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How to Buy a Cessna T337 / P337 Turbo Skymaster: Buyer's Guide
A turbocharged, centerline-thrust twin with real high-altitude capability, now an aging, low-volume airframe that rewards careful shopping and meticulous maintenance.
Updated October 2026 · Market data from 5 live fyiAero listings, the FAA registry and NTSB records
Overview
The Cessna Skymaster is one of general aviation's most recognizable designs: twin booms, a high wing, and two engines mounted in line, one pulling from the nose and one pushing from the back of the cabin pod. Cessna's goal was a twin without asymmetric thrust, so losing an engine would not create the violent yaw of a conventional light twin. The turbocharged T337 and the pressurized P337 versions extended that idea into the flight levels, giving owners a six-seat cabin, turbo-normalized climb performance and, in the pressurized models, a shirtsleeve cabin at altitude.
The turbo and pressurized Skymasters are a small slice of an already small market. The FAA registry shows 192 aircraft in this family registered in the U.S., and fyiAero listings show only 5 for sale at the time of writing: two T337Gs, two P337Gs and one Turbo 337C, spanning model years 1968 to 1976. Asking prices run from $144,900 to $349,000 with a median of $175,000. With so few airplanes on the market, each one has to be evaluated on its own maintenance history, engine times and avionics rather than against a neat price curve.
These are capable, comfortable, efficient-for-a-twin airplanes, but they are also 45 to 55 years old, with two turbocharged engines, a complex retractable gear system and, in the P337, a pressurization system to maintain. The right one is a great value. The wrong one can be a money pit. This guide covers how to tell the difference.
Who it's for. The turbo Skymaster suits a pilot who flies 300 to 800 nm trips with family or business passengers, wants turbocharged performance over terrain and weather, and values the redundancy of a second engine without the handling demands of a conventional twin. It is a good step up for an instrument-rated pilot moving from a high-performance single such as a T210 or a Bonanza. Keep in mind that a multi-engine rating earned in a Skymaster carries a centerline-thrust limitation, and that this is still a complex, turbocharged twin with real systems-management workload. Insurance is available but underwriters will look closely at total time, multi-engine time and time in type. Expect higher premiums and a required type checkout for low-time multi pilots, and expect more scrutiny still for the pressurized P337. Call a broker who writes Skymasters before you make an offer, not after.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Cessna 336 Skymaster (fixed gear, normally aspirated) | 1964-1964 | This was the original fixed-gear Skymaster, built only briefly before the retractable 337 replaced it. It is rarely seen for sale and is not part of the turbo family, but it explains the lineage. |
| Turbo 337 (early turbocharged Super Skymaster, C through F models) | 1967-1972 | Turbocharged Continental six-cylinder engines added climb and high-altitude performance to the retractable 337 airframe. These early airplanes usually sit at the lower end of the price range, and their value depends heavily on engine times and avionics. |
| T337G / P337G Pressurized Skymaster | 1973-1976 | Cessna added a pressurized cabin with smaller windows and a revised door, along with higher-output turbocharged engines. Depending on registration, these airplanes may show up as T337G or P337G. Well-kept examples with good engines and modern avionics command the top asking prices. |
| Late T337H / P337H | 1977-1980 | The final U.S.-built Skymasters received incremental refinements before Cessna ended production. They are few in number and draw a premium when they come up, but condition and engine times still matter more than model year. |
| Military O-2 and Reims-built F337 variants | 1967-1982 | The O-2 military observation version and the French Reims-built Skymasters share the basic design. Ex-military O-2s are a different proposition, normally aspirated and often in experimental or restricted categories, and are not direct substitutes for a civil turbo model. |
What a Cessna T337 / P337 Turbo Skymaster costs to buy
3 priced listings on fyiAero right now ask between $144,900 and $349,000, with a median of $175,000 and a median of 3,689 hours total time.
- Be patient. fyiAero listings show only 5 turbo or pressurized Skymasters for sale against a U.S. fleet of 192, so a good one may take months to find. Set up alerts and be ready to move when it appears.
- Ignore model year as a price predictor. Current listings show a 1968 at $175,000, a 1974 at $144,900 and a 1976 at $349,000. Engine times, avionics, pressurization condition and maintenance records explain that spread far better than year does.
- Price both engines separately. Two turbocharged overhauls are a major expense, so a $145,000 airplane with run-out engines can cost more in the end than a $250,000 airplane with fresh ones. Get engine times, overhaul shop names and dates in writing.
- Airframe time is moderate across the market. The median among current listings is 3,689 hours, and the two listed airplanes in the 3,000 to 5,000 hour band have a median ask of $246,950. Total time matters less than continuous, documented maintenance and corrosion history.
- Avionics and autopilot drive a large share of value. A Skymaster with a modern GPS navigator, ADS-B Out and a reliable autopilot is worth substantially more, because retrofitting these on a twin is expensive.
- Budget for discovery. On airplanes this age, plan a reserve of at least 10 to 15 percent of the purchase price for items the pre-buy turns up and for the first annual under your ownership.
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 health. The aft engine runs in a tight cowling with limited airflow and has a history of running hotter than the front engine. Check compressions, borescope the cylinders and review engine monitor data for high CHTs.
- Turbocharger system, exhaust and wastegate. Turbos, exhaust slip joints, clamps and wastegate controllers on both engines are high-wear, high-heat parts. Exhaust leaks are a carbon monoxide and fire risk. Inspect them carefully and pressure-check where possible.
- Landing gear system, actuators and gear doors. The Skymaster's hydraulic retractable gear, with its power pack, actuators and inner gear doors, is complex and expensive to repair. Do a full retraction test on jacks, check for leaks, and examine saddles and attach structure for cracks.
- Tail booms, boom attach points and empennage. The booms and horizontal tail carry significant loads and can hide corrosion or damage from hard landings and ground handling. Inspect boom-to-wing attach fittings, internal structure and control cable runs.
- Pressurization system (P337 and pressurized T337G). Door and window seals, outflow and safety valves, controllers, ducting and the windows themselves can be costly to repair. Run a ground pressurization test and check that the cabin holds differential and the controller behaves normally.
- Wing spar, carry-through and corrosion. These airframes are decades old, and many have spent time in coastal or humid environments. Inspect spar caps, carry-through structure and attach fittings, and have the shop research all applicable airframe ADs for compliance.
- Fuel system, tanks and crossfeed. Fuel mismanagement and tank or seal leaks are recurring issues on older twins. Check for leaks and staining, verify that fuel quantity indications are accurate, and confirm the selector and crossfeed operate smoothly.
- Engine mounts and rear propeller. Mount rubbers and tubular mounts on both engines should be checked for cracks and sag. The rear prop sits close to the ground at rotation and in the path of debris, so inspect it and its governor carefully and review overhaul dates.
- Logbook continuity and damage history. With a high fleet accident rate and so few airplanes, prior damage is common. Review every logbook entry, look for gaps, and check NTSB and FAA records against the tail number.
- AD and service bulletin compliance. Two turbocharged engines, props, gear, pressurization and airframe each carry recurring requirements. Have a Skymaster-experienced shop research all applicable ADs and SBs and confirm that recurring items are actually being done, not just signed off.
Popular upgrades
- Dual engine monitors. Multi-probe CHT and EGT monitoring on both engines is close to essential on a Skymaster, especially for the rear engine. It adds value and gives you the data to protect expensive cylinders.
- Modern GPS, ADS-B and autopilot. A WAAS GPS navigator, ADS-B Out and a capable autopilot make the airplane a real IFR traveler and add more resale value than almost anything else, though installation costs on a twin are high.
- Gear door removal or simplification kits. Many owners remove or simplify the inner gear doors to reduce hydraulic complexity and maintenance. Buyers generally view a properly documented modification positively.
- Vortex generators and aerodynamic mods. STOL and VG kits can improve low-speed handling and control margins. They add modest value and appeal to pilots focused on safety margins.
- Fresh or factory-remanufactured engines. Not a mod but the biggest value lever. Twin fresh engines from a reputable shop can account for much of the difference between a low-end and a top-end asking price.
- Interior and pressurization refurbishment. New seals, insulation and interior on a P337 improve comfort and cabin noise. Buyers pay more for pressurized airplanes that hold differential and have documented recent seal work.
Ownership costs
Based on fyiAero operating cost estimates, a turbo Skymaster runs about $331 per hour in variable costs, burning roughly 24.5 gallons per hour at a 204-knot planning cruise. Real-world cruise for many airframes will be slower depending on altitude and power setting. With a range of about 939 nm, that works out to roughly $1.62 per nautical mile. A fyiAero budget assuming 78 hours a year comes to about $44,552 annually, including fixed costs such as insurance, hangar and annual inspection. The average pre-owned value in that estimate is $154,522. The big wildcard is engine reserves: you are funding two turbocharged overhauls, and annuals on a complex twin with possible pressurization work commonly run well above a high-performance single. Shops experienced with Skymasters are not everywhere, so factor in the cost of flying to a good one.
Safety record
NTSB records show 9 accidents involving this family over the last 10 years, including 2 fatal accidents and 2 aircraft destroyed. Against a registered fleet of 192, that is 46.9 accidents and 10.4 fatal accidents per 1,000 registered aircraft over the decade. With a fleet this small, one or two events move the rate considerably, so treat the number as a reminder rather than a verdict. The Skymaster's centerline thrust removes the asymmetric-yaw problem of conventional twins, but it introduces its own traps. The best known is a rear-engine failure on takeoff that the pilot does not notice until climb performance falls off, because there is no yaw cue. Single-engine performance at high weight and density altitude is modest, gear-system problems and gear-up landings occur, and fuel management on long legs demands discipline. Recurrent training with an instructor who knows the type, strict use of the takeoff engine check, and careful weight and density altitude planning address most of these risks.
Alternatives to consider
- Beechcraft Baron 55/58. It offers better build quality, stronger single-engine performance and broader parts and shop support. It costs considerably more to buy and to operate, and it has the conventional asymmetric-thrust handling of a standard twin.
- Piper Seneca II/III (turbocharged). Counter-rotating turbo engines, a large shop network and easier insurance make it a common step-up twin. It is not pressurized and cruises slower than a well-flown T337.
- Cessna T310. This is a faster, more traditional twin with a big following and good parts support. Insurance and handling are more demanding, and typical fuel burn is higher.
- Cessna P210 Centurion. A pressurized, turbocharged single cuts fuel, maintenance and overhaul costs roughly in half, but you give up the second engine and some cabin room.
- Cessna 340. It brings true cabin-class pressurization, more payload and more power. It is a significantly more expensive airplane to buy, insure and maintain.
Frequently asked questions
How much does a Cessna T337 or P337 cost?
Current fyiAero listings show asking prices from $144,900 to $349,000, with a median of $175,000. Engine times, avionics and pressurization condition drive most of that spread.
What does it cost per hour to fly a turbo Skymaster?
fyiAero estimates put variable costs at about $331 per hour, with fuel burn around 24.5 gallons per hour. At 78 hours a year, the estimated total annual budget is about $44,552.
Do I need a multi-engine rating to fly a Skymaster?
Yes, it is a multi-engine airplane. A rating earned in a Skymaster or other centerline-thrust twin carries a centerline-thrust limitation, which you can remove later with training in a conventional twin.
What is the difference between the T337G and P337G?
Both designations show up on pressurized Skymasters from the mid-1970s, depending on how the airplane is registered, and both have turbocharged engines and a pressurized cabin. Earlier Turbo 337 models such as the 337C are turbocharged but not pressurized.
How many turbo Skymasters are there?
The FAA registry shows 192 aircraft in the turbo and pressurized Skymaster family registered in the U.S. fyiAero currently shows only 5 for sale, so the market is thin.
Is the Cessna T337 safe?
NTSB records show 9 accidents, 2 of them fatal, over the last 10 years, or 46.9 accidents per 1,000 registered aircraft. Most risk comes from known type-specific issues such as unnoticed rear-engine failures, gear problems and fuel management, which proper type training addresses.
Cessna T337 / P337 Turbo 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.
