6-occupant twin-engine piston aircraft · Twin-engine piston aircraft · production 1970–1974 · See its reach on the 3D globe
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A Cessna 310Q costs approximately $139k (€129k) to $166k (€154k) to buy at 1972 market values, and about $179k (€166k) a year to own flying 80 hours, roughly $2,244 (€2,078) per flight hour all-in. It seats 6, cruises at 192 kt (221 mph) and has a published range of 680 nm (1,259 km), needing about 1,795 ft (547 m) of runway. Figures are indicative planning estimates compiled 2026-07, not a quote for any specific airframe.
The 310 is the twin that defined the look of the type for a generation, tip tanks and all, and the Q is a late and well-sorted one: fast for its power, comfortable for six and still handsome fifty years on. It has a large and knowledgeable owner community. The fuel system is where the accidents are. Main, auxiliary and tip tanks with specific transfer and return rules have caught out pilots who treated it like a simple twin, and the system rewards study rather than intuition. It also falls under the Cessna twin Supplemental Inspection Documents, so a cheap example is usually cheap for a reason. Buy the SID compliance and learn the fuel system before the first flight.
First-party reference values for this model. They are shown separately from PlaneFit planning estimates and do not enter Finder or cross-model rankings until each field is normalised across the catalogue.
| Maximum takeoff weight | 2,404 kg |
|---|---|
| Usable fuel | 379 L |
| Baggage weight | 91 kg |
| Engine | 2 x Continental IO-470-VO, 260 hp each at 2625 rpm |
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 6 |
| Reported payload proxy | 992 lb (450 kg) |
| Reported range | 680 nm (1,259 km) |
| Practical planning radius (4 people) | Not used for mission ranking |
| Cruise speed | 192 kt (221 mph) |
| Runway need | ~1,795 ft (547 m) |
| Landing gear | Retractable tricycle |
| Pressurised | No |
| Fuel | Avgas 100LL |
| Fixed annual base | $38k (€35k) |
| Direct cost per flight hour | $464 (€430) |
The 310Q combines 6-seat piston-aircraft utility with about 680 NM reported range and about 192 kt reported cruise, while payload, runway and operating-cost figures remain indicative and should be verified for the specific aircraft before making a decision.
Indicative cash costs at 1972 market values, before financing, depreciation and tax. The fixed base is the same whether the aircraft flies or not, so the effective hourly cost falls as utilisation rises.
| Annual use | Annual cash cost | Effective cost / h | Five-year cash outlay |
|---|---|---|---|
| 40 h / year | $161k (€149k) | $4,023 (€3,725) | $956k (€885k) |
| 80 h / year | $179k (€166k) | $2,244 (€2,078) | $1.05m (€971k) |
| 120 h / year | $198k (€183k) | $1,651 (€1,528) | $1.14m (€1.06m) |
| 180 h / year | $226k (€209k) | $1,255 (€1,162) | $1.28m (€1.19m) |
Every figure above is built from a $38k (€35k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $464 (€430) per hour flown for fuel, reserves and consumables. It is a planning model for comparing aircraft and testing utilisation, not a maintenance programme quote, insurance quote or pre-buy assessment.
Older examples add calendar-driven maintenance: a 2011-built airframe is estimated at $87k (€80k) per year at 80 hours. Airframe and engine time, maintenance and damage history, avionics, equipment, geography and tax treatment move a real transaction further than the model year does, so price the aircraft in front of you, not the model. A cheaper example carrying deferred maintenance can be the more expensive aircraft once the first annual inspection is complete.
Cessna 310Q cost guide answers the same figures as standalone purchase and ownership questions, and the ownership cost calculator lets you replace these assumptions with your own hours and fixed costs.
On top of a pilot certificate, this aircraft obliges the person flying it to hold the following. Each one is time and money before the first trip, and insurers usually attach their own minimums on top.
US requirements under 14 CFR 61.31, stated for orientation and not as advice. PlaneFit is not an aviation authority or a training organisation. Other authorities set different rules, and the current regulation and your instructor are what govern.
An indicative 1972 market price for a Cessna 310Q is $139k (€129k) to $166k (€154k). This is a planning estimate normalised across the market, not a quote for a specific airframe. Condition, engine time remaining, avionics and damage history move the real number more than the model year does.
Flying 80 hours a year, a Cessna 310Q works out at roughly $179k (€166k) annually, which is about $2,244 (€2,078) per flight hour all-in once fixed costs are spread across those hours. The direct cost per hour alone, covering fuel, reserves and consumables, is about $464 (€430).
Reported range is 680 nm (1,259 km). PlaneFit does not yet use this figure for mission ranking on this model.
Beyond a pilot certificate, a Cessna 310Q requires multi-engine rating and complex airplane endorsement. An airplane multi-engine land class rating. Insurers add their own minimum: multi-engine time, time in this make and model, and often a checkout with a named instructor before you fly it solo. These are US requirements and are stated for orientation; confirm them against the current regulation and an instructor.
Plan on approximately 1,795 ft (547 m) for take-off. Check this against the actual runway, surface, slope, temperature and loading, all of which extend the requirement.