A SPECIAL SECTION FOR THE TURBINE OWNER-PILOT
Cessna T206 Turbo Stationair · Supplemental Type Certificate
Overview
This document provides detailed information about the Soloy Mark II conversion for the Cessna 206 series, specifically focusing on the turbine modifications that enhance performance. It discusses the history of turbine conversions for the Cessna 206, starting with the Mark I model and transitioning to the Mark II, which features a more powerful Rolls-Royce 250-B17F engine. The document outlines the advantages of the Mark II conversion, including improved takeoff performance, fuel efficiency, and operational capabilities for various missions. It is intended for pilots and aviation enthusiasts interested in turbine modifications for the Cessna 206 series, particularly the 206H and T206H models.
- Rolls-Royce 250-B17F engine provides 417 shp and 510 thermodynamic horsepower.
- Maximum takeoff weight is 3,600 lbs with a useful load of 1,477 lbs.
- Cruise speed can reach 180 KTAS at higher altitudes with a fuel burn of 25 gph.
- Takeoff distance over a 50-ft obstacle is 1,195 ft.
- Maximum operating altitude is 20,000 ft.
Document
Source
Originally published by aeroresourcesinc.com. Sprinkle hosts a reference copy with an added summary, specifications and searchable full text.
Document details
- Type
- Supplemental Type Certificate
- Year
- 2011
- Pages
- 6
- File size
- 4.7 MB
- Publisher
- aeroresourcesinc.com
Most owners only have the POH. Here's the essential set for the Cessna T206 Turbo Stationair.
- Pilot's Operating Handbook / AFM
- Checklist
- Maintenance Manual
- Parts Catalog (IPC)
- Systems & Wiring
- Service Bulletins
- Type Certificate (TCDS)
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In this document
Turbine Conversion Overview
The Soloy Mark II conversion enhances the Cessna 206H with a Rolls-Royce 250-B17F engine, providing 417 shaft horsepower and improved performance characteristics compared to the original Lycoming engines. This section details the modifications made to the aircraft, including the new engine mount and gearbox design.
Performance Specifications
The Mark II conversion boasts a maximum rate of climb of 1,650 feet per minute and cruise speeds reaching 180 knots true airspeed at higher altitudes. The document provides specific performance metrics, including takeoff distances and fuel consumption rates at various altitudes.
Operational Capabilities
The Mark II is designed for versatility, capable of performing various missions such as law enforcement and skydiving. The document describes modifications available for these specific operations, including amphibious floats and specialized seating arrangements.
Fuel Efficiency and Range
Fuel consumption varies significantly with altitude and power settings. At 18,000 feet, the Mark II can achieve a range of 550 nautical miles with a fuel burn of 17.5 gallons per hour. The document emphasizes the importance of managing fuel load to optimize performance.
Safety and Handling
The document includes information on handling characteristics, including the operation of the power lever and the effects of vortex generators on stall recovery. It highlights the importance of pilot training for effective operation of the turbine engine.
Safety notes
- Supplemental oxygen is required above 14,000 feet.
- Proper training is essential for operating the turbine engine and power lever.
Full document text
A SPECIAL SECTION FOR THE TURBINE OWNER-PILOT TURBINEPILOT MARK II CESSNA 206 What was the first turbine single certified in America? Most of us would say the Cessna Caravan, which debuted in 1985. But no. Under a supplemental type certificate (STC) Soloy Aviation Solutions of Olympia, Washington, began modi- fying Cessna 206s with reverse-flow 417 -shaft -horsepower Rolls- Royce I TURBINEPI LOT Allison 250-C2 turboshaft engines in 1983. Soloy called this modification the "Mark I" model, and it came fitted with a Soloy-designed and -manufactured propeller-reduction gearbox. In all, 85 Mark I Cessna 206 conversions were built over the years. Soloy's Mark I kit applies to Cessna 206G and -H models built from 1977 to the present. In October 2008 Soloy came up with an improved turbine 206 mod: the Mark II. The STC applies to 1998-2004 Cessna 206H and turbo 206H models, and this fire-breather comes with a more pow- erful Rolls-Royce 250- B17F-one with a direct-flow induction system and a Rolls- Royce gearbox. This setup pro- vides several advantages over the Mark I. First, there's the drag reduction real- ized by the elimination of the Mark I's dual engine air intake scoops; the Mark II uses a single intake right below the propeller spinner. The new gearbox gives the Mark II beta and propeller reverse, which wasn't available in the earlier model. And the -B17F engine has higher turbine outlet temperature (TOT) limits, which let it produce more power at altitude-and gives the Mark II better hot-and-high takeoff performance. Like the Mark I's engine, the Mark II's takeoff power is 417 shaft horsepower. But the new engine is rated at 510 ther- modynamic horsepower, which gives the airplane its performance edge when conditions rise above standard (the Mark I's -C2 engine is rated at 448 ther- modynamic horsepower). Maximum continuous power for the -BI7F is 322 shaft horsepower. Power to spare Soloy's Mark II conversion transforms the already utilitarian Cessna 206 into a high-performance platform capable of many specialty missions. Soloy CEO David A. Stauffer touts the Mark II as a flying SUV that can take big loads into small, unimproved strips, making trips to those remote vacation spots with short runways a breeze. Customers also rank the Rolls' reliability and 3,500-hour recommended time between overhaul (TBO) as other big draws. That, plus the 100-plus horsepower advantage over the standard airplane (206Hs come with 300-horsepower Lycoming IO-540s; turbocharged T206Hs have 31O-horse- power LycomingTIO-540 engines). It all adds up to an airplane with a 1,650-fpm maximum rate of climb and The Mark II's 417-shp Rolls-Royce engine is mounted with a direct-flow intake at the front of the engine. The Rolls-Royce powerplant and Soloy-built gearbox weighs just 190 pounds--rnuchlessthan the stock 206 engines. That meant Soloy had to come up with an engine mount that put the turboprop engine and gearbox farther forward (below). The STC comes with the cowling, mounts, engine controls, and instruments, plus polished stainless steel exhaust stacks (below right). The Mark II is a flying SUV that can take big loads into small, unimproved strips, making trips to those remote vacation spots with short runways a breeze. AOPA PILOT· T-7· SEPTEMBER 2011 TURBINEPI LOT cruise speeds in the 180-KTAS range. Just remember that those cruise speeds come with caveats. You'll only realize higher cruise speeds at altitudes above 14,000 feet, where supplemental oxygen will be required, where fuel burns drop to some 25 gph, and where ranges can extend as far as 950-plus nm (assuming you're flying at maximum-range power settings and you're fitted out with Soloy's 54-gallon auxiliary fuel tank option). Where customers usually fly-down low-turbine-engine fuel burns soar and range is consequently reduced. At 4,000 feet and standard conditions, for exam- ple, the Mark II set for max cruise flies at 152 KTAS,burns 29 gph, and can travel a mere 320 nm before dipping into fuel reserves. Of course, you can always dial back the propeller to save gas, or add one of the optional Flint-Aero fuel tanks (30 or 52 gallons) to the airplane's standard, 87-gallon fuel system to boost range. But there's no free lunch. Extra fuel means less payload. Even so, customers don't seem to mind. They want turbine power in their trusted 206s, period-in much the same way that a niche of Bonanza aficiona- dos has opted for Rolls-Royce 250-B17 power using Tradewind Turbines' modi- fication. A modification, by the way, that has its origin as a Soloy STC. Amphib, jump, and law enforcement Of the Mark lls currently in service, two have been amphibious conversions. AOPA PILOT· T-8 •SEPTEMBER 2011 Soloy says it takes a few hours to become accustomed to the operation of the power lever (above). The schematic shown on the placard to the right of the power lever shows the basic motions needed to position it for start, ground idle, beta, flight idle, and maximum power. This involves installing a set ofWipaire 3450 amphibious floats ($140,000); a right-front door is also available from Soloy (stock 206s come with single, pilot-side doors). A skydiving modification ($25,000) is also available for the Mark II. This gives you two additional steps on the right landing gear strut and hand grips above the doors. So far, three skydiving Mark IIs are in service, with another in completion at Soloy's factory. All of these airplanes are destined for service The airplane flown for this report was fitted out with Garmin's G500 retrofit primary flight display and multifunction display and dual Garmin 530s. Vertically stacked engine gauges (above) keep track of engine parameters such as the all-important turbine outlet temeprature. The rectangular, vertically oriented annunciator panel to the right of the engine gauges is another part of the Soloy mod. Among other items, it indicates when the
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propeller is in beta or reverse pitch. in Europe, where another option- a $35,000, five-blade, composite propeller manufactured by MT Pro- peller-is popular because of its lower noise footprint. The law enforcement version- Soloy calls it the "Sentinel" -includes a specially designed, rotating rear observer seat, a large window on the left side of the aft cabin, and a wing mount for an articulating infrared camera turret. The idea here is to fly at high altitude, dial back the power, take advantage of the lower fuel burn, and loiter for hours while hunting for bad guys. Flight impressions Soloy Chief Pilot Paul Haggland showed me the ropes on a newly converted Sentinel. Approaching the airplane, several things stand out. Yes, there's the big, aft-fuselage window, but also readily apparent is the larger, beefier vertical stabilizer, designed to handle the higher torque and other stresses associated with installing a turbine engine. So is the 206's elon- gated snout, which actually makes the airplane much more streamlined, and looks sexier than a plain- Jane 206. The 250- B17 weighs just 190 pounds, so it must be mounted far- ther forward than the much heavier Lycoming in order for the Mark II's center of gravity to stay where it's sup- posed to. Vortex generators mounted on the wing leading edges further remind you that this is no run-of- the-mill 206. The vortex generators are there to preserve airflow over the wing and ailerons at high angles of attack. Soloy says that though the air- plane may be in a stalled condition, the ailerons remain effective thanks to the vortex generators. Coming to grips with the airplane's power lever took some time. It's not a regular, push-pull control, although it does work that way within its two functions. A rotating collar identifies the lever's ground (GND) and flight idle/beta (FLT/BETA) modes. To start, you flip the start switch and keep the lever in GND, which can also be used for taxiing-just push and pull to add or reduce power. But if you want to slow down by increasing the propel- ler blade angle, you push in slightly while in GND mode, then rotate the lever to the right. Now you're in FLT/ BETA'sflight idle mode. Pull back now, and you can go into propeller reverse. Push forward, and power is added. Which is just what we did for the takeoff, which was impres- sive. With 10 degrees of flap, three aboard, and full fuel, the ship was off the ground at 45 knots and soon climbing away at 1,900 fpm and 100 KIAS, the windshield full of sky. The Pacific Northwest is a pictur- esque place to fly, with plenty of streams, coves, inlets, foothills, and mountains-all a short flight away. We flew up to Seattle, along the ridges east of Olympia, and even arranged a tour around Seattle's Space Needle. TURBINEPI LOT SHEET Soloy Mark II conversion Price, aircraft with conversion: $900,000-$1.2 million Price, conversion to supplied airplane: $650,000 Vortex generators mounted on the wing leading edges further remind you this is no run-of-the-mill 206. The Sentinellaw-enforcement package includes a Soloy-designed swivelling observer's seat plus a large side window (below) and a camera mount on the underside of the wing. Specifications Powerplant Rolls-Royce 250-B17F. 417 shp Recommended TBO 3.500 hrs Length 30 ft 4 in Height.. 10 ft 2 in Wingspan 36 ft Wing area 174 sq ft Power loading 8.6 Ib/shp Basic empty weight.. 2.140 Ib Max ramp weight 3.617 Ib Max takeoff weight 3.600 Ib Max useful load 1,477 Ib Payload w/full fuel 894 Ib Fuel capacity. std 87 gal/583 Ib Performance Takeoff distance, ground roll 695 ft Takeoff distance over 50-ft obstacle . ................................................. 1.195 ft Rate of climb. sea level 1.635 fpm Cruise speed/range w/IFR fuel rsv, std fuel (fuel consumption) @ Max power setting. 6,000 ft ... 157 kt/ ..................... 340 nm (192 pph/29 gph) @ Max range setting, 18,000 ft. 146 kt/ ................... 550 nm (117 pph/17.5 gph) At 5,000 feet it was time to see what a typical cruise mission would show. On this II-degree Celsius day, with the power set at 60 psi (like the Pilatus PC-12, the Mark II displays power measured in psi rather than torque). our speed was just below the 206's 150KlASredline, and true airspeed worked out to 163 knots. The fuel burn was 156 pph, or about 23 gph. That's about six or seven gph more than the stock 206's Lycoming would burn, but again, for customers that's not the point. They need the performance. Landings were straightforward, so if you can land a straight 206, you can Max operating altitude 20.000 ft Landing distance over 50-ft obstacle . ................................................. 2.085 ft Landing distance, ground roll 620 ft Limiting and Recommended Airspeeds Vx (best angle of climb) 70 KIAS Vy (best rate of Climb) 87 KIAS VA (design maneuvering) 125 KIAS VFE (max flap extended) 140 KIAS V (max operating speed) 150 KIAS V;: (stall. clean) 55 KIAS Vso(stall. in landing configuration) .. 42 KIAS For more information, contact Soloy Aviation Solutions, 450 Pat Kennedy Way SW. Olympia. Washington 98501-7298; tele- phone 360-754-7000; www.soloy.com All specifications are based on manufac- turer's calculations. All performance figures are based on standard day, standard atmo- sphere, sea level. gross weight conditions unless otherwise noted . land a Soloy Mark II. With the full 40 degrees of flap deflection we touched down at approximately 60 knots. Reverse thrust guarantees you'll make that first turnoff. For those looking to move up to a turboprop single, the Soloy Mark II can make a lot of sense. At $650,000 for the basic conversion-this assumes you bring Soloy your own 206-you con- vert your airplane for a comparatively low price. On the other hand, Soloy can find an older 206H (they have been built since 1998) for you and then convert it, making the price as low as $950,000. That's a lot of money, but your other options are the much larger and more expensive Cessna Caravan, Quest Kodiak, and Pilatus Porter. Turboprop singles like the Piper Meridian, Pila- tus PC-12, and Daher-Socata TBM 850 are tailored for missions incompat- ible with the Cessna 206's design goals. So for the diehard 206 enthusiast the Soloy Mark II may be the only game in town. It occupies a niche-between piston single and turboprop single-that perhaps deserves a closer look by the industry. Maybe that's why Soloy says Cessna once looked at marketing the Mark II as a logical step on the way to Caravan ownership. ACR Email the author at tom.horne@aopa_ org_