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How to Buy a Cessna T310 (T310P / T310Q / T310R): Buyer's Guide
A fast, roomy turbocharged light twin that rewards a proficient pilot and a careful pre-buy, and punishes deferred maintenance.
Updated October 2026 · Market data from 12 live fyiAero listings, the FAA registry and NTSB records
Overview
The turbocharged Cessna 310 is the high-altitude version of one of the most popular light twins ever built. Starting with the T310P in 1969 and running through the T310R that ended production in 1981, these airplanes pair the classic 310 airframe with turbocharged six-cylinder Continentals. The result is a six-place twin that can climb above weather and keep its speed in the flight levels' lower reaches, using supplemental oxygen since the cabin is not pressurized. Earlier Cessna turbo twins built on the 310 airframe were sold as the 320 Skyknight.
The market is small. fyiAero listings currently show 12 turbocharged 310-family aircraft for sale, most of them T310Rs, out of a US-registered fleet of 204 according to the FAA registry. Asking prices on fyiAero range from $65,000 to $369,000, with a median of $195,000. Listed model years run from 1969 to 1981, and the median airframe time is 4,108 hours. With that few airplanes on the market, each listing has to be judged on its own logs, engines and panel rather than on a price guide.
Buyers like the T310 for its speed, cabin width, load-hauling ability, and the fact that it is often far cheaper to buy than a comparable Baron. The catch is that these are 40- to 55-year-old twins with turbochargers, a combustion heater, an electric gear system and a complex fuel system. The purchase price is the smallest part of the decision. Engine time, how the airplane has been maintained, and corrosion history matter far more.
Who it's for. The T310 fits an owner-pilot who regularly flies trips of a few hundred miles with family or gear and wants the redundancy and altitude capability of a turbocharged twin without paying pressurized-twin prices. It is not a first airplane for a low-time pilot. Expect insurers to want a multi-engine rating with meaningful twin time, ideally some time in type, plus initial and recurrent training from an instructor who knows the 310. Low-time multi pilots can often get coverage, but usually with dual instruction requirements, higher premiums and lower hull limits until they build time. If you are going to use the turbos, you also need to be comfortable with oxygen, high-altitude weather and icing decisions, and the extra workload of managing two turbocharged engines on a single-pilot IFR trip.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| T310P | 1969 | The first year the turbo model carried the 310 name, replacing the 320 Skyknight, with the swept tail and tip tanks of the late-1960s 310s. Only one is listed on fyiAero right now, so pricing depends almost entirely on engines, avionics and condition. |
| T310Q | 1970-1974 | A refinement of the P with gradual interior and systems updates; later Q models added the overhead rear cabin window many owners like. Q models usually ask less than comparable R models, which can make them a good value if the engines and logs are strong. |
| T310R | 1975-1981 | The final and most sought-after version, with the longer nose baggage compartment, three-blade props and the most refined systems. R models make up most of the fyiAero listings and sit at the top of the price range, especially late-production examples with modern panels. |
| 310R (non-turbo, related) | 1975-1981 | Same airframe without turbochargers. It is simpler and cheaper to maintain, but it gives up high-altitude performance, so it is worth cross-shopping if you rarely fly high. |
What a Cessna T310 (T310P / T310Q / T310R) costs to buy
11 priced listings on fyiAero right now ask between $65,000 and $369,000, with a median of $195,000 and a median of 4,108 hours total time. Against fyiEstimate, 5 are priced below estimate, 1 within range and 4 above.
- Do not shop by year. On fyiAero, a 1971 example asks $315,000 while a 1973 asks $65,000, and the single 1981 tops the list at $369,000. Engine time, panel and condition drive these gaps, not the date on the data plate.
- Airframe hours barely move price in this market. The fyiAero median for 2,000-3,000 hour airframes is $179,000, for 3,000-5,000 hours it is $175,000, and for 5,000+ hours it is $200,000. A well-kept high-time airplane with fresh engines often beats a low-time hangar queen.
- Price the engines first. Two turbocharged six-cylinder overhauls, plus props and turbos, can equal a large share of the purchase price. Compare each listing's engine times since overhaul and calendar age, and adjust your offer for runout.
- With only 12 listed on fyiAero against a $195,000 median ask, expect sellers to anchor high. Use pre-buy findings and documented squawks to negotiate rather than relying on a spec sheet.
- Paid-for avionics, such as a modern GPS navigator, a glass PFD, a capable autopilot and an engine monitor, add real value. Still, a buyer rarely recovers the full installed cost, so it is often cheaper to buy one already done.
- Ask early for the status of Cessna's Supplemental Inspection Document program and for any damage history. Incomplete SIDs or old gear-up or ground loop repairs can change an airplane's value significantly.
Average asking price by model year
Median asking price by airframe time
| 2,000–3,000 hrs | $179,000 | 2 listings |
| 3,000–5,000 hrs | $175,000 | 4 listings |
| 5,000+ hrs | $200,000 | 5 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 attach structure. Old 310s have had spar cracking and corrosion concerns that have led to recurring inspections and modifications. Have the shop research all applicable ADs and confirm compliance in the logs.
- Landing gear system and rigging. The electrically driven gear uses a motor, gearbox, torque tubes, bellcranks and rod ends that wear and need precise rigging. A full gear swing with tension checks and an inspection of the actuator and downlocks is essential.
- Turbochargers, wastegates and exhaust system. Exhaust leaks, cracked stacks and slip joints, and worn turbos or wastegate controllers are common and can create fire or carbon monoxide hazards. Inspect the hot section closely and check turbo overhaul history.
- Engine borescope, compressions and oil analysis. Turbocharged Continentals run hot and can be hard on cylinders and valves. Borescope every cylinder, review trend oil analysis, and compare engine time to calendar age, because airplanes that sit tend to develop corrosion.
- Combustion cabin heater. The gas-fired cabin heater is subject to recurring inspection and pressure-decay testing requirements. A neglected heater is a fire and carbon monoxide risk, so verify inspection currency.
- Fuel system: tip tanks, aux tanks, bladders and selectors. The tip tank and auxiliary tank system is more complex than most twins, and leaks, bladder deterioration and sticky selectors are common. Check every tank, line, sump and selector position, and confirm fuel gauge accuracy.
- Corrosion survey, including tip tanks, tail and belly. Aging aluminum airframes hide corrosion in the tail cone, under floorboards, around the tip tanks and in the wing structure. Pull inspection panels and look carefully, especially on airplanes that have lived near the coast.
- Engine mounts, firewalls and nacelle structure. Cracked mounts and nacelle structure are found on high-time and hard-used airframes. Inspect them closely during the pre-buy, because repairs are labor intensive.
- Propellers, governors and synchrophaser/feathering. Feathering capability is critical in an engine failure. Confirm prop overhaul status and calendar limits, governor condition and proper feathering on both sides.
- Logbooks, SIDs status and damage history. Complete logs back to new, documented major repairs with proper approvals, and the status of Cessna's supplemental inspections all strongly affect value and future maintenance cost.
Popular upgrades
- Modern GPS navigator and glass flight display. A WAAS GPS and an electronic PFD transform the airplane as an IFR traveler and are the most noticed upgrades by buyers. They add value, but rarely their full installed cost.
- Autopilot replacement or overhaul. Original autopilots are often tired or hard to support. A modern, well-integrated autopilot is close to essential for single-pilot IFR in a turbo twin and is a strong selling point.
- Dual engine monitor. A multi-probe engine analyzer helps manage turbocharged engines, catch problems early and make turbos and cylinders last longer. Buyers see it as a sign of a careful owner.
- Vortex generator kit. Approved VG kits are popular on 310s for improved low-speed handling and engine-out controllability. They add modest value and appeal to safety-minded buyers and insurers.
- Engine and propeller conversions. Several shops offer remanufactured or upgraded engine and prop packages for the 310 family. Fresh, well-documented conversions can lift value noticeably, but confirm the STC paperwork.
- Interior, LED lighting and paint. Cosmetic and lighting upgrades help an airplane sell faster and command a better price. They matter less than engines and avionics, however.
Ownership costs
Plan on real twin-engine money. fyiAero's operating estimate puts variable cost at about $258 per hour, driven largely by a fuel burn of around 25 gallons per hour. That works out to roughly $37,164 per year for 90 hours of flying. At a typical 178-knot cruise and an estimated 640 nm range, that is about $1.45 per nautical mile. These figures do not capture the big swings in this type: two engine overhauls, turbocharger and exhaust work, prop overhauls, gear and heater maintenance, and corrosion repair on an older airframe. Insurance and hangar costs vary widely with pilot experience and location. The prudent approach is to set aside an engine reserve for each side and keep a separate cushion for the first year's annual, which often turns up deferred items. fyiAero's average pre-owned value estimate of $137,364 is a reminder that what you spend keeping one right can quickly rival what you paid.
Safety record
NTSB records show 7 accidents involving this family over the last 10 years, 4 of them fatal and 3 with the aircraft destroyed. Against a registered fleet of 204, that is about 34.3 accidents and 19.6 fatal accidents per 1,000 aircraft over the decade. With a fleet this small, a few events move the rate a lot, so treat the number as a signal to take training seriously rather than as a verdict on the airplane. Typical risk areas for turbo 310s are the same ones that catch many piston twins: loss of control after an engine failure at low speed, fuel mismanagement in a multi-tank system, and maintenance-related engine problems. Pilots also need to manage turbocharger care, oxygen and high-altitude weather, including icing. Type-specific initial training, regular engine-out practice with an experienced instructor, disciplined fuel planning, and a maintenance shop that knows 310s go a long way toward keeping you out of the statistics.
Alternatives to consider
- Beechcraft Baron 58 / 58TC. It has better resale and parts support and a reputation for build quality, but comparable examples typically cost noticeably more to buy and maintain.
- Cessna 310R (normally aspirated). The airframe is the same but simpler and cheaper to maintain without turbos. However, high-altitude performance and climb on hot, high days suffer.
- Piper Seneca II / III. It is easier to insure and has gentler engine-out handling with counter-rotating props, but it is slower and less roomy in feel than a T310.
- Cessna 340. It adds pressurization for comfortable high-altitude flying, but buyers pay for it with higher acquisition, maintenance and pressurization upkeep costs.
- Piper Aerostar. It is significantly faster with a sleek airframe, but it has a tighter cabin, a smaller support network and demanding handling.
Frequently asked questions
How much does a Cessna T310 cost?
fyiAero listings currently show asking prices from $65,000 to $369,000, with a median of $195,000. Engine times, avionics and logbook quality drive most of that spread.
How many Cessna T310s are there?
The FAA registry shows 204 US-registered aircraft in this family. Only 12 are currently listed for sale on fyiAero, so the market is thin and good examples can sell quickly.
What does it cost per hour to fly a T310?
fyiAero estimates variable cost around $258 per hour, with fuel burn near 25 gallons per hour. That is about $37,164 per year for 90 hours, before reserves for major maintenance.
Is the Cessna T310 pressurized?
No. The T310 is turbocharged but unpressurized, so you need supplemental oxygen at higher altitudes. If you want pressurization in a Cessna twin, look at the 340 or 414.
Which T310 model is best to buy?
The T310R is the most refined and most common on the market, with the longer nose baggage compartment. A well-maintained T310Q with good engines can be a better value than a tired R.
Is a T310 hard to insure?
It depends on your experience. Pilots with solid multi-engine time and type-specific training usually get reasonable coverage, while low-time twin pilots should expect dual instruction requirements and higher premiums at first.
Cessna T310 (T310P / T310Q / T310R) 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.
