Six-seat light piston twin · Twin-engine piston aircraft · production 1975–1980 · See its reach on the 3D globe
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A Cessna 310R costs approximately $187k (€173k) to $223k (€207k) to buy at 1975 market values, and about $182k (€169k) a year to own flying 80 hours, roughly $2,279 (€2,110) per flight hour all-in. It seats 6, cruises at 195 kt (224 mph) and has a published range of 1,000 nm (1,852 km), needing about 2,198 ft (670 m) of runway. Figures are indicative planning estimates compiled 2026-07, not a quote for any specific airframe.
The Cessna 310R is a fast, handsome cabin-class light twin, the tip-tanked shape television made famous, with genuinely useful baggage and cruise speeds that still impress. It has a devoted following. It is also a demanding aircraft to own: high fuel burn, complex fuel-system management across those tip and auxiliary tanks, retractable gear and two engines to reserve for. Value swings hard on engine time and systems condition. Bought well and maintained by someone fluent in the type it is a lot of aeroplane; bought casually, it is a lot of bills.
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 | 2,495 kg |
|---|---|
| Useful load | 776 kg |
| Usable fuel | 386 L |
| Service ceiling | 19,750 ft |
| Engine | 2 x Continental IO-520-M, 285 hp each |
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 6 |
| Realistic payload with mission fuel | 1,067 lb (484 kg) |
| Published planning range | 1,000 nm (1,852 km) |
| Practical planning radius (4 people) | 670 nm (1,241 km) |
| Cruise speed | 195 kt (224 mph) |
| Runway need | ~2,198 ft (670 m) |
| Landing gear | Retractable tricycle |
| Pressurised | No |
| Fuel | Avgas 100LL |
| Fixed annual base | $49k (€45k) |
| Direct cost per flight hour | $454 (€420) |
Fast and attractive with good baggage space, but fuel, gear and two-engine reserves make ownership demanding.
Indicative cash costs at 1975 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 | $164k (€152k) | $4,104 (€3,800) | $1.02m (€948k) |
| 80 h / year | $182k (€169k) | $2,279 (€2,110) | $1.11m (€1.03m) |
| 120 h / year | $200k (€186k) | $1,670 (€1,547) | $1.21m (€1.12m) |
| 180 h / year | $228k (€211k) | $1,265 (€1,171) | $1.34m (€1.24m) |
Every figure above is built from a $49k (€45k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $454 (€420) 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 $97k (€90k) 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 310R 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 1975 market price for a Cessna 310R is $187k (€173k) to $223k (€207k). 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 310R works out at roughly $182k (€169k) annually, which is about $2,279 (€2,110) 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 $454 (€420).
Published range is 1,000 nm (1,852 km). With 4 people aboard and realistic reserves, plan on a practical radius of about 670 nm rather than the brochure figure.
Beyond a pilot certificate, a Cessna 310R 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 2,198 ft (670 m) for take-off. Check this against the actual runway, surface, slope, temperature and loading, all of which extend the requirement.
Direct comparisons against the models buyers most often weigh against this one.