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How to Buy a Cessna 310: Buyer's Guide
A fast, roomy, classic piston twin with a wide price spread, where airframe condition, engine time and gear history matter far more than model year.
Updated October 2026 · Market data from 37 live fyiAero listings, the FAA registry and NTSB records
Overview
The Cessna 310 is one of the defining light twins of the postwar era. It was built from the mid-1950s into the early 1980s. Its tip tanks, low wing and long nacelles made it instantly recognizable, and it earned a reputation as a quick, stable instrument platform with a big cabin for its class. Today it fills a useful slot in the used market: more speed and cabin than a Seneca or Twin Comanche, usually for less money than a comparable Baron.
The market is active but not deep. fyiAero listings currently show 37 Cessna 310s for sale against a US registered fleet of 1,398 in the FAA registry. Listed model years run from 1956 to 1977. Asking prices range from $19,000 to $245,000, with a median of $139,000 and a median airframe time of 4,825 hours. The 310Q (9 listed) and 310R (8 listed) make up nearly half of what's for sale. The rest is spread across the earlier letter models from the original 310 through the 310P.
These are 45- to 65-year-old airplanes, so the individual aircraft matters far more than the model letter. A well-maintained 1960s 310 with fresh engines and a modern panel can be worth more than a tired 310R. A cheap one can easily turn into the most expensive airplane you ever own.
Who it's for. The 310 suits a pilot who wants a real cross-country twin for family or business travel: four to six seats, solid IFR capability and the redundancy of a second engine, at a purchase price well below newer twins. It is not a forgiving first airplane. You'll be managing two engines, retractable gear, a fuel system with mains, tip tanks and possibly auxiliary or nacelle tanks, plus engine-out procedures that demand currency. Insurance is the reality check. Underwriters generally want to see meaningful multi-engine time, and many will require a block of dual instruction in type plus annual recurrent training. A low-time multi pilot should get insurance quotes before making an offer, not after. Pilots coming from high-performance singles with an instrument rating and a commitment to regular twin training are the best fit.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Original straight-tail 310 through 310C | 1955-1959 | These early airplanes have the straight vertical tail and carbureted, later fuel-injected, Continental six-cylinders. They are the most affordable entry point, but parts, airframe condition and logbook continuity vary widely, so prices depend almost entirely on the individual airplane. |
| Swept-tail 310D through 310H | 1960-1963 | Cessna introduced the swept vertical tail and later the canted Stabila-Tip tip tanks, giving the 310 its classic look. Asking prices in fyiAero listings swing widely for these years, from refurbished examples above $200,000 down to project-level airplanes, so condition and engine time drive value. |
| 310I through 310P | 1964-1969 | This era added the nacelle baggage lockers behind the engines, bigger Vista-View side windows, a one-piece windshield and other cabin refinements. These are popular value buys because they offer most of the later airplanes' utility at lower prices. |
| 310Q and T310Q | 1970-1974 | The Q brought a refreshed cabin, including the rear overhead window on many examples, and a turbocharged T310Q option for higher-altitude flying. It is the most common variant in current listings, and 1973 examples average around $161,600 in fyiAero listings. |
| 310R and T310R | 1975-1981 | The R moved to the larger Continental IO-520 (TSIO-520 in the turbo), added a lengthened nose baggage compartment and three-blade props on most examples. It typically commands the top of the market, with listed 1976 examples averaging $238,500. |
What a Cessna 310 costs to buy
28 priced listings on fyiAero right now ask between $19,000 and $245,000, with a median of $139,000 and a median of 4,825 hours total time. Against fyiEstimate, 11 are priced below estimate, 1 within range and 9 above.
- Don't price by year alone. fyiAero listings show 1962 examples averaging $232,500 while a 1963 is listed at $19,000, so engine times, paint, interior and avionics swamp the year effect.
- Airframe hours matter, but less than you might expect. The median asking price is $159,000 for airplanes with 3,000-5,000 hours versus $124,500 for 5,000+ hours, so a well-documented higher-time airframe can be a sensible buy.
- Do the engine math. With two engines, the difference between a pair of mid-time engines and a pair near TBO can approach the whole asking price of a cheap airplane, so build overhaul reserves into your offer.
- The bottom of the market (asking prices down near $19,000) is usually projects or run-out airplanes. Unless you want a restoration, the median of $139,000 is a more realistic starting point for a flyable, useful 310.
- Q and R models dominate current listings and hold value best, but a well-kept I through P model with modern avionics can be the smartest money in the fleet.
- Insist on complete, continuous logbooks. Gaps, missing damage records or unclear gear-up history should lower your offer or end the deal.
Average asking price by model year
Median asking price by airframe time
| 3,000–5,000 hrs | $159,000 | 12 listings |
| 5,000+ hrs | $124,500 | 14 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Wing spar, carry-through and structural corrosion. Age and corrosion are the biggest airframe risks on 310s. Have the shop inspect spar caps, attach fittings and lower wing skins, and confirm compliance with applicable ADs and Cessna's Supplemental Inspection Document program for twins.
- Landing gear retraction system. The 310's gear motor, gearbox, push-pull tubes, rod ends, bellcranks and downlocks need precise rigging. Wear causes gear collapses, so do a full gear swing on jacks and check rigging against the service manual.
- Damage history and gear-up repairs. Gear-up and gear-collapse landings are common in older retractable twins. Look for prop strikes, sudden-stoppage engine inspections, belly skin repairs and properly documented major repairs in the logs.
- Fuel system: tip tanks, auxiliary tanks and selectors. Leaking tip tanks, deteriorated bladders or sealant, sticky selector valves and faulty gauges are common. Fuel management is also a known accident factor in this type, so every tank and selector position should work correctly.
- Engines: cylinders, compressions, borescope and oil analysis. The Continental IO-470 and IO-520 engines are proven, but cylinder and cam problems are expensive times two. Get borescope images, compression readings, oil analysis trends and engine monitor data for both engines.
- Exhaust system, augmentor tubes and turbochargers. Cracked exhaust components are a fire and carbon monoxide risk. On models with augmentor-tube exhaust, and on turbo T-models, the exhaust and turbo system needs close inspection and AD research.
- Combustion cabin heater. The gasoline-fired cabin heater is subject to recurring inspection requirements. A neglected heater is a fire and CO hazard, so verify recent inspections and pressure tests.
- Propellers and governors. Check overhaul dates, blade condition, feathering function and governor operation on both sides. Reliable feathering is critical for engine-out survival in any twin.
- Flight controls, trim tabs and empennage. Elevator and rudder trim tab free play, worn hinges and corroded control surfaces can cause flutter concerns. The shop should measure tab free play to spec and inspect the tail for corrosion.
- Nacelle locker doors, windows and seals. Nacelle baggage doors must latch securely, since an open door in flight is a distraction you don't need. Crazed windows and failed door seals add up in cost and comfort.
Popular upgrades
- Modern IFR avionics and autopilot. A WAAS GPS navigator, electronic flight instruments and a reliable autopilot where STC'd add the most value of any upgrade and make the 310 a far safer single-pilot IFR machine. Original panels sell at a clear discount.
- Dual engine monitors. Multi-probe engine analyzers on both engines are close to essential for leaning, catching problems early and supporting a pre-buy. Buyers expect them on well-equipped airplanes.
- Vortex generators and STOL or aerodynamic kits. Aftermarket vortex generators and aerodynamic kits can lower minimum control and stall speeds, improving low-speed handling margins. They are well regarded and modestly additive to value.
- Engine and prop upgrade STCs. Horsepower conversions and upgraded prop installations exist for some 310 models. A well-documented conversion can add performance and resale value, but confirm the paperwork and parts support.
- LED lighting and electrical updates. LED landing, nav and strobe lights cut electrical load and maintenance. Alternator and wiring updates improve reliability on aging airframes. These are nice-to-haves that help a sale rather than raise the price dramatically.
- Interior and paint refurbishment. Fresh paint and interior are a big part of why some older 310s ask top dollar. They're worth paying for if done well, but they never substitute for good engines and a clean structure.
Ownership costs
Budget like a twin owner, because you are one. fyiAero's operating cost estimate puts variable cost at about $258 per hour, based on roughly 25 gallons per hour of fuel burn at a 178-knot cruise, or about $1.45 per nautical mile. Flying 90 hours a year, the estimated total annual budget is about $37,164, which includes fixed costs like insurance, hangar and annual inspection. The estimate also uses a 640 nm range for planning and an average pre-owned value of $137,364. The costs that surprise new owners are the doubles: two engine overhauls, two prop overhauls, two sets of cylinders. An annual on an older 310 can run well beyond a single's once corrosion or gear items turn up. Set aside engine reserves for both engines from day one, and keep a separate cushion for the first annual.
Safety record
NTSB records show 36 Cessna 310 accidents over the last 10 years, 9 of them fatal and 6 that destroyed the aircraft. That works out to about 25.8 accidents and 6.4 fatal accidents per 1,000 US-registered aircraft over the decade. Those numbers reflect an old fleet, flown in demanding IFR and cross-country work, often by owner-pilots who fly less than professionals do. The recurring themes are typical of piston twins. The big ones are mishandled engine failures, especially near takeoff, and fuel mismanagement with the 310's multi-tank system. Gear-related mishaps, from gear-up landings to gear collapses traced to worn or misrigged components, round out the list. The best defenses are well understood: annual recurrent multi-engine training with realistic engine-out practice, a disciplined fuel management routine, strict gear checklists, and a maintenance shop that knows Cessna twins.
Alternatives to consider
- Beechcraft Baron 55/58. It offers better build quality perception, strong parts support and excellent resale. Expect to pay noticeably more for comparable year and condition.
- Piper PA-23 Aztec. The Aztec is roomier, very docile and great for hauling. It is slower than a 310 and has a utilitarian feel.
- Piper PA-34 Seneca. Gentle handling, counter-rotating props on most models and easier insurance make it a common first twin. It is slower and less roomy up front than a 310.
- Piper PA-30/39 Twin Comanche. It is very efficient and cheaper to fuel, but it has a much smaller cabin and less payload. Low-speed handling demands respect.
- Cessna 340. The 340 gives you pressurization and turbocharging in a familiar Cessna twin layout, at the cost of higher purchase, maintenance and fuel costs.
Frequently asked questions
How much does a Cessna 310 cost?
fyiAero listings currently show asking prices from $19,000 to $245,000, with a median of $139,000. The cheapest examples are usually projects, while late 310Rs and fully refurbished airplanes sit at the top.
What does it cost per hour to fly a Cessna 310?
fyiAero's estimate puts variable operating cost at about $258 per hour, based on roughly 25 gallons per hour at a 178-knot cruise. At 90 hours a year, the estimated total annual budget is about $37,164.
Is the Cessna 310 a good first twin?
It can be, for a disciplined pilot who commits to type-specific training, but it is more demanding than a Seneca. Insurance requirements are the real gatekeeper, so get quotes before you shop seriously.
What's the difference between the 310Q and 310R?
The 310R has the larger IO-520 engines, a longer nose baggage area and usually three-blade props, and it generally commands higher prices. In fyiAero listings, 1976 examples average $238,500, while 1973 Q models average around $161,600.
How many Cessna 310s are available?
The FAA registry shows 1,398 Cessna 310s registered in the US, and fyiAero listings currently show 37 for sale. The 310Q and 310R are the most commonly listed variants.
Does high airframe time hurt a 310's value?
Somewhat. Listed airplanes with 3,000-5,000 hours have a median asking price of $159,000, versus $124,500 for those over 5,000 hours. Condition, corrosion, engine times and maintenance records often matter more than the hour meter alone.
Cessna 310 for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
