of an SR22
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Actually dog hair is much easier to get off of a leather surface. It can become embedded in carpet
 
Sierra Victor said:
210 was actually my first wish but after looking at all the ADs and then trying to get insurance (frankly impossible for a low time pilot) I quickly decided against it. Great bird though!!!
Next week I'm flying a 182RG.
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Good suggestions here. If the 182RG becomes a serious contender I would suggest joining Cessna Pilot Association. There is even a "buyers guide" that you can purchase that contains a wealth of information. In addition, there are articles and discussions regarding the new policy at Cessna regarding parts for legacy airplanes resulting to astronomical prices ($17,000 for a landing gear part).

Cheers
 
Sierra Victor said:
210 was actually my first wish but after looking at all the ADs and then trying to get insurance (frankly impossible for a low time pilot) I quickly decided against it. Great bird though!!!
Next week I'm flying a 182RG.
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The 182RG has less room than the straight leg version, but it is a little faster. :D The poor dog may have to go UPS, make sure you cut plenty of holes in the box. :D
 
You can put a lot of money into the panel and other nice stuff in a non-restart 206 for the price of a restart and pocket a significant chunk of change. Just sayin'.

LMAO at the "dump truck" landing comment. Definitely. Ha.
 
bsnpilot69 said:
Good suggestions here. If the 182RG becomes a serious contender I would suggest joining Cessna Pilot Association. There is even a "buyers guide" that you can purchase that contains a wealth of information. In addition, there are articles and discussions regarding the new policy at Cessna regarding parts for legacy airplanes resulting to astronomical prices ($17,000 for a landing gear part).

Cheers
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Joined about a year ago. Yes, great resource there with CPA!!!
 
Thanks for the replies guys!!
Made an offer on a 206 yesterday....we'll see...

Please see my thread regarding avionics. I need some guidance here. Trying to decide if the G1000 is worth the premium of the newer airframe cost or if I should just upgrade a '98-'03.
 
I'm guessing if you went with the older airframe you might get higher useful load. G1000 is very nice but aspen or g500 is very close. I have the 205 with aspen and 530. I like it about as well.
 
Sierra Victor said:
Thanks for the replies guys!!
Made an offer on a 206 yesterday....we'll see...

Please see my thread regarding avionics. I need some guidance here. Trying to decide if the G1000 is worth the premium of the newer airframe cost or if I should just upgrade a '98-'03.
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You sure you want a newer 206, you're looking at LESS aircraft then say a 70s U206, there is a reason all the working 206s are older. I'd get a older U206 and go aspen if you want avionics.
 
N747JB said:
The 182RG has less room than the straight leg version, but it is a little faster. :D The poor dog may have to go UPS, make sure you cut plenty of holes in the box. :D
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Less room? Only a couple of little cubes in the baggage compartment. :dunno:
 
My family's Toga has 1298 useful load with factory AC, but is an earlier model 1982. The Toga has the load you are looking for if it is pre 1988, so finding a good load one can be tricky. For your budget you could get one 100% refurbished with new avionics etc.
 
Stryker1112 said:
I don't know if it matters, but I've been looking for a 6 seat for a while now. Im a low time pilot, need something that has no drama. The thing I like about the 6/saratoga/6x is the club seating. I have younger kids and having that blocked off space is really nice in the club cabin.

And I saw someone post that they thought the 6/Toga etc had a poor useful load compared to others. Most of the ones I'm seeing are 1200 and that includes air conditioning on board, which is a must in the southern states

Im leaning towards the 6 family because of those reasons. Add on fixed gear for safety and insurance reasons and its a solid plane
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It's poor economy to base a fixed gear purchase on economy over the same plane in a retract. Your insurance hit will only be the first year/100hrs, and with a 15-20 km speed advantage on the same fuel, at $5.50 a gallon, in the long run you will save much more money than your first year hit on insurance. The safety factor of fixed gear vs retract is nill, in a gear up it it almost unheard of for people to get injured, besides, if you can't remember to put down the gear, you shouldn't be flying; that whole 'those who have and those who will' adage is complete rubish, the majority of people flying retracts never have have a gear up. The cost of maintaining retract gear is also often over stated, most years it consists of a gear swing. When I was working at a CRS, the time it took to do a gear swing was about equivalent to the time it takes to get the pants and fairings off many fixed gear planes, and then there is the cost of continually repairing cracks in the pants and mounts.
 
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