Cessna 336
Everything here is true of every aircraft of the type, not of any one aircraft.
The 336 is the original push-pull Skymaster of 1963-64: fixed gear, two fuel-injected Continental IO-360s rated 195 hp continuous, and the centreline-thrust layout that removes asymmetric yaw when an engine stops. Only 195 were built before the retractable 337 replaced it; the Skymaster Center's table puts it at 150 knots cruise, 3,900 lb gross and 880 nm.
It is the cheapest way into a Skymaster and the slowest, and the buying question is engines and corrosion, not year, because every airframe is a 1963 or 1964. The fixed gear costs speed but removes the hydraulic gear system that is the 337's recurring expense; the rear engine's cooling and the habit of confirming it alive before brake release are the type's defining disciplines, and they start here. A multi-engine rating earned in one carries a centreline-thrust limitation. Parts for the 336-specific items are thin and months can pass between serious listings, so budget for a Skymaster-savvy pre-buy and expect to travel to find one. Figures are from a dealer table and a listing site rather than a POH; treat them as approximate.
Variants of the Cessna 336 Skymaster
- 336 · 1963 · 35 active · this page
Also consider
TAILFAX SCORE
Partial: 10.8 out of 30 (safety not scored, too few records)
Among 3–4 seat twin pistons (8 models)
Compare with…
Put Cessna 336 side by side with up to three other models.
- Cessna 336
Watch this model
One email a day if anything changes: new ADs and NTSB records.
What it is
| Seats | 6 |
|---|---|
| Landing gear | tricycle |
| Engines | 2 |
| Engine | Continental IO-360-A |
| Horsepower | 195 hp |
| Fuel | 100LL |
| Certification basis | CAR3 |
| Production start | 1963 |
| Production end | 1964 |
| Endorsements required | multi-engine |
Performance
| Cruise (75 % power) | 150 KTAS |
|---|---|
| Range (75 %, standard fuel, 30-min reserve) | 880 nm |
| Service ceiling | 19,000 ft |
| Climb rate | 1,300 ft/min |
| Stall speed (Vso) | 52 KCAS |
| Takeoff over 50 ft | — |
| Landing over 50 ft | — |
Load and fuel
| Seats | 6 |
|---|---|
| Useful load | 1,580 lb |
| Full-fuel payload | — |
| Max takeoff weight | 3,900 lb |
| Empty weight | 2,320 lb |
| Usable fuel | — |
| Fuel burn at cruise | — |
Estimated cost to own
An estimate, not a quote. Change the inputs to match how you would fly it. Defaults are for a piston twin.
| Maintenance reserve | hourly | not counted | |
| Insurance | fixed | $7,000/yr | |
| Annual inspection | fixed | not counted | |
| Hangar | fixed | not counted | |
| Rental rate, wet | for comparison |
Not in the totals: Maintenance reserve, Annual inspection, Hangar. We have no reliable default for these lines; enter your figure to include them.
No fuel burn is on record for this model, so fuel is not included.
No TBO or overhaul cost is on record for this model, so the engine reserve is not included.
How these estimates are built. Fuel = this model's typical burn x the national average price from AirNav's Fuel Price Report (100LL $7.41, Jet A $7.66 per gallon, 5 Oct 2026; your airport may differ by $2 or more). Engine reserve = typical overhaul cost / TBO for this engine. The remaining lines are class-level defaults, not quotes for this aircraft: annual inspection is the base inspection fee (findings are counted in the per-hour maintenance line); insurance assumes an instrument-rated owner with time in type and a $1M liability limit - less experienced pilots commonly pay 1.5-2x; hangar and tie-down are national mid-tier figures, with rural and metro options; the rental rate is a 2026 flight-school rate for a comparable aircraft, including fuel. Twin and turboprop maintenance defaults are estimates, not published figures. Sources: AirNav, BWI Aviation Insurance (2019-2026), Flying (May 2026), Savvy Aviation, American Flight Schools, published airport rate sheets. Every default is editable - change any number to match your situation. Depreciation, taxes, financing and major upgrades are not included. Depreciation is not included. An estimate, not a quote.
Cost of ownership
| Price, low | — |
|---|---|
| Price, high | — |
| Prices as of | — |
| Engine TBO | — |
| Overhaul cost, low | — |
| Overhaul cost, high | — |
The fleet and its record
| Registered, all time | 196 |
|---|---|
| Active fleet | 35 |
| Median year built | 1963 |
| NTSB events, last 10 years | 2 |
| Fatal events, last 10 years | 2 |
| Events per 1,000 active, last 10 years | 57.14 · thin base (low)1 |
| Personal-flying events per 1,000 active | 57.14 · thin base (low)2 |
| Ownership transfers, last 24 months | 3 |
| Transfers per 100 active | 8.57 · thin base (low)3 |
| Airworthiness directives | 4 |
| Directives, last 5 years | 0 |
| Rate confidence | low |
- Events per 1,000 active, last 10 years: per 1,000 active aircraft · base 35 active.
- Personal-flying events per 1,000 active: per 1,000 active aircraft · base 35 active.
- Transfers per 100 active: per 100 active aircraft · base 35 active.
Peer scores6
| Peer class | Fixed wing multi-engine, piston, 2 engines, 3-4 seats |
|---|---|
| Accident record | —1 |
| Severity | —2 |
| Access | 8.6 of 103 |
| Support | 2.2 of 104 |
| Liquidity | 0 of 105 |
| Overall (sum of the categories shown) | Partial: 10.8 out of 30 (safety not scored, too few records)6 |
- Accident record: class median 10.16 · 8 models in class.
- Severity: class median 10.
- Access: class median 1,060.75.
- Support: class median 81.5.
- Liquidity: class median 20.7.
- Each of the five categories places the model within its peer class, from 0 (the worst of the class) to 10 (the best): a position among comparable models, not a grade. The overall score is the sum of the categories shown that are scored, out of 10 for each (50 when all five are); it is given only when at least 4 of the five are scored, and it can be set against another model's only when both are in the same peer class and scored on the same categories. When accident record and severity cannot be scored because the model has too few records, the other three give a partial score out of 30, labelled as such; it is never set against a full score.
Data as of: FAA registry Sep 28 · NTSB Oct 2 · ADs Oct 8 · scores Sep 30