For Sale
Will deliver N-Reg!
This turn key T206H has a new engine and propeller. With a 9/10 paint, like-new second and third-row seats and an observer window, this 206 offers a perfect combination of performance, comfort, and style.
No damage or corrosion history; complete logs.
Contact Airside for more info!
Calgary, Alberta, Canada
Calgary, Alberta, Canada
999 hours
Engine
Make/Model: Lycoming TIO-540-AJ1A
Serial No.: RL-10510-61E
Time: 4 SNEW
TBO: 2000 hours
Propeller
Make/Model: Hartzell HC-F3YR-1ARF
Hub Serial No.: JY214B
Blade Design: constant speed
Time: 4 SNEW
TBO: 2400 hour/6 year
Instrument Flight Rules
IFR Equipped
ADF: Bendix King KR87
Audio Panel: Technisonic A-711
Autopilot: Bendix King KAP140
ELT: Artex C406-2
Transponder: Bendix King KT-76C w/ Transcal SSD120-35A-RS232 Encoder
GPS: Bendix King KLN 94
HSI: Bendix King
MFD: Bendix King KMD 540
Nav/Comm: Bendix King KX165
TCAS: Bendix King KMH 880 IHAS
Bendix King VOR-LOC-GS-GPS Indicator
Prop De-ice
Pitot Heat
Soloy Observer Window
AVSpec 130 AMP Alternator
Rosen Sunvisors
Airwolf Air/Oil Separator
Soloy Headliner and Crew Seat Belts
Fuel Flow Electronics International
Volt/Ampere Gauge Electronics International
Concorde Battery Installation
KMH 880 Multi-Hazard Awareness system (Traffic advisory, terrain advisory)
Hartzell Prop
4
But the airplane did have some disadvantages that might be significant to buyers who are eyeballing remaining Columbias on the current used market. Although both the Columbia 300 and earlier SR22s have identical empty and maximum gross takeoff weights, according to the <em>Aircraft Bluebook</em> the 300 gives up 150 pounds in full-fuel payload to the SR22, because its tanks are larger. It's a little more sensitive in loading, too, and perhaps a deal-breaker for some-it lacks the Cirrus' airframe parachute system.
As seen on: 
Sizzle sells. If that sizzle is an all-composite fixed-gear single with a modern panel thats faster than most retractables, it sells well. Just ask Cirrus. That sizzle is the premise behind the Columbia (ne Lancair) 300/350, normally aspirated versions of the companys subsequent flagship, the turbocharged Columbia 400. The 300/350s slippery airframe and the large-displacement Continental up front combined for 185 KTAS at 10,500 feet MSL when we first flew an early 300 10 years ago. A lot has happened since then. Speed was important when the Lancair/Columbia first hit the market, but the airplanes greatest initial appeal probably had more to do with not being made of metal or wearing a Beechcraft, Cessna, Mooney or Piper label. It was one of the new-generation singles, spawned by NASAs AGATE (advanced general aviation transport experiments) program and promised growing small aircraft use in inter-city transportation. The concept also brought forth the Cirrus SR20 and SR22, which proved more popular. The good news is a 300 or 350 will still outrun an SR22 by 10 knots or so, and theyre still rare enough to attract a crowd on many ramps. The bad news is-although both the Columbia 300 and SR22 have identical empty and maximum gross takeoff weights, according to the Aircraft Bluebook Price Digest-the 300 gives up 150 pounds in full-fuel payload to the SR22, because its tanks are larger. Its a little more sensitive in loading, too, and lacks the Cirrus airframe parachute system. More on weight and balance issues in a moment. And, of course, Columbia is no more, having been acquired by Cessna during Chapter 11 bankruptcy proceedings.
As seen on:
What do you get when you mate a sleek and efficient composite airframe to a high-output Continental engine, advanced avionics and an ergonomic interior? Sales-and lots of them. This is evident by Cirrus Aircrafts success with its SR22. That was the premise behind the original Columbia 300/350, the normally aspirated versions of the companys flagship Columbia 400, and later Cessna Corvalis series.
As seen on:
In order to create more listings, please upgrade your plan.
