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How to Buy a Cessna 337 Skymaster: Buyer's Guide
A roomy, centerline-thrust piston twin with no engine-out yaw, well-priced today but demanding a careful look at its rear engine, gear and age.
Updated October 2026 · Market data from 6 live fyiAero listings, the FAA registry and NTSB records
Overview
The Cessna 337 Skymaster is the push-pull twin. One Continental engine sits in the nose, another in the back of the cabin pod, and the tail rides on twin booms. Because both engines push along the centerline, losing one produces no asymmetric yaw. That was Cessna's pitch in the 1960s and it is still the main reason people buy one. It flies more like a big single than a conventional twin, with six seats, a high wing and good visibility.
Cessna built the Skymaster from the mid-1960s to 1980 in normally aspirated, turbocharged and pressurized versions. The military flew it as the O-2. The US fleet is small and aging. The FAA registry shows 370 registered aircraft, and fyiAero currently lists 6 for sale. Asking prices run from $65,000 to $132,439, with a median of $110,000. Listed model years span 1966 to 1979, and median airframe time is 3,896 hours.
That price point makes the 337 one of the cheapest ways into twin-engine redundancy and six seats. The catch is that you are buying a 45-to-60-year-old airplane with two engines, a complex retractable gear system and a rear engine that runs hot and is easy to neglect. A good one is a capable, comfortable traveling machine. A tired one will eat its purchase price in maintenance quickly.
Who it's for. The Skymaster suits a pilot who wants to move a family or a load of gear 400 to 900 miles at a time, likes the idea of a second engine over terrain, water or at night, and doesn't want the engine-out handling challenge of a conventional twin. It is a common step up from a Cessna 182 or 210. A multi-engine rating is required. A rating earned in a 337 carries a centerline-thrust limitation, so plan to train in a conventional twin if you want an unrestricted rating. Insurers generally view the 337 more favorably than a conventional light twin for low-time multi pilots. Still expect them to ask for type-specific dual instruction with an instructor who knows Skymasters, plus some minimum hours, especially for turbocharged and pressurized models. Get quotes before you make an offer, because coverage terms vary a lot with your total and multi-engine time.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Model 336 Skymaster (fixed gear) | 1963-1964 | This was the original fixed-gear version with lower power and a lower gross weight. It is rare on the market, and its value depends almost entirely on condition and engine time rather than capability. |
| 337, 337A-337C (early retractable) | 1965-1968 | These added retractable gear and more power, and the turbocharged T337 option appeared in this era. The early gear and door system is mechanically involved, so these often sell at the lower end unless the gear has been well maintained and the engines are fresh. |
| 337D-337F (mid-production) | 1969-1972 | These brought incremental refinements in gross weight, systems and interior, and this era overlaps military O-2 production. They are the bread-and-butter of the market, and pricing is driven by engines, avionics and corrosion history more than by model letter. |
| 337G / 337H and T337G/H (late production) | 1973-1980 | These have a revised landing gear system and other refinements, and they are generally the most desirable unpressurized Skymasters. Late examples tend to bring the top of the market, as the $132,439 asking price on a 1979 fyiAero listing shows. |
| P337G / P337H Pressurized Skymaster | 1973-1980 | Turbocharged engines and cabin pressurization allow comfortable flight in the teens and low flight levels. They add real capability, but the pressurization system, smaller windows and extra maintenance mean a pressurized airplane needs an even more careful pre-buy. |
What a Cessna 337 Skymaster costs to buy
5 priced listings on fyiAero right now ask between $65,000 and $132,439, with a median of $110,000 and a median of 3,896 hours total time.
- Year alone doesn't set the price. On fyiAero, a 1969 is listed at $130,000 while a 1970 is at $65,000, and a 1966 is at $90,000. Engine times, gear condition and avionics matter far more than the model letter.
- Price both engines. With two engines to overhaul, a run-out pair can swallow most of the gap between the $65,000 low and the $110,000 median ask, so get each engine's time since overhaul, date of overhaul and shop name.
- Median airframe time on listed aircraft is 3,896 hours, and the three listings in the 3,000 to 5,000 hour band have a median ask of $110,000. Moderate total time is normal. Long periods of inactivity and corrosion are bigger red flags than hours.
- The market is thin, with 6 for sale out of a 370-aircraft US fleet. Be prepared to travel, and don't overpay out of fear of missing out. A good airplane is worth waiting for.
- Late 337G and 337H models and well-equipped turbo airplanes command the upper end. Ask for the full logbook history, including any military O-2 or Reims-built history, so you know exactly what you're buying.
- Budget for an immediate fix-up reserve after purchase. On an airplane this age, first-annual squawks are common even on clean examples.
Average asking price by model year
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:
- Rear engine cooling and cylinder condition. The rear engine is buried in the fuselage and historically runs hot. Check compressions, borescope the cylinders, look at engine monitor data if installed, and inspect baffles, cowl flaps and the cooling airflow path.
- Landing gear system, actuators and doors. The retractable gear is complex and expensive to repair. Do multiple retraction tests on jacks, and check the hydraulic power pack, actuators, saddles, downlocks, door linkages and rigging, along with any applicable ADs.
- Tail booms and empennage. The booms carry the tail and are prone to corrosion and damage from careless ground handling. Inspect boom attach points, skins, the horizontal stabilizer and control cable routing closely.
- Wing structure and spar carry-through. Corrosion and fatigue are the concerns on an airframe this old. Have the shop research all applicable structural ADs and inspect accessible spar and attach fittings.
- Fuel tanks, bladders or sealant, and fuel selectors. Leaks, deteriorated sealant and sticky selectors are common on aging Cessnas. Fuel management in the 337 also matters for both engines, so the selector system must work correctly.
- Propellers, governors and rear prop clearance. Check both props for AD compliance, overhaul times and nicks. Look for evidence of a rear prop ground strike from over-rotation or tail-low landings.
- Turbocharger and exhaust system (T337 and P337). Turbochargers, wastegates and exhaust components are high-cost items on these engines. Cracked exhaust parts near the rear engine are a fire and carbon monoxide risk.
- Pressurization system (P337 only). Run a pressurization check. Inspect door and window seals, outflow valves and controllers, and look for cracking around windows and the pressure vessel.
- Corrosion survey and logbook continuity. Inspect for corrosion in the belly, cabin floor and booms, especially on airplanes from coastal or humid areas. Look for gaps in the logs, damage history and long periods of storage.
- Electrical system and wiring. Original wiring is decades old. Check alternators, voltage regulators, harness chafing and any add-on avionics installs for clean, documented work.
Popular upgrades
- Dual engine monitors. A multi-probe engine analyzer on both engines is almost mandatory for managing rear-engine temperatures, and buyers value it. It also helps catch a rear-engine failure, which can be hard to notice on takeoff.
- Modern GPS navigator and digital autopilot. IFR-capable GPS, ADS-B and a reliable autopilot make the 337 a practical traveling airplane and noticeably raise resale value. Original autopilots are often tired or inoperative.
- Glass flight display or electronic attitude indicator. Replacing vacuum gyros with electronic instruments improves reliability and appeal. These installs rarely return their full cost at sale but make an airplane easier to sell.
- STOL kits and vortex generators. Aerodynamic mods can lower stall and approach speeds and improve engine-out handling. Buyers see them as a plus, though they add modest value compared with engines and avionics.
- Fresh engine overhauls and new props. Nothing moves a Skymaster's price like low-time engines from a reputable shop. Two fresh engines can justify a top-of-market ask.
- LED lighting and interior refurbishment. These are nice for comfort and appearance. They help an airplane sell faster but add relatively little to value.
Ownership costs
fyiAero's operating cost estimate puts variable cost at about $233 per hour, with a fuel burn of roughly 20.8 gallons per hour at a 169-knot cruise, or about $1.38 per nautical mile. Range is about 1,139 nm. Flying 95 hours a year works out to an estimated annual budget of $38,685, covering hangar, insurance, annual and reserves on top of fuel and maintenance. That budget is for a reasonably sorted airplane. Two engine reserves, complex gear and aging-airframe repairs mean an older 337 can easily exceed it in the first year or two, so keep a cash cushion beyond the purchase price. Turbocharged and pressurized models cost more to maintain and insure. Annual inspections should go to a shop that knows Skymasters, because general-aviation mechanics unfamiliar with the gear and the rear engine can miss things or spend your money learning.
Safety record
NTSB records show 6 accidents involving the type in the last 10 years, 2 of them fatal, against a US fleet of 370. That works out to about 16.2 accidents and 5.4 fatal accidents per 1,000 registered aircraft over the decade. With a fleet this small, a single accident moves the rate a lot, so treat these numbers as a rough guide rather than a precise risk score. The type-specific risks are well known. The classic one is a rear-engine failure on takeoff that goes unnoticed because there is no yaw, leaving the pilot climbing out on the front engine alone with degraded performance. Disciplined engine instrument scans, a deliberate run-up check of each engine and good engine monitoring are the cure. Other risk areas include gear-up landings from gear system problems or distraction, fuel mismanagement, and rear-engine overheating during long ground operations or climbs. Recurrent training with a Skymaster-experienced instructor goes a long way toward keeping you on the right side of these statistics.
Alternatives to consider
- Beechcraft Baron 55. It is faster, better built and has stronger resale, but it is a conventional twin with engine-out yaw, higher insurance for low-time pilots, and a much higher purchase price.
- Piper PA-30/PA-39 Twin Comanche. It is more efficient and nearly as fast on less fuel, but the cabin is tight, engine-out handling is more demanding, and it's essentially a four-seater for practical loads.
- Piper PA-34 Seneca. It has a similar six-seat mission and parts support is plentiful, but it is a conventional twin, and early models are slower with modest single-engine performance.
- Cessna 210 Centurion. It offers similar speed and six seats on one engine, with lower fuel burn and maintenance, but you give up the second engine and its redundancy.
- Cessna 310. It is faster and more traditional, but it has engine-out yaw, higher operating costs and tighter insurance requirements for new multi pilots.
Frequently asked questions
How much does a Cessna 337 Skymaster cost?
fyiAero listings currently show asking prices from $65,000 to $132,439, with a median of $110,000. Engine times, gear condition and avionics drive most of that spread, more than model year.
Can I fly a Skymaster with a multi-engine rating earned in it?
Yes, but a multi-engine rating earned in a centerline-thrust airplane like the 337 carries a limitation to centerline-thrust aircraft. To fly conventional twins, you'll need additional training and a checkride in one.
How much does it cost to operate a Cessna 337?
fyiAero estimates about $233 per hour in variable costs, with fuel burn around 20.8 gallons per hour. Flying 95 hours a year, the estimated annual budget is $38,685.
How fast and how far does a Skymaster go?
fyiAero's estimate puts cruise at about 169 knots with a range of roughly 1,139 nautical miles. Actual numbers depend on the model, turbocharging, load and power setting.
Is the Cessna 337 safe?
NTSB records show 6 accidents, 2 of them fatal, over the last 10 years among a US fleet of 370, or about 16.2 accidents per 1,000 aircraft. The no-yaw engine-out handling is a real advantage, but pilots must train to recognize a rear-engine failure, especially on takeoff.
How many Skymasters are out there?
The FAA registry lists 370 Cessna 337-family aircraft in the US, and fyiAero currently shows 6 for sale. With a market that thin, expect to search patiently and possibly travel to find the right airplane.
Cessna 337 Skymaster 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.
