The Cessna 206 Stationair is aviation's pickup truck — a big-cabin, big-payload utility single with a cargo door, equally at home hauling six people, running skydivers, flying floats in the bush, or supporting a Part 135 operation. Because so many 206s earn their keep commercially, financing often involves business use as well as personal credit. This guide covers 206 values in 2026 and how to finance one for either mission.
Key takeaways
- Utility premium. The 206's payload and cargo door command strong prices; used aircraft span roughly $150,000 to $600,000, with new-era H models higher.
- Commercial use is common. Skydiving, floats, cargo, and Part 135 work mean business documentation often factors into the loan.
- Turbo option (T206H) adds high-altitude capability and value.
- Strong resale supports financing. Utility singles hold value, which helps loan-to-value.
- Rates are illustrative. Well-qualified piston borrowers are generally in the mid-to-upper 6% range in early 2026. Jaken Aviation is a brokerage, not a lender.
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What a Cessna 206 Stationair Costs in 2026
206 values track vintage, turbo vs. normally aspirated, and mission equipment (floats, cargo pods, jump doors). New-production Stationairs wound down at the factory, so the newest airframes are increasingly a used-market proposition.
| Model / vintage | Typical price range | What drives it |
|---|---|---|
| Late-model 206H / T206H (2015–2023) | ~$500,000–$745,000 | G1000, turbo option, low hours |
| Restart-era (1998–2014) | ~$350,000–$550,000 | Glass/upgraded panel, engine SMOH |
| Classic 206 / U206 (1964–1986) | ~$150,000–$350,000 | Mission mods, engine time, condition |
Illustrative Financing Rates & Terms
A 206 finances on piston-single fundamentals, but commercial buyers may be evaluated on business financials and intended use. These ranges are illustrative for early 2026, not offers; see our aircraft loan rates guide for the full picture.
| Buyer / aircraft profile | Credit tier | Illustrative APR | Typical down | Typical term |
|---|---|---|---|---|
| Late-model H / T206H | Strong (720+) | mid-to-upper 6% | 15–20% | up to 20 yrs |
| Restart-era (1998–2014) | Strong (720+) | upper 6% – 7.5% | 20% | 15–20 yrs |
| Classic 206 / U206 | Good (680–719) | 7.5% – 8.5% | 20–25% | 15 yrs |
| Any 206 | Challenged (<680) | 8% – 12% | 25%+ | 10–15 yrs |
Commercial & Utility Financing
Many 206s are bought to generate revenue, which changes the financing and tax picture:
- Business documentation. When the buyer is an LLC or the aircraft supports a business (skydiving, charter, cargo, survey), lenders may look at business financials and a debt-service view rather than personal debt-to-income. Our LLC & business financing guide covers entity structures.
- Depreciation. Aircraft used more than 50% for a qualified business purpose may be eligible for Section 179 and bonus depreciation; confirm treatment with a CPA and see our bonus depreciation guide.
- Mission equipment. Floats, jump doors, and cargo mods are common and should be documented — they affect value and insurance.
- Part 135 use changes insurance, maintenance, and lender expectations. Be upfront about intended operation during underwriting.
Tax caution: depreciation and deduction rules depend on your business-use percentage and how the aircraft is operated. Nothing here is tax advice — consult a qualified aviation CPA.
Worked Monthly Payment Examples
Illustrative principal-and-interest only, using the rates above; excludes taxes, insurance, and closing costs. Model your own numbers with our aircraft loan calculator.
| Scenario | Price | Down | Financed | Rate / term | Est. monthly (P&I) |
|---|---|---|---|---|---|
| Late-model 206H, strong credit | $700,000 | 20% ($140,000) | $560,000 | 6.75% / 20 yr | ~$4,260 |
| 2005 T206H, strong credit | $480,000 | 20% ($96,000) | $384,000 | 7.0% / 20 yr | ~$2,975 |
| 1979 U206, good credit | $230,000 | 20% ($46,000) | $184,000 | 7.75% / 15 yr | ~$1,730 |
Total Cost of Ownership
A working 206 earns its keep, but budget the full picture:
- Fuel: the IO-540 burns roughly 14–16 gph in cruise (more for the turbo at altitude) — on the order of $90–$120 per flight hour at 2026 avgas prices.
- Insurance: higher for commercial operations (skydiving, charter, floats) than for personal use.
- Annual & maintenance: a working airframe should be inspected and reserved for accordingly.
- Engine reserve: set aside per flight hour toward the overhaul, especially on high-utilization aircraft.
- Mission equipment upkeep: floats, jump doors, and cargo systems add maintenance.
For a cross-model view, see our aircraft ownership cost guide.
Rates, terms, and prices in this article are illustrative examples for the 2026 market and are not offers of credit. Jaken Aviation is a licensed aircraft financing brokerage — a division of Jaken Finance Group — and does not make loan decisions. All financing is subject to lender approval.
Frequently Asked Questions
Can I finance a 206 for a skydiving or charter operation?
Yes. Commercial 206 financing is common; lenders typically evaluate the business's financials and the aircraft's intended use. Business documentation and, sometimes, a debt-service-coverage view come into play.
How much do I need to put down on a Cessna 206?
For a newer 206 with strong credit, 15-20% down is common; older airframes or weaker credit push toward 20-25%. These are typical ranges, not guarantees.
Does the turbo (T206H) change financing?
Not structurally. The turbo adds value and high-altitude capability, so the loan is larger, but it finances on similar terms to the normally-aspirated 206.
Do floats or a jump door affect the loan?
They mainly affect value and insurance rather than the loan mechanics. Document all mission equipment; it influences the aircraft's value and the premium.
Are the rates in this guide guaranteed?
No. Every figure is illustrative for planning only. Jaken Aviation is a brokerage, not a lender; your actual offer comes from a lender after a full application and is subject to credit approval.
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