CAP TXWG Cessna 206H Introduction

weight and landing weight are not identical for some of the T206Hs. The word “some” is vital because it is aircraft serial number specific. 3.2. In approximately 2017, Cessna offered a STC to increase the maximum takeoff weight from 3600 lbs. to 3789 lbs. It did not change the maximum landing weight of 3600 lbs. CAP did not purchase this STC for all existing T206Hs. CAP did not opt for this STC on new T206Hs from the factory until around 2020. If you have a 2021 or later year model, it probably has the STC. Only some older T206Hs have the STC. You MUST check your individual aircar’s POH/AFM and STC to be certain. 3.3. Besides additional paperwork, the STC changes items such as V speeds. Software updates can change the G1000 or GI-275 airspeed bands. A new standby airspeed indicator is optional or can keep the current one with notations. 3.4. The different takeoff and landing weight present the same scenarios as in the 182T. You must plan the flight to burn off enough fuel. The 189 lbs. difference will not be hard with the typical fuel burn rates of the T206H. It will burn roughly 120 lbs. per hour at cruise plus takeoff and climb would have had much higher burn rates. Again, just like the 182T, if you need to land for safety of flight or an emergency, PIC has discretion. But coordinate with an aircraft maintenance officer to get an A&P for an overweight landing check. CAP TXWG Cessna 206H Introduction 6 Civil Air Patrol - Texas Wing Cessna 206H Introduction CAP Checklist for Weight Increased STC’d T206H GW: Gross Weight Increase Original Standby Airspeed Note the bottom of the white and green arcs. STC Standby Airspeed Note the higher bottom of white and green arcs. 3.5. The STC also changes the takeoff distances at maximum takeoff weight and other performance considerations. 3.6. The Foreflight Weight and Balance tool should be accurately reflecting the actual maximum takeoff weight. Check your aircraft’s specific POH to be certain if you need to utilize a weight over 3600 lbs. Also, the CAP checklist may be utilizing speeds in reference to the lower takeoff weight. Again, check if the STC is there and it matches what you know. Let the aircraft maintenance officer know if the data from the POH/STC do not match CAP’s database as this should be rectified. CAP TXWG Cessna 206H Introduction 7 Civil Air Patrol - Texas Wing Cessna 206H Introduction 4. Fuel vs Useful Load 4.1. The fuel tanks on the 182T and T206H have the same capacity. 4.2. There is no consistent fuel level for the T206H to be kept at. Local policy will dictate like other aircraft. But topped off full is one value that is most common. There is a fuel tab indicator that is 32 gal in each that if perfectly at the bottom tab would total 64 gal. That is also common. 4.3. Another issue is there are no commercially available, off the shelf, T206H specific fuel dip sticks. If trying to use a generic dip stick, it would need to have been calibrated with a reference sheet. Your local aircraft may or may not have this option already available. 4.4. Generally, most T206Hs will be kept with only four seats for everyday use. There are options to add a third row for six seats for more people. Or you could even remove the second- row seats for more cargo. This would not be something an individual CAP pilot would decide to do on their own. Permission should be sought, and the seat addition or removal needs to be coordinated. The weight and balance will need to be calculated to account for the seat removal/installation Example of another aircraft type. Not for actual use. CAP TXWG Cessna 206H Introduction 8 Civil Air Patrol - Texas Wing Cessna 206H Introduction Example only of four 150 pound persons with full fuel and 100 pounds of cargo. Example only of a Weight Increase STC with four 187 pound persons with full fuel and 100 pounds of cargo. Example only of three 180 pound persons with full fuel and 100 pounds of cargo. 4.5. With topped off full fuel, three persons will work with many combinations. With four, it may require the overall persons to be below usual average. The STC for increased takeoff weight can make a big difference in this case. CAP TXWG Cessna 206H Introduction 9 Civil Air Patrol - Texas Wing Cessna 206H Introduction 4.6. With just two persons onboard and full fuel, the aircraft will tend to be near the forward CG limit. There’s a chance it may actually be too far forward. There should be a survival kit and other miscellaneous gear in the back normally though. Extra cargo in the back may be helpful and/or needed to bring the CG aft. Examples only below with full fuel and absolutely zero cargo to include no personal flight bags or survival kit. 4.7. Another factor is CAP adds extra equipment compared to a stock T206H. The Rhotheta DF and CAP radio add weight. Also, many T206Hs have even extra specialized equipment onboard such as FLIR pods, special radios, etc. This will also add weight. Two 180 pound adults in the front seats with 87 gal and zero cargo. At the forward limit. Two 190 pound adults in the front seats with 87 gal and zero cargo. Exceeded the forward limit. CAP TXWG Cessna 206H Introduction 10 Civil Air Patrol - Texas Wing Cessna 206H Introduction 5. Fuel Planning 5.1. The pre-defined values for the fuel totalizer on the T206H are 87 or 64 gallons. It functions just like the 182T totalizer. 5.2. The climb fuel burn rates per hour are high but you will reach cruise much faster. In cruise, you should be less than 20 GPH fuel flow if following the POH recommendations. Most of the POH performance is based on having wheel fairings and CAP does not use those. 5.3. When comparing a 182T with full fuel tanks to a T206H with full fuel tanks, you will notice the T206H has less range and endurance. But the plane can haul more weight and do it faster and higher. The plane must burn more fuel to do all this though. 5.4. If there is terrain that can be flown over vs having to travel further going around lower, that is a small potential advantage for fuel. 5.5. This is just to give awareness to watch your fuel burn rates. But T206H’s advantages are climbing faster and higher, going faster, and taking more payload. CAP TXWG Cessna 206H Introduction 11 Civil Air Patrol - Texas Wing Cessna 206H Introduction 6. Kinds of Operation Equipment List 6.1. The T206H utilizes a KOEL. 6.2. There are a few extra items now required due to the turbocharger. But the list format and how it works remains the same. 6.3. The CHT Cylinder that is required by KOEL is different compared to the 182T. CAP TXWG Cessna 206H Introduction 12 Civil Air Patrol - Texas Wing Cessna 206H Introduction Insert pic of door pin 7. Cargo Door Operation 7.1. T206H uses a two-piece cargo door on the right side. There is a forward door and aft door. For those used to older U206Gs, it operates in much the same way but there are some subtle differences. 7.2. There is no key lock mechanism on the cargo door on the T206H. This is a big difference from the older U206G. The cargo door is locked for unauthorized external access via a pin inserted from the inside. This pin should be removed prior to flight. Do not lose this pin. Re- insert the pin after your flight to lock up. With no pin inserted, the outside handle can open the door freely. CAP TXWG Cessna 206H Introduction 13 Civil Air Patrol - Texas Wing Cessna 206H Introduction 7.3. There are multiple safety considerations for the cargo door. With the flaps down, the forward cargo door is blocked from opening more than four inches. This door is the most convenient door for the second-row passengers to evacuate if it can be opened. There could also be room through the front left door depending on how far back the pilot seat is poisoned. 7.4. The aft cargo door handle can be reached if the front cargo door is partially opened. If the flaps are down, the procedure is written on the door as a placard. But even with the placard, passengers should be thoroughly briefed on this procedure. CAP TXWG Cessna 206H Introduction 14 Civil Air Patrol - Texas Wing Cessna 206H Introduction 7.5. The cargo doors and handle must be absolutely verified to be secured prior to flight. If the aft cargo door becomes open while airborne it will be flung back with the slipstream. The pin keeping the door from going back too far is meant for ground operations with the wind. It will likely not hold while airborne. The aft cargo door will end up hitting the rear fuselage skin repeatedly. This sort of damage can potentially climb into the six-figures dollar wise to fix. 7.6. There is a switch along the door frame of the front cargo door. The flaps will not move either direction if the switch is not pressed in. The front door when closed, should press in this switch. This is meant as a function on the ground in that if the door is open, it keeps the flaps from motoring into the door that’s in the way. 7.7. In flight, this switch works the same way. If the door pops open, the flaps will not move. There’s a chance the door may be slightly out of position but not enough to notice it is wide open. But if the switch is not pressed in fully, it will prevent flap movement. CAP TXWG Cessna 206H Introduction 15 Civil Air Patrol - Texas Wing Cessna 206H Introduction 7.8. A small number of CAP T206Hs have been modified with a front right seat door. CAP TXWG Cessna 206H Introduction 16 Civil Air Patrol - Texas Wing Cessna 206H Introduction 8. Prop Heat 8.1. The propeller blades are equipped with electric heaters. The switch is on the light panel. Flight into known icing is still prohibited. 8.2. The switch is a three-position switch. Middle is the Prop Heat On. You might accidently go into Test thinking it’s On. The Test position is spring pressured to prevent staying in Test. 8.3. The G1000 has two messages that can pop up. The green means the prop heat is on and is working. The yellow means something needs attention. There is no extra wording on the screen, just the color differences. Check the POH if you get the yellow as you may have a problem. The yellow could be from simply being in the Test poison. Or it could mean a more serious problem. CAP TXWG Cessna 206H Introduction 17 Civil Air Patrol - Texas Wing Cessna 206H Introduction 9. Oxygen 9.1. The oxygen bodle and system are integrated into the T206H airframe. 9.2. The switch to turn on and off the oxygen is on the ceiling. 9.3. Refilling the oxygen bodle is done via a connection panel. CAP TXWG Cessna 206H Introduction 18 Civil Air Patrol - Texas Wing Cessna 206H Introduction Below 18,000 ft, can use the typical nasal cannulas and flow meters. This is similar to the standard equipment you use with the portable oxygen bodles in the 182Ts. 9.4. It is not practical to remove the bottle itself and walk it to a shop to refill unfortunately. If it must be done it can, but it requires removing the rear cabin panel. This bodle is also heavier than the typical portable bodles. 9.5. The chart in the POH has an oxygen duration chart. But it is based on using the standard masks and hoses provided by Cessna. Below 18,000 ft, most crews will use personal nasal cannulas only and simpler flow meters as they are far more comfortable. Above 18,000 ft, the nasal cannulas cannot be used. CAP TXWG Cessna 206H Introduction 19 Civil Air Patrol - Texas Wing Cessna 206H Introduction masks without microphones. 9.6. Cessna provides red and orange color coded line fittings and masks. These should be used above 18,000 ft. Only the red line fitting is meant for the integrated microphone mask. CAP TXWG Cessna 206H Introduction 20 Civil Air Patrol - Texas Wing Cessna 206H Introduction 10. Cowl Plugs 10.1. There should be three pieces to the cowl plugs. Make sure to remove all three during your preflight. The oil cooler inlet is the smaller opening. On the chance you only see two pieces, make certain the smaller inlet is clear. CAP TXWG Cessna 206H Introduction 21 Civil Air Patrol - Texas Wing Cessna 206H Introduction 1675° is the far-right side of the green band 480 degrees F CHT is the far-right side of the green band 386 degrees F CHT is two- thirds of the green band 34 GPH is the far right of green band 2500 RPM is where the white and red meet 2400 RPM is where the green and the white meet 39” MP is the upper end of the white band (white meets red) 30” MP is the upper end of the green band (green meets white) 11. Engine Indications CAP TXWG Cessna 206H Introduction 22 Civil Air Patrol - Texas Wing Cessna 206H Introduction Press Press 12. Tach Time and Vacuum 12.1. Just like the 182T, the normal first page of the G1000 Engine Indicant System (EIS) will not have tach time or the vacuum. You must press ENGINE then SYSTEM. Tach time will be called ENG HOURS. Vacuum is also on this page. If on newer aircraft with GI 275, there is no vacuum system and thus no gauge to display. CAP TXWG Cessna 206H Introduction 23 Civil Air Patrol - Texas Wing Cessna 206H Introduction 34 GPH 13. Takeoff and Climb Power 13.1. The Turbo Transition training material is going to talk heavily about Takeoff and Climb Power. This will go over more common errors or things to reinforce during that training. 13.2. With the automatic wastegate, the 39 in hg. MP should not require a super slow throttle movement to avoid over boost. Moving it too slowly means on a rolling takeoff that you could be wasting a lot of runway available. The Lycoming Operator’s Manual mentions taking at least four seconds from idle to full throttle. The context is not for over boost but gives a good baseline. 13.3. The 2500 RPM should require no actual control effort. If the Prop Control (Blue Knob) is full forward, it should develop 2500 RPM once in the governed range. 13.4. The takeoff roll should be started at full rich mixture. Not ground lean for taxi. The 34 GPH will be depicted by a small green tick mark on the fuel flow indicator. It is the minimum fuel flow for maximum power. You may see it called maximum power fuel flow but that can lead to some confusion. It is the minimum fuel flow for maximum power, not a limitation on max fuel flow. CAP TXWG Cessna 206H Introduction 24 Civil Air Patrol - Texas Wing Cessna 206H Introduction TU206G Fuel Flow and POH/AFM Excerpt T206H Fuel Flow and POH/AFM Excerpt Note the lack of a red line limit on fuel flow. 13.5. As a side note, the older TU206G does have a maximum fuel flow number and much of the generic turbocharged training material may be referencing this aircraft. 13.6. Depending on your previous experience, the first few takeoffs may have some steep learning curves. The airplane will need more right rudder compared to a 182. And setting the throttle to avoid over boost is also important. On a rolling takeoff, keeping directional control on the runway and careful throttle input are far more important than fine tuning the fuel flow to be absolutely perfect. As you gain more familiarity with the takeoff control inputs, you can focus a little more attention to the fuel flow. CAP TXWG Cessna 206H Introduction 25 Civil Air Patrol - Texas Wing Cessna 206H Introduction CAP Checklist No mention of Max Climb 13.7. There is a penalty to distance in performance for takeoff roll when mixture is set too rich. But on a Short Field Takeoff procedure, fuel flow via mixture should be set prior to brake release. So, this should create much less of a distraction during the actual takeoff roll. Being momentarily static at this high-power setting is normal for engine temperatures but it should be as momentary as possible. 13.8. There are two options for climb power. The CAP checklist only has room to fit one of them. 13.9. There is no limitation on using Maximum Continuous Power for climb. If you have a reason to use it, then use it. It will burn more per hour, but you will reach cruising altitude much sooner. Watch your engine temperatures, CHTs and TIT on climb. 13.10. There is no time limit for Maximum Continuous Power on the T206H. If you are used to the U206G or TU206G, there is a time limit for Maximum Continuous Power on those older aircraft. 13.11. The minimum fuel flow placard is not available by the yoke like you might be used to on the 182T. Instead, it is in the POH. As you’ll notice, it keeps the same power setting up to 17,000 ft. And this happens to be the same engine setting as on the takeoff to easily reference. The T206H is seldom taken above 17,000 ft for CAP, but if you do, check inside the POH. CAP TXWG Cessna 206H Introduction 26 Civil Air Patrol - Texas Wing Cessna 206H Introduction 13.12. While the word minimum is used multiple times, it does not mean you should fly ultra- rich all the time. The stated fuel flows should work. But many pilots were treating the number value as a maximum and being too lean to not hit what they perceived as a limit. CAP TXWG Cessna 206H Introduction 27 Civil Air Patrol - Texas Wing Cessna 206H Introduction 13.13. You should monitor TIT and CHT throughout the climb. At certain atmospheric conditions, the stated minimum fuel flow values may not adequately keep the TIT and CHT cool. There are a few options to consider. One is to richen mixture and get a higher fuel flow. Another is to lower the nose to increase airspeed and thus airflow over the engine parts. Leveling off and reducing power momentarily may need to be considered. 13.14. Here is an example of Normal Climb power settings. Note the CHT is getting closer to redline and is beyond recommended temperatures. 13.15. Everything is still in the green bands, but something should be done in this situation. Don’t just allow this to continue. If you insist and intend to climb with Normal Climb power settings, the airspeed needs to be faster for better cooling. This will lower climb rate so there’s a tradeoff. 13.16. The example on right shows Maximum Continuous Power. Note the CHTs and TIT are in a good range. Fuel flow is slightly high but gives great performance and cooling. CAP TXWG Cessna 206H Introduction 28 Civil Air Patrol - Texas Wing Cessna 206H Introduction 14. Leaning for Cruise 14.1. Before going further, the POH recommends one method for leaning which will be explained first. But given the sensitivity of the engine parts and higher demands and temperatures, other possible ways to lean may exist that may fit the CAP type of flying better. This will be explained later on. 14.2. If you have mastered leaning the 182T in cruise, in ideal circumstances, the T206H will be a simple crossover. The biggest difference is the Lean Assist is in reference to the TIT, not EGT. 14.3. The TIT and EGT behave much the same way. The temperature rises as you move mixture lean to a peak and then drops down the further lean you go. 14.4. We target a temperature at either the Peak TIT or something with a mixture more Rich based on Peak TIT. Lean of Peak TIT is not approved per the POH. It is acceptable to be slightly Lean of Peak momentarily to find peak, but don’t stay there. 1 2 3 4 5 1675 TIT CAP TXWG Cessna 206H Introduction 29 Civil Air Patrol - Texas Wing Cessna 206H Introduction 14.5. The biggest difference though with EGT vs TIT is that TIT has an upper limitation. You cannot exceed 1675°. At some atmospheric conditions and higher power settings, there is a very decent chance to exceed this before you get to a peak. As you lean to find peak, you may notice the temperature is not dropping back down as you get closer to 1675°. If you’re at 1600° and still rising, STOP leaning. 14.6. If you find yourself in this situation, first move to rich. Then one option is continue moving the mixture rich and just use a targeted cooler temperature as target TIT. Lycoming recommends no hotter than 100° from TIT limit, in this case 1675-100= 1575°. You may want to consider even cooler than this. Or reduce MP and/or RPM to get a lower power setting and reattempt the lean assist. Hopefully, peak TIT is way lower than 1675° at the lower power setting. Also, to avoid this scenario, you may want to try the leaning scenario of published fuel flow referenced later in this chapter. DO NOT allow this to happen. CAP TXWG Cessna 206H Introduction 30 Civil Air Patrol - Texas Wing Cessna 206H Introduction 14.7. The AFM/POH has three stated options for leaning with reference to TIT. Recommended lean is 75° Rich of Peak TIT. Best Economy is Peak TIT. Best Power is 150° Rich of Peak TIT. You are not absolutely required to be at these values but have a reasoning. 14.8. Just like the 182T, the Lean Assist function on the T206H G1000 is looking for any drop in the TIT number. If one were to use the proper technique, it would show peak TIT (a steady rise then drop). The G1000 displays a minus based on the first drop of TIT. The G1000 has no context of why the TIT dropped, it just registers the first drop. The G1000 has no context if you are lean or rich of peak. It only shows a Delta (∆) number based on that first drop in TIT. You must understand the theory behind leaning for TIT and use the Lean Assist as a tool. 14.9. The leaning procedure mentioned is only at cruise if power is at or below 75% power. Generally, if the MP and RPM are in the green bands, they should be below 75% in the majority of cases. But there are exceptions with colder days and at higher altitudes in that the green bands might be more than 75%. From surface to 20,000 ft, 30” MP and 2400 RPM might exceed 75%. But 28” MP or less and 2400 RPM or less should be below 75% from surface to 20,000 ft in conditions from 20°C below and 20°C above standard temperature. 14.10. If you really need to go above 75% power operationally in cruise for a short duration (i.e. you must reach a critical time on target or catching up to a MQ-9 Reaper), you should go either mixture full rich or use the minimum fuel flow setting. Don’t use peak TIT. The full rich or minimum fuel flow will burn much more fuel so watch your planning to leave adequate reserve fuel. Continue to watch TIT and CHTs to ensure they stay below recommended maximums. This is inside green band. Excerpt from Lycoming Operator’s Manual. POH/AFM is still controlling. But note the desired mixture setting. CAP TXWG Cessna 206H Introduction 31 Civil Air Patrol - Texas Wing Cessna 206H Introduction Power setting is high in this picture with good TIT and CHT. Fuel flow is relatively higher to allow it, higher than the checklist cruise number. 14.11. In a perfect world, you should never see a positive number for the ∆Peak. However, you must remember the Lean Assist is only looking for the first “drop” in TIT. Same principles from the 182T apply as far as positive peak numbers. 14.12. Another note, you don’t have to use the Assist function. You’re welcome to just watch the TIT numbers and note the highest number shown. Then do math to subtract 75° if you wanted 75° rich of peak. Example could be 1475° is highest temperature noted before it drops, then shoot for 1400° on the rich side as you enrichen. If these situations happen, consider redoing the Lean Assist. Go back very Rich and press Assist to get a blank ∆Peak and Lean un]l peak then go Rich. CAP TXWG Cessna 206H Introduction 32 Civil Air Patrol - Texas Wing Cessna 206H Introduction Set the FFLOW GPH per what the POH says it should be. Monitor TIT and CHT. If too hot, maybe open cowl flaps or mixture richer or less power. TIT less than 1575° CHT less than 400° 14.13. The POH talks about peak TIT but there are some other techniques potentially available. One is you could look at the performance tables and set a Fuel Flow value from the chart. This means not having to mess around with peak TIT and putting TIT closer to the red line limit. You should still carefully watch CHT and TIT to make sure they’re remaining cool. This method may not be the most efficient, but it should be close enough except on a longer long cross-country. 14.14. There are many pilots who prefer this method as primary and essentially never find peak TIT for everyday opera]on. Except at the low end of power setting, there is a real chance of hitting 1675° TIT in trying to find peak. True Airspeed could be slightly off from the published table numbers, but this method does reduce the risk of TIT exceedance. While not in the POH, the Lycoming Operator’s Manual does men]on this op]on of leaning. 14.15. An example of deciding to use 6,000 ft at standard temperature and 2200 RPM with 20” MP. That shows a fuel flow of 11.3 GPH. In this case, set the MP and RPM. Then move Mixture to get the 11.3 GPH. Then watch the TIT and CHT to be below recommended numbers. No worrying about lean assist or peak. Richen mixture and/or open cowl flaps if 11.3 GPH does not work. 14.16. The POH red line numbers for TIT and CHT are considered too hot for normal operation by the Lycoming Operators Manual. This manual recommends no more than 1575° TIT and 400° CHT. There are many third-party sources saying to keep it even cooler than this. As a newer pilot to this type, you may want to consider giving yourself some margin and operate cooler. This will likely require a higher fuel flow. While not regulatory in nature to follow this guidance, the airplane being out of service for engine repair has consequences and missed opportunities. CAP TXWG Cessna 206H Introduction 33 Civil Air Patrol - Texas Wing Cessna 206H Introduction 15. Engine Settings for Descents 15.1. When at lower power settings, the engine is usually better served by mixture being more lean. While higher fuel flow rates are great for high power settings, the opposite can be true for lower power settings to an extent. Cowl Flaps should be closed for descents. 15.2. Before we get too deep into descents, at some point before landing, you need to move mixture to full rich and prop control full forward in case of a go-around. There’s no exactly defined point this should be done. 1,000 ft AGL tends to be a good target altitude to do this or maybe a little lower or something higher. But something like 5,000 ft AGL would be quite high to go mixture full rich. If you must do a go- around unexpectedly and mixture was left very lean, move it full rich as soon as possible. Then fine tune for desired 34 gph fuel flow. 15.3. As with before, Lycoming recommends taking at least 4 seconds from full throttle to idle but for longevity of the counterweights. Under ideal circumstances though, throttle shouldn’t need to be rapidly brought back to idle in cruise to start a normal descent. But an emergency descent may require rapid throttle movement to idle, and the word emergency means engine management is not the priority so do whatever PIC determines is necessary in that scenario. 15.4. However, planned practice emergency descents should try to move throttle to idle as smoothly as possible. The recommended Lycoming number of 50° F per minute CHT reducing can be done all the way to idle but it takes a little time. 15.5. Under an ideal situation, i.e. long time at cruise and a normal descent without terrain or ATC concerns, you should try to reduce power no lower than the green arcs, 15” MP and 2000 RPM initially. Mixture should be left at the cruise position and gradually moved rich on descent. 15.6. The Vertical Navigation in the G1000 can be a great tool for planning descents. CAP TXWG Cessna 206H Introduction 34 Civil Air Patrol - Texas Wing Cessna 206H Introduction 15.7. The real-world means having less than ideal circumstances during a descent though. If practical, a circle or S turn on descent to help lose altitude is a potential option. The Flaps are a great tool to increase drag without reducing power all the way suddenly. While you might be only used to them within the traffic pattern environment, they can be helpful from higher al]tudes if a steeper descent is needed. 15.8. Going to throttle idle for flare and touchdown is expected and normal. But ideally, the power setting have been relatively low for a good while before that point. 15.9. Lycoming’s How to Avoid Sudden Cooling of Your Engine article. Sudden cooling is detrimental to the good health of the piston aircraft engine. Lycoming Service Instruction 1094D recommends a maximum temperature change of 50˚ F per minute to avoid shock cooling of the cylinders. Operations that tend to induce rapid engine cooldown are often associated with a fast letdown and return to the field after dropping parachutists or a glider tow. There are occasions when Air Traffic Control also calls for fast descents that may lead to sudden cooling. The engine problems that may be expected when pilots consistently make fast letdowns with little, or no power include: 1. Excessively worn ring grooves accompanied by broken rings 2. Cracked cylinder heads CAP TXWG Cessna 206H Introduction 35 Civil Air Patrol - Texas Wing Cessna 206H Introduction 3. Warped exhaust valves 4. Bent pushrods 5. Spark plug fouling Generally speaking, pilots hold the key to dodging these problems. They must avoid fast letdowns with very low power (high-cruise RPM and low manifold pressure), along with rich mixtures that contribute to sudden cooling. It is recommended that pilots maintain at least 15” MP or higher, and set the RPM at the lowest cruise position. This should prevent ring flutter and the problems associated with it. Letdown speed should not exceed high cruise speed or approximately 1,000 feet per minute of descent. Keeping descent and airspeed within these limits will help to prevent the sudden cooling that may result in cracked cylinder heads, warped exhaust valves, and bent pushrods. The mixture setting also has an effect on engine cooling. To reduce spark plug fouling and keep the cylinder cooling within the recommended 50˚ per-minute limit, the mixture should be left at the lean setting used for cruise and then richened gradually during the descent from altitude. The lean mixture, maintaining some power and using a sensible airspeed should achieve the most efficient engine temperatures possible. The operating techniques recommended in this article are worth consideration as they will be a positive step toward saving dollars that might be spent on maintenance. Whatever the circumstances, pilots must plan their flight operations so that the potential damage caused by sudden engine cooling can be avoided. CAP TXWG Cessna 206H Introduction 36 Civil Air Patrol - Texas Wing Cessna 206H Introduction 16. CHT Management 16.1. The biggest factor Lycoming has idented for potential wear on the engine is higher sustained CHTs. There are some non-intuitive factors on the T206H to consider with respect to the CHT. Excerpt from Lycoming Operators Manual 16.2. If CHTs are exceeding 400° F in continuous cruise, you must do something to bring the temperature down. Even if you followed the AFM/POH procedure to lean and at an approved power setting, there’s always a chance the CHT will exceed 400° F during routine operation. The POH mentions opening the cowl flaps partially and to the extent necessary to provide cooler air. Like TIT and EGT, CHT will change on a parabola with mixture change. Richer mixture will cool CHTs but only on one side of the arc. You may get a rise in CHT before a drop when moving rich. AFM/POH excerpt CAP TXWG Cessna 206H Introduction 37 Civil Air Patrol - Texas Wing Cessna 206H Introduction 16.3. Figuring out the CHT is not intuitive. The front-end EIS screen has a green band. About 2/3 of the band is 386° F. The other op]on is go to the Engine – Lean page. 16.4. Officially, the POH says 480° F for the CHT is “normal”. Almost every external source to include Lycoming will mention that 480° is far too hot for continuous normal. CAP TXWG Cessna 206H Introduction 38 Civil Air Patrol - Texas Wing Cessna 206H Introduction 16.5. If you are getting hot CHTs, a few options to consider in cruise. The POH’s recommendation is to open Cowl Flaps partially. If you must fully open cowl flaps, you will get a 5 knot decrease in TAS. Increasing fuel flow by moving the mixture rich will help cool CHTs if you’re Rich of Peak. But this will burn more fuel. Another option is to reduce power by reducing MP or RPM or both. But protect the CHTs. 16.6. If your fuel flow or TAS are so negatively impacted that you must now make an unplanned fuel stop, treat that as a cost and hassle of operating the aircraft. It’s going to be far cheaper and less impactful in downtime in the long run. Cylinder replacements are costly, and parts are in short supply. 16.7. If hot CHTs are persistent in normal ambient temperatures (less than 23° C above standard), you will want to get the aircraft inspected by an A&P. Maybe the baffling needs work. Or a component needs replacing. Nothing will be flashing red. But this is not a good long term CHT. DO SOMETHING to cool. CAP TXWG Cessna 206H Introduction 39 Civil Air Patrol - Texas Wing Cessna 206H Introduction 17. Turbocharger Failure 17.1. Turbocharger failure is meant to be covered by your Turbo transition training. The POH has relatively little information on turbocharger failure. 17.2. This POH language works well for the scenario of increasing MP that is diagnosed as an over boost. The common question comes up on how to identify the difference between a power loss turbocharger failure or a more traditional engine failure or power loss. 17.3. If MP is decreasing and you’re not sure if it’s an engine failure or turbocharger failure, look at the fuel flow meter. Typical engine failures will usually draw little to no fuel right away. But a turbocharger failure will generally continue to draw a good amount of fuel for a while. In this scenario, bringing the mixture lean to an extent can hopefully restore some power. CAP TXWG Cessna 206H Introduction 40 Civil Air Patrol - Texas Wing Cessna 206H Introduction 1350°F 18. Shutdown 18.1. During your Turbo transition training, you will likely hear about making sure to not shutdown the engine too quickly. The primary logic for this is to let the turbocharger cool to prevent the oil from coking. 18.2. The POH for the T206H makes no mention of at all of a minimum time or some fixed number value to reference before shutdown. 18.3. The Lycoming Operator’s Manual for the TIO-540 says to wait until a decided drop in CHT is noted. This is the cylinder head temperature, not the TIT. For context, this advice is also in the non-turbocharged procedures as well for general cylinder health, not the turbocharger. 18.4. This means there is no published procedure for the T206H for shutting down. It is ultimately up to you as pilot in command. Use the knowledge passed on from the turbo training as appropriate. 18.5. To help you decide if you should wait to shut down, you may want to think about what conditions might warrant waiting. 18.6. If on a long flight with a long descent and a typical approach to landing, the turbocharger has had time to cool down relatively already. A normal taxi- in will probably suffice as enough time to allow adequate cooling. In this example, the TIT is already at the far-left end of the scale in this descent profile. 18.7. The left end of the green bar for TIT is 1350°F. There is no published scale for the black area. 18.8. But if you’re arriving at a very busy airport and ATC asked you to do maximum forward speed for as long as practical, this may have required way more than the usual power setting for longer. If you had to do go-around with a lot of power, that is another consideration. 18.9. Another scenario might be if you end up doing an extended run-up and decide to not fly, you may want to consider waiting a few minutes after the higher power setting if the taxi time back to parking was short. 18.10. Some airports may require significant power to taxi uphill so that is another consideration. If significant power was added for another reason, that should be considered too. CAP TXWG Cessna 206H Introduction 41 Civil Air Patrol - Texas Wing Cessna 206H Introduction 18.11. Some third parties recommend looking at the TIT. And then shutting down upon being below a certain number. Again, there is no Lycoming or Cessna number or procedure. However, usual descents have the TIT well lower than the green band and usually full-scale deflection left. If somehow, you’re in the green band, as in above 1350°F TIT, maybe ask why and really strongly consider a waiting period. Being in the black but close to the green band and not close to full scale deflection left might also warrant that same question and considerations. CAP TXWG Cessna 206H Introduction 42 Civil Air Patrol - Texas Wing Cessna 206H Introduction 19. Cowl Flaps Misc. 19.1. Just like the 182T, there are some phases of routine flight that have no guidance on the Cowl Flaps in the AFM/POH. Ultimately it is your discretion as PIC. But this will give you some tips and thoughts for consideration. 19.2. During maneuvers such as slow flight, if cowl flaps are closed, you will easily exceed 400° CHT. Strong recommendation is to keep them open. 19.3. Touch and gos don’t have a published procedure. If the runway is long and wide enough, you could close them on downwind and then after landing touch down, open them while on the runway before power addition. This is the ideal method for engine management but will add a distraction during a critical phase of flight. If the runway is long and wide enough, maybe an acceptable option. If you don’t want to do this for whatever reason, one option is to open them after becoming airborne again on the upwind/departure leg. Another option is to open them on short final. Just leaving them open entirely is a less than ideal option. A balance needs to be struck balancing practical aircraft control safety with engine management. PIC discretion is needed. 19.4. Planned low approach or go around is another area to use discretion on. From the context of developing good habits, keeping them closed and then going through the motion of opening them after the go-around is a positive habit. If you encounter an unplanned go around, it’s a good habit to develop. 19.5. Simulated engine failures from up high to low with extended throttle at idle should probably be kept closed. Remember to reopen when adding power. CAP TXWG Cessna 206H Introduction 43 Civil Air Patrol - Texas Wing Cessna 206H Introduction 20. Rotation and Approach Speeds 20.1. In 2009, Cessna released a service bulletin to replace the static port buttons. If the bulletin was complied with, the airspeed readings were considered much more accurate. Aircraft serial numbers T20608883 and on were delivered from the factory with this in compliance already. Based on research, it is believed that the oldest T206H in CAP is T20609001 and on. You will likely see two sets of speeds for takeoff and other speed and altitude references. The CAP T206Hs should all be in the batch with newest serial numbers. 20.2. If the POH home study only copy has one set of speeds for Short Field Takeoff, it may be an old version. The kept up to date serial number specific POH/AFM in the aircraft is the controlled reference to fly on. While this is not ideal for studying the airplane at home ahead of ]me, you must comply with the official document. The same issue applies for the gross weight increase STC. 20.3. The speed the POH recommends for rotation on normal takeoff is 55 KIAS. Weight increase STC is 56 KIAS. Unlike the 182T, there is no speed range. This speed is no matter the weight or flap setting. But flaps can be UP, 10°, or 20° for takeoff. 20.4. The G1000 has an “R” symbol on the speed tape which is for rotation. It is defaulted to 55 KIAS. 20.5. Most other aircraft, the normal takeoff rotation is faster than short field. But at 3600 pounds, the Short Field Takeoff lift-off speed is 57 KIAS. The speed does get lower with weight to 50 KIAS for 3000 pounds. Weight increase STC aircraft at 3789 pounds have rotation at 58 KIAS. CAP TXWG Cessna 206H Introduction 44 Civil Air Patrol - Texas Wing Cessna 206H Introduction 20.6. The POH normal procedures and CAP checklist do not men]on liftoff speeds for Short Field Takeoff. It’s just the Speed at 50 ft of 69 KIAS. A risk exists with trying to hold the nose down on the runway until 69 KIAS and wheel barrel. 20.7. Approach speeds for a normal landing are in a range. With Flaps Full, 70-80 Knots. Weight and flap setting are the biggest contributor to that determination. Flaps Up, is 80-90. With par]al flaps, you’ll have to interpolate. 20.8. If flying solo and fuel has burned after a long flight, you may want to be on the lower end of the airspeed. If having three persons onboard and after a short flight, maybe the upper end. Adding gust factor is an additional consideration. Short field techniques are different and covered later. 20.9. There’s a discrepancy in the Short Field Approach and Landing speed. The POH/AFM Section 5 Performance speed is shown as 64 KIAS. But the POH/AFM Section 4 Normal Procedures says to use 67 KIAS. These are both assuming maximum landing weight. CAP TXWG Cessna 206H Introduction 45 Civil Air Patrol - Texas Wing Cessna 206H Introduction Turbo T206H Non-Turbo 206H Note the speed being different. But the weight and performance numbers the same. Both POHs mention 67 KIAS many times for both airframes. Just this one page on the Turbo POH has 64 KIAS. 64 KIAS is not mentioned anywhere else. 20.10. For context, the non-Turbo 206H shows Section 5 Performance speed of 67 KIAS at the same weight. The numbers for ground roll are exactly identical to the Turbo 206H approach speed of 64 KIAS at the same weight. The brakes and airframe are essentially identical. The non-Turbo 206H uses 67 KIAS in it’s Section 4 Normal Procedures. The individual POH is controlling but hopefully this helps you draw your own conclusion as PIC on which speed was intended by the manufacturer. CAP TXWG Cessna 206H Introduction 46 Civil Air Patrol - Texas Wing Cessna 206H Introduction 21. Flaps 21.1. A note about the Flap Settings. The actual degree measurement for Flaps FULL in the T206H is 40°. There is no notch in the Flap handle for 30°. The maximum speeds for each flap setting are the same as in the 182T so it provides a great transfer of knowledge. 21.2. While the flap degree angles are very similar to a 182T, the surface area of the flaps on the T206H are significantly bigger. 2.5 feet of length on each wing more. 21.3. Expect a significantly greater sink rate at Flaps Full compared to other Cessna types. This needs to be managed with either more power, steeper approach angle, or delayed flap deployment. CAP TXWG Cessna 206H Introduction 47 Civil Air Patrol - Texas Wing Cessna 206H Introduction 22. Fuel Drain Location 22.1. Many pilots will sometimes struggle to find one of the fuel drain locations located forward of the cowl flap. And unlike the 182T, the bottom fuel drains on the T206H is located more on the Pilot side of the airframe. There should be three total on the bottom sill. CAP TXWG Cessna 206H Introduction 48 Civil Air Patrol - Texas Wing Cessna 206H Introduction Higher gross weight STC 23. Best Glide Speed 23.1. The T206H with large variance on weight will have the best glide speed vary significantly. Of note is that published best glide speed of 80 KIAS is for original maximum takeoff weight. STC’d aircraft have a published best glide speed of 82 KIAS at maximum takeoff weight. 23.2. While it is possible to be at maximum takeoff weight, it is not very common. The G1000 speed tape has a “G” symbol at 80/82 knots. But again, we rarely fly at the weight that 80/82 KIAS is for. 23.3. The checklist will only say 80 or maybe 82 KIAS. What you might want to consider is “what is today’s (not published) best glide speed?”. Also remember, the recommended Approach speeds without Engine Power are different than best glide speed. CAP TXWG Cessna 206H Introduction 49 Civil Air Patrol - Texas Wing Cessna 206H Introduction 24. Crosswind 24.1. The demonstrated crosswind component is 20 knots. 24.2. CAP Regulation 70-1 mentions an aircraft is prohibited to operate above the maximum demonstrated crosswind velocity. Without more context, this would permit flying into 20 knots of crosswind by regulation. However, as of this document’s publica]on, CAP-USAF has directed that no aircraft should operate above 15 knots no matter the POH demonstrated crosswind on all Air Force Assigned Missions. These would be A or B mission symbol flights. 24.3. However, on Corporate or C mission symbol flights, flights into 20 knots of crosswind in the T206H are not prohibited. With that said, PIC caution should be heavily exercised with respect to the crosswind no matter the regulatory restrictions. You should never feel compelled to fly into crosswinds beyond your personal self-proficiency or comfort. CAP TXWG Cessna 206H Introduction 50 Civil Air Patrol - Texas Wing Cessna 206H Introduction 25. Power-On Stall 25.1. The T206H is an aircraft you will want to avoid full-throttle to induce for the Power-On stall. 25.2. Unfortunately, there isn’t a great rule of thumb power setting to get 65% power. The plane has so many al]tudes and power setting combinations. And there is no cruise performance table for 2500 RPM. 25.3. For reference, 4,000 ft at these temperatures work with 28” MP and 2400 RPM in the example below. But power could be even lower on colder days. If you want the absolute lowest power setting to make the maneuver simpler, look it up on the day of flight. 25.4. As a tip, reducing the airspeed to approximately 60 KIAS before adding power and pitching up will make the maneuver far easier to accomplish. CAP TXWG Cessna 206H Introduction 51 Civil Air Patrol - Texas Wing Cessna 206H Introduction Lean Start 26. Mixture Lean for Ground Ops 26.1. The order of the CAP Checklist will follow the POH Checklist with some minor changes. One item of note is the location of the item to Lean the Mixture while on the Ground after start. CAP has it on the Taxi Checklist. 26.2. Depending on the exact CAP Checklist, there are approximately 16 items between the movement of mixture to full rich for start to the mention of leaning on the ground. These 16 items can take quite a while, especially for newer transitioning pilots learning. 26.3. As just a suggestion, doing the leaning the mixture for ground opera]on right after the actual engine start will lead to less carbon buildup on spark plugs. Doing the 16 items between start and leaning could be over 5-10 minutes or longer. 26.4. The POH checklist does not have a specific item for Leaning the Mixture for Ground operations on the ground. The procedure is listed in the text but not in a specific order. CAP TXWG Cessna 206H Introduction 52 Civil Air Patrol - Texas Wing Cessna 206H Introduction 27. Fuel Vapor 27.1. If you notice the fuel flow moving erratically or bouncing, you may have a fuel vapor issue. This would be more common in hotter environments. CAP TXWG Cessna 206H Introduction 53 Civil Air Patrol - Texas Wing Cessna 206H Introduction 28. Engine Pre Heat 28.1. When ambient temperatures are below 20°F (-6°C), the POH/AFM strongly recommends using a preheater and an external power source start. There are third party resources that recommend using a preheater at even higher temperatures to include into 30°F. This would be for when the aircraft has been sitting for a long dura]on. 28.2. As a California focused guide, there are relatively few airports in the state that will get this cold. But as the T206H can more readily operate at higher elevation airports, it is expected it will see more cold weather. FBOs in common cold weather airports will likely offer this service for a fee. If on a funded mission, this is a covered expense. Please take the extra ]me as it helps preserve engine longevity. 28.3. The POH/AFM also recommends turning the propeller by hand several times before start. Turn in the opposite direction of normal rotation. 28.4. If using any equipment, please ensure it is clear of the aircraft before movement. It is common to want to remove the heat source as close to engine start as possible. But take a little ]me to ensure cowl plugs, blankets, and other items are all clear before start and/or movement. CAP TXWG Cessna 206H Introduction 54 Civil Air Patrol - Texas Wing Cessna 206H Introduction POH GFC700 Checklist No men]on of Manual Electric Trim CAP Checklist for T206H (all CAP has GFC700) 29. Electric/Manual Trim Check 29.1. The standard CAP checklist for T206Hs has the Electric/Manual Trim Check. 29.2. The POH has no men]on or proper procedure for the Electric/Manual Trim Check for the T206Hs with GFC700. 29.3. What do you do on the GFC700? There is no right answer. It may be best to simulate the motions of the KAP140 procedure. What is not acceptable is developing a bad or incorrect habit that is OK on the GFC700 and then using it when flying a KAP140. Look up the KAP140 procedure before flight if in a KAP140. CAP TXWG Cessna 206H Introduction 55 Civil Air Patrol - Texas Wing Cessna 206H Introduction 30. ESP: Electronic Stability Protection 30.1. As mentioned in other material, new G1000s from 2020 and later are coming equipped with ESP. This uses software to manipulate the autopilot servos to try and maintain flight inside certain parameters. 30.2. There is still the same issue of NXi with ESP an NXi without ESP. 30.3. The T206H ESP behaves very similarly to the 182T’s ESP. Under speed protection is initiated by the electric stall warning. 30.4. If you have previously completed ESP training with a CAP Instructor Pilot in another CAP aircraft type, there is no need to do it in the T206H. However, if you have not previously completed this training ever, you must do this training with an instructor to fly with the ESP enabled. 30.5. Turning off ESP is not at all intuitive as with the other aircraft. You must navigate via the MFD to AUX then System Setup. Using the buttons at the bottom, select Setup 2. A box with Stability & Protec]on will then be displayed with the selectable box saying Enabled. You can select the box and change it to Disabled. 30.6. The Checklist won’t say how to find this page. CAP TXWG Cessna 206H Introduction 56 Civil Air Patrol - Texas Wing Cessna 206H Introduction Lights on Each Wing 31. Exterior Light Panel 31.1. All the T206Hs should have the newer style light switches. And with dual wing landing lights. 31.2. On the newer panel, there is no longer a pulse light switch. There is now a three-position switch for the Landing, Recognition, Taxi, and off. The top position for Landing will be full brightness continuously on always. 31.3. The middle position’s function depends on if the plane is on the ground or inflight. On the ground, reduced light output for Taxi is shining continuously. In flight, the Landing lights will flash on and off in Recognition mode. 31.4. If you’re used to the pulse light switch on the older panel, please use caution. The prop heat switch has taken its normal switch spot. 31.5. There is no firm rule on what function to use the lights beyond the usual FARs for An]-Collision Beacon. For night takeoffs and landings, you probably want the Landing light in the full brightness position possible. Recognition (RECOG) position on a newer panel means the light will be on and off, far from an ideal situation when landing at night. On the older panel, the Landing or Taxi light on means the Pulse light function is inhibited. OLD Style Lights CAP TXWG Cessna 206H Introduction 57 Civil Air Patrol - Texas Wing Cessna 206H Introduction 32. Fuel Selector 32.1. For those more used to the older U206G, the Fuel Selector will function quite differently in the T206H. The T206H has a BOTH position in the 12 O’clock position, unlike the U206G. 32.2. When moving Fuel Selector positions in the T206H, use the Le\, Both, or Right position. There should be no need to move to the 6 O’clock position of OFF on the T206H during normal opera]on. CAP TXWG Cessna 206H Introduction 58 Civil Air Patrol - Texas Wing Cessna 206H Introduction 33. Closing Thoughts 33.1. This guide is in no way to replace any official POH or FAA documents. This is not a replacement for G1000 training required by CAP. This is not a replacement for Turbocharged Training required by CAP. It is not enough for a FAA High Performance Endorsement if you don’t already have one. This guide was written in the context you are familiar with the companion 182T guide and aircraft. You must still seek out real training. This is just a supplement to aid the pilot’s awareness and education. 33.2. The Civil Air Patrol Form 70-5 Evaluation Endorsement for Turbo never expires. You could get it one ]me and never fly turbocharged aircraft again for decades. Then as long as you have a current High-Performance Form 70-5 in say a normally aspirated 182T, per regulations you are not prohibited from flying turbocharged. This is where CAP is heavily leaning on the Pilot in Command to make a good judgement call. If you have not flown turbocharged in quite a while, you may want a refresher with an instructor and/or review the material on the ground heavily before flying. But per the regulations, you don’t have to. 33.3. If your first Cessna 206 Form 70-5 Evaluation is in the T206H, it will allow you to fly the older U206G without any further formal training. There are some unique differences between the two. Please study the POH/AFM beforehand and/or consider asking an instructor to go over the differences. This is another area that CAP is looking for you to exercise good judgement on. CAP has many U206Gs still in service. 33.4. Assuming you have an already existing 182 Form 70-5 Evaluation, the T206H Form 70-5 Evaluation will allow you to fly the T182T without any formal training. Again, use good judgement with the POH/AFM and instructors. 33.5. A Form 70-5 Evaluation in the T206H will also allow you to fly normally aspirated, non- Turbo, 206Hs. In CAP, there is only one 206H in the fleet. As of June 2024, it is located in Pennsylvania. 33.6. A Form 70-5 Evaluation in the T206H will also allow you to fly the older TU206Gs. As of June 2024, there is only one remaining TU206G le\ in CAP. It is located in Alaska. All of the older T182Rs have been re]red as of June 2024 from CAP. This means there is only one turbocharged aircraft left in CAP that predates the relatively modern Cessna G1000 turbocharger system.