Cessna P337H Skymaster

This page describes the Cessna P337H, the pressurized Skymaster, split out of the former cessna-337 (now Cessna 337 Skymaster) page on 2026-09-09. That page's frontmatter had always described the unpressurized 337G — it never actually carried the P337H's own numbers, despite the page's name implying it covered both.

The P337H is the only pressurized version of Cessna's centerline-thrust, push-pull twin, and the peak of the Skymaster line: FAA TCDS A6CE Section XV certificates it at 4-5 seats (one fewer than the unpressurized 337G/337H's 4-6), a 4,700 lb gross weight, twin turbocharged Continental TSIO-360-CB engines at 225 hp takeoff / 207 hp cruise rating each, and a 3.35 psi cabin pressurization differential. It was approved September 9, 1977 and built 1978-1980 — five years later than the prior page's erroneous "P337G 1973-1977" claimed (see below).

There was never a "P337G." FAA TCDS A6CE names no such model anywhere. Pressurization begins with this airplane, the P337H, in the certificate's Section XV. The 332-aircraft production figure the old page attached to a "P337G" belongs to the P337H instead, at the correct 1978-1980 dates.

Like the unpressurized Skymaster, the P337H retains the centerline-thrust configuration — one engine pulling from the nose, one pushing from the tail boom — and the FAA's separate "centerline thrust only" multi-engine class rating applies equally here. See Cessna 337 Skymaster for the shared airframe history, push-pull handling characteristics, and most ADs (exhaust, gear, fuel system) that apply to both variants.

No handbook was obtained for the P337H. The certificate itself names the handbook part numbers by serial block right in its Equipment section — D1556-13 (S/N P3370293-318), D1569-13PH (S/N P3370319-341 and P3370196) and D1580-13PH (S/N P3370342 and On, the majority of production) — but all three are sold only as commercial reproductions (PilotMall, Aircraft Spruce, ManualsLib) with no free scan or native-text copy found this session. See the confidence note for the full list of what was searched.

Cruise speed and fuel burn (182 KTAS, 65% power, 22 gph combined) rest on one owner's report in an AVweb feedback survey, with two judgment calls made transparently rather than silently. First, the owner describes "my 1974 P337" — a year and name that predates this page's own certificate research (TCDS A6CE: pressurization begins with the P337H, approved September 9, 1977). This page's own market-listings passage already established the house reading of this exact naming problem: the certificate recognizes only one pressurized Skymaster, so market/owner use of "P337" or "P337G" is read as this same P337H under informal naming, applied consistently here. Second, the owner states "10.6 GPH running lean of peak and 11.6 GPH running rich of peak" without saying whether that is per-engine or combined; read as combined it implies an implausibly low ~130 hp total from a 450-hp-combined airplane, so it is read as PER ENGINE and doubled (21.2-23.2 gph, stored as 22) — a reading that lines up with this same article's own independent, family-wide statement that Skymaster fuel burn "ranges from 15 GPH to 22 GPH total." Both calls are documented in full in raw/press/press-avwebp337h-skymasterfeedback-2026-09-11.md. This is the single least-confident figure on this page — flagged in the confidence note.

Empty weight (3,061 lb), initial climb (1,250 fpm), service ceiling (30,300 ft) and both 50-ft runway distances (1,500 ft takeoff, 1,675 ft landing) come from a Plane & Pilot manufacturer spec block, whose stated 4,700 lb gross weight matches this page's TCDS-sourced figure exactly — confirming it describes the P337H and not a different pressurized variant. That source's own "Cruise mph 236" and "Range 1,133" figures are NOT stored, since neither states a power setting and pairing them with the AVweb owner's power-labeled 65% row would mismatch two different flights. Its single "Stall speed: 71 mph" is also not stored, since it is not labeled clean vs. landing-configuration.

What the certificate establishes: the later, majority-serial engine rating (S/N P3370319 and On) is 225 hp per engine at takeoff or single-engine climb, dropping to 207 hp per engine (2600 rpm) for all other cruise operations — 450 hp combined at takeoff, 414 hp combined in the cruise regime the airplane actually spends most of its time in. Both figures are real, published FAA ratings for the same engine, not a flat-rating trap of the kind that catches turboprops.

Pressurization, per the prior (conflated) page's prose, is a 3.35 psi differential — modest by cabin-class-twin standards (the 414A's is 5.0 psi) but sufficient to hold a meaningfully lower cabin altitude than the airplane's actual altitude on a weather-avoidance climb. That figure was not re-verified against a primary source this session and should be treated as a carried, unsourced claim pending a POH pass.

Landing weight is lower than takeoff weight — 4,465 lb against the 4,700 lb takeoff/flight figure, a 235 lb penalty an unpressurized 337G/337H does not carry (its landing and takeoff weights are within 230 lb of each other on a smaller airframe). Relevant to fuel planning on a short trip.

V-speeds are IAS-stated directly on this certificate (no CAS-basis question, unlike the unpressurized 337G's thin serial split): Vne 205, Vno 169, Va 139, Vfe 110.

See Business Travel, Cross-Country Flying, missions/surveying.

Business Travel (8/10) and Cross-Country (8/10): provisional scores, directionally higher than the unpressurized 337G's (7 and 8) on the strength of the pressurization system's weather-avoidance and cabin-comfort advantage at altitude — the same qualitative argument every pressurized-vs-unpressurized pair in this catalogue makes. Not yet backed by a sourced cruise/range figure; treat as directional pending a performance-based scoring pass.

Surveying (6/10): the unpressurized Skymaster's core strength — high-wing visibility, twin-engine redundancy, slow-flight capability — carries over, tempered slightly downward from the 337G/337H's 8/10 because pressurization adds weight, cost and complexity a survey operator typically does not need for low-altitude work.

Local Fun Flying (2/10): lower than the unpressurized variant's 4/10 — two turbocharged, pressurized engines add cost and a mandatory warm-up/ cool-down discipline that punishes short local hops even more than the already-fuel-thirsty unpressurized Skymaster.

Flight Training (2/10), Backcountry (1/10), Aerobatics (1/10): same reasoning as the unpressurized page — not centerline-thrust-specific, not yet backed by a sourced figure specific to this variant.

See Maintenance Ecosystem and Cessna 337 Skymaster for the shared engine family and airframe support ecosystem (Continental TSIO-360 parts through Air Power Inc. and Continental; airframe parts through Cessna Skymaster Mods & Parts, Preferred Airparts, Dodson's International). parts_availability: "fair" and mechanic_familiarity: "specialist" carry the same judgment (Tier 5) as the unpressurized page, with the added caveat that pressurization system work narrows the qualified-shop pool further still. Annual inspection and major cost-item figures are not yet sourced independently for this variant.

See Aircraft Valuation Methodology. This page's price is MARKET ASKING data, not a Vref or Aircraft Bluebook figure — this catalogue has no subscription to either guide, and rule 27 allows market asking as a fallback only when labeled as exactly that.

Trade-A-Plane's CESSNA 337 SERIES search, retrieved 2026-09-11, carries three pressurized-Skymaster listings. The exact-variant match is a 1980 P337H at $300,000 (N337U, 1,676 TTAF), heavily modified with de-ice, air conditioning, a Robertson STOL kit and a new panel — the seller's own value sheet states a "base value ~$200,000" for the unmodified airframe before those additions. A second listing, market-labeled "P337G" (a designation this page's own certificate research found does not exist on TCDS A6CE — see Overview), asks $349,000 for a 1976 airframe described as "the nicest, best equipped ... available anywhere." A third, also labeled "P337G," asks $144,900 for a 1974 airframe — excluded from the stored figures because its own listing text calls the airplane a "T337G" (the unpressurized turbo model), contradicting the site's pressurized categorization.

price_min_usd: 200000 uses the $300,000 listing's own seller-stated base value rather than the $144,900 listing, whose pressurization status is in doubt. price_max_usd: 349000 and price_typical_usd: 300000 (the one confidently-pressurized, exact-variant listing). Two of the three usable data points describe well-equipped, above-average airplanes, so this band likely sits above a bare-bones example's asking price — a real limitation of a three-listing sample, flagged here rather than smoothed over. Asking prices, not sold prices; dated 2026-09-11. The full survey is saved at raw/market/market-p337h-tradeaplane-2026-09-11.md.

The prior conflated page's price table ("Top (P337H / Riley) $165,000- $250,000+") described the unpressurized 337G/337H's price band with a P337H aside, not a figure independently sourced for this variant, and is not carried forward here.

Shares the airframe-level ADs and pre-buy items with the unpressurized Skymaster — see Cessna 337 Skymaster's ADs & Common Problems section (rear-engine cooling and cylinder wear, exhaust system AD, landing gear rigging, fuel system on pre-1973-style aircraft, filiform corrosion under 1977+ Imron paint). Additional pressurization-specific items, not yet researched for this page: door seal and window seal wear, outflow valve condition, and cabin pressure controller inspection — the same category of wear item every pressurized piston twin in this catalogue carries, and a leaking door seal is usually a symptom of deferred maintenance rather than an isolated fault.

See GA Insurance Underwriting. Provisionally categorized centerline_thrust_twin, the same favorable class the unpressurized Skymaster occupies — the FAA's separate centerline-thrust-only rating applies equally to the pressurized variant, and there is no reason to expect the underwriting category itself to change. The specific premium figures are not yet sourced for this variant; the prior page's pressurized- specific bullet ("$175,000-$225,000 hull: $6,000-$9,000/year") is not carried forward as a distinctly-sourced quote.