To many pilots, the Bonanza is the paradigm of the business single. The Baron represents the same image when it comes to the light twin. These aircraft have a reputation for high quality, good handling, excellent performance, and high cost of ownership. Theyre not for everybody, but they engender great loyalty amongst their owners.
But, like any other airplane, the 55 Baron embodies some important compromises. For instance, what many find to be pleasant handling characteristics can prove to be a handful in bad weather. Also, many Barons have the infamous Beech backwards gear- and flap-switch arrangement (not to mention the non-standard throttle quadrant), which has long been the bane of transitioning pilots. Despite its reputation as easy to fly, the airplane does require good initial and recurrent training.
History
Like the Bonanza, the Baron comes in two sizes, long- (58) and short-cabin (55). There are several sub-types: The 58 could be had for a time with turbocharged engines and, if desired, pressurization. The 55 was available with two sizes of engine. Today, only the straight 58 Baron is still in production.
The Model 55 was Beech Aircrafts first Baron. The airplane was introduced in 1961 as a replacement for the 95 Travel Air, in a move to keep up with Cessnas 310 and Pipers Aztec. Like the Model 95 Travel Air, the 55 comprised a Bonanzas fuselage fitted with a conventional tail. But, instead of the Travel Airs rather anemic 180-HP Lycomings, the original Baron packed 260-HP Continental IO-470L engines.
After building 190 Barons that first year, Beech came out with the A55, which has a 10-inch longer fuselage and could be ordered with a second fold-down rear seat, bringing potential seating capacity to six (more on that later). A total of 309 A55s were built in 1962 and 63. The airplanes nose then was extended seven inches to provide more room for baggage and avionics equipment, and gross weight was bumped from 4,880 to 5,000 pounds. The airplane was redesignated B55. This variant stayed in production the longest (until 1983, when all 55s were dropped from the line, along with the 58TC and V-tail Bonanza), and exists in the greatest numbers.
Beech built 1,954 of the long-nose B55s from 1964 through 1982 (not including about 70 T-42A versions for the U.S. Army). Among a number of minor refinements during this time was an increase in gross weight to 5,100 pounds, starting with S/N TC-955 in mid-1965. (Earlier B55s were eligible for the higher gross through a Beech STC kit.)
The big-engine version arrived two years after the B55. The C55 Baron appeared in 1966 with a 12-inch longer fuselage and 285-HP Continental IO-520C engines. The little Baron with the big engines also was certified with a gross weight of 5,300 pounds. The airplane was redesignated the D55 in 1968 and the E55 in 1970. It, too, was dropped from production in 1983, after 1,201 were built (451 Cs, 316 Ds and 434 Es).
Big-engine 55 Barons are easily identified by the air scoops atop the cowlings. The difference in length is less obvious, but it shows up when it comes time to load the airplane: The nose baggage compartment is larger, as is the cabin. Other differences included the level of standard equipment, and the availability of a 166-gallon fuel system on the big-engine version.
Non-standard systems
When youre designing an airplane, you have to put the controls somewhere, and for better or worse Beech chose long ago to put the flap switch on the left, and the gear on the right. There’s nothing at all wrong with that arrangement, but as it happened everybody else decided to do it the other way around.
The result was (and is) predictable: A new Baron pilot reaches for the flap switch on rollout, and retracts the gear instead. The record shows a long string of gear goofs over the years.
The picture is further confused by the fact that, in response to customer pressure and its long history of gear-retraction accidents, in later years Beech changed the controls around so they matched the rest of the industry. (This only showed up in later versions of the 58 Baron: the 55 was out of production by the time the change was made.) The backwards switches arent really a bad design, its just that a pilot has to remain aware of them. Many Baron pilots make a particular point of touching nothing until theyre clear of the runway and stopped, so that they can devote their full attention to the controls.
Beechs throttle quadrant, too, is different. Instead of the more usual throttle-prop-mixture, Beech put the throttles in the middle.
While there have been some fuel mismanagement accidents, the Barons system is simpler than some others. Early models can draw fuel into their engines either from the main tanks (37 usable gallons, each side) or the auxiliaries (31 gal/side). The fuel system was simplified in 1974 with interconnected tanks and three-position (on, off, crossfeed) selectors. Also that year, extra aux tanks became available for the E55 model, boosting max fuel capacity to 166 gallons.
Accommodations
The cabin is spacious, plush and comfortable. The tapered fuselage, however, tends to put a cramp on any normal-sized adults banished to the rear seats, though it does provide a couple of big windows to ease their exile. Since the rear seats can be gained only by clambering over the middle seats or through the baggage hatch, theyre of little use. Many pilots just get rid of them, preferring to use the space for baggage.
The front seat of a 55 Baron has to qualify as one of the worlds greatest places to be, with comfort enhanced by a retractable center armrest, adjustable rudder pedals, lots of headroom and good visibility. Minor spoilers are a lack of room to stow charts and a massive control bar that hides various switches and breakers.
Useful loads in the accompanying specifications are maximums. A typically equipped 260-HP Baron can carry about 1,800 pounds of people, bags and fuel; a 285-HP model, about 1,950 pounds. There is no zero-fuel-weight restriction, but care is needed to avoid busting the aft CG when the rear seats or aft baggage compartment is used. Balancing the load is facilitated by a nose compartment that can hold up to 300 pounds (270 in early models with gross weights below 5,100 pounds). With the fifth and sixth seats removed, 400 pounds can be loaded in the rear cabin; and many Barons have an extended aft baggage compartment approved to hold up to 120 pounds.
Performance
True airspeed of a small-engined Baron cruising at 75 percent power is about 190 knots on 27 gallons of fuel per hour. Thats faster than the naturally aspirated Aztec and Cessna 310, but a good bit off the Aerostars pace. The big-engined Baron is about five knots faster and five GPH thirstier than its stablemate.
Takeoff and landing performance is average. A B55, for instance, can take off or land over a 50-foot obstacle within 2,160 feet. The E55 needs only about 2,050 feet to clear the obstacle on takeoff but a bit more than 2,200 feet to get back over it on landing. Short-field technique can cut these figures roughly in half, but it is rather hairy (involving lift-off below Vmc, for example). Two-engine climb rates of 1,630 to 1,700 FPM for the small-engined Barons and 1,670 to 1,680 FPM for the more powerful models outpace the Aztec by a wide margin but lag behind the Aerostar and 310. The B55s single-engine ROC is a paltry 318 FPM-again, better only than the Aztec. At 388 FPM, the E55s single-engine performance is about par with the 310 and Aerostar.
Handling
The 55 Baron is proof that a light twin doesnt have to handle like a truck. Responsive and well-harmonized, the airplanes controls are one of its biggest selling points. As one owner put it, Once youve flown an E55, everything else feels like a tin can. As mentioned earlier, however, hand-flying may be delightful in nice weather, but when it gets bumpy, an autopilot comes in handy.
There are trim controls for elevator, rudder and ailerons. Early models have relatively low gear- and flap-extension speeds (143 and 113 knots, respectively). Gear speed was raised to 152 knots, beginning with airplanes built in 1969. The B55 came with approval to lower flaps 15 degrees at 153 knots, and full-flap speed was raised to 122 knots, beginning with TC-955 in 1965.
ADs
The IO-470L generally is considered a bulletproof engine, though a few owners, as we’ll as several Service Difficulty Reports, mentioned occasional cylinder problems. The IO-520s reputation is not so good; operators have been beset by cracking crankcases. Continentals switch to so-called heavy cases in the late 70s helped somewhat, but case cracks (and broken camshafts) have appeared rather frequently in the SDRs. The engines are the target of a recent AD, applicable to the E55 (97-26-17) calls for ultrasonic inspection of the crankshaft, with possible replacement.
Among the notable Airworthiness Directives are: 87-18-06 Rev. 1, requiring replacement of recline-actuator handles on copilot and center passenger seats to prevent inadvertent unlocking; 84-26-02, replacement of paper air filters; and 84-09-01, requiring various inspections and modifications to ensure that the emergency window will open. Prospective buyers should also ensure that 91-15-20 (repair or reinforce cracked engine mounts) has been complied with.There are three recent ADs on the props: 97-18-2 (repetitive inspection, A55 and B55 Hartzell props); 95-24-5, (repetitive inspection, E55 McCauley props); and 91-15-4, on the A55.
AD 89-5-2 deals with cracking elevator components, with possible replacement of the elevator.
Owners of Beech 55, 56TC, 58 and 95 Barons are looking (or should be looking) for cracks in the wing forward spar carry-through. The cracking, according to Airworthiness Directive 90-8-14, could lead to loss of the airplane. Beech first apprised owners through a mandatory service bulletin. The bulletin-No. 2269-was originally issued in August of 1989. In March 1990, Beech revised the bulletin, saying Recent engineering investigation has shown that increased allowable crack lengths as described in this service bulletin will not compromise the integrity of the forward spar carry-thru [sic] structure.
The AD specifies that the carry-through must be inspected at 1,500 hours total airframe time, and repeated every 500 hours if no cracks are found. To get at the carry-through, the mechanic must remove the front seats and the carry-through cover (floor). From there, its a standard crack inspection. The carry-through and webs are cleaned, then checked using visible dye-penetrant. If no cracks are visible, he can button it up and come back in 500 hours. But if cracks are visible, its time to get out the rulers. The cracks must be measured, and depending on where they are and how long they are and how many there are, repaired. For example, cracks in the bend radius of the spar carry-through can be up to 2.25 inches long. If theyre that long or less, they can be stop drilled. However, only one such crack per side is permitted, and its discovery means the inspection must be repeated in 200 hours to see if it has gotten any bigger.
If the crack is between 2.25 and four inches long, it can still be stop-drilled, but it must be repaired within 100 hours using a Beech-supplied kit. Any longer than that (or more than one crack in a single radius), and the Beech kit must be used prior to further flight.
The other area of concern is the spar web face, in the area of the huck fasteners. Here, cracks are limited to one inch length. Only one crack is allowed per side, and Beech specifies that it cant be stop drilled. Instead, the mechanic must look at it again in 200 hours to see if its grown. If it has grown, or if it was more than an inch long to begin with, another Beech kit is needed for the proper repair. The repair must be made within the next 25 hours, or immediately if it is between two fasteners and extends more than a half inch beyond the fasteners.
Beech figures one man should be able to complete the inspection in four hours, provided the airplane is already apart for an annual or similar inspection. Like EPA mileage estimates, your labor charge may vary. If cracks are found, there’s the added cost of stop drilling. And then there’s the price of the kits if the cracks need repairs. The kits cost several hundred dollars each. Installation time depends on the shops sheet metal proficiency. The average shop should be able to install one kit in about 55 to 60 hours.
So, one point to consider when shopping for a used Baron is whether or not there’s a problem lurking in the spar carry-through. It might be worthwhile to have the mechanic performing the pre-buy do the inspection to settle the matter.
Modifications
Many mods are available for the Baron, including the usual engine upgrades (from Beryl DShannon and Colemill), gap seals (from Smith Speed) and so on. However, one mod in particular deserves mention, since it gives such a dramatic improvement in performance: vortex generators.
VGs are available from a couple of different manufacturers. We tested V/G Systems product for a 1987 issue of The Aviation Consumer. Bottom line: They work as advertised. The kit is available from Beryl DShannon.
VGs are also available from Micro AeroDynamics, Inc. of Anacortes, Washington.
Club
Baron owners don’t have an association of their own, but the Wichita-based American Bonanza Society supports the Baron along with the Bonanza. The ABS publishes an informative newsletter and conducts service and proficiency clinics at about a dozen locations each year. American Bonanza Society, Mid-Continent Airport P.O. Box 12888, Wichita, KS 67277. (316) 945-6913 or www.bonanza.org.
Owner comments
Ive owned a 1973 B55 Baron for the past three and a half years. I prefer the B55 because of the belt-driven alternators and reliability of the IO-470 engines. I do not need either the speed or load-carrying capability of the big-engine 55 or the 58.
Computing direct hourly operating costs is difficult, but Ive found that doubling the cost of fuel per hour (a little over 27 GPH) approaches a reasonable estimate for hourly operating cost. My maintenance costs are reduced by my being an A&P mechanic and shopping around for parts. Parts availability has never been a problem through Beechcraft.
Among the many additions Ive made are V/G Systems vortex generators, which allow the airplane to fly at a lower speed and lower the minimum control speed. They permit me to touch down at a lower speed, reducing both ground roll and brake wear.
After purchase, I removed the interior of the Baron and replaced it with an Airtex interior. At this time I also removed the third row seats and hardware. I did this for four reasons. First, I do not need six seats. Second, the seats make the area difficult to load and unload. Third, I now have plenty of cargo space. Fourth, liability insurance is less based on four seats rather than six seats. I did upholster the third-row seats in case I ever need them again. I was very pleased with the materials and support from Don Stretch of Airtex and recommend the company highly.
I do have one ongoing problem with the tail strobe. In 1977, a Hoskins Nova Star 3 light strobe system was installed. I replaced the tail strobe/position light with a Whelen assembly. The tail power supply was repaired by Hoskins in late 1992, but it failed again in May 93, then again in October 93. My wing strobes continue to work perfectly, but for some reason the tail strobe power supply has failed again. If any readers have a solution, Id be interested in the information.
I am a member of the American Bonanza Society and find the information they provide very helpful. Speaking of information, purchasing the shop manual and parts catalog for the airplane has also proved useful.
Larry Kampa
Memphis, Tenn.
I have owned a 1977 BE 55/R for 15 years and during that time have accumulated 2,500+ hours. The aircraft was 500 hours from new when it was purchased. It is well-equipped; shortly after I acquired the aircraft I added Hartzell three-bladed props and BFG de-ice boots. I removed the fifth and sixth seats as they are not realistic.
I have owned several aircraft but this is my first and only twin. It has been a reliable and delightful aircraft to own and fly. I never tire of its aesthetics and quality. Dispatch reliability is extremely high.
It is usually flown with one or two persons. I usually fly between 10 and 12k MSL and 184 KTAS at 2300 RPM/24 GPH is almost always the case. Practical useful IFR ceiling is 14,000 although occasionally I have taken it to 16. However, the climb rate is so anemic at these altitudes that any ice at all is prohibitive. The de-icing boots have added significant flexibility and security particularly in the West. The three-bladed props have added smoothness and ground clearance but performance is the same. The B55 is an excellent and competent IFR ship. I usually hand fly and it is crisp, responsive and stable. The high gear and flap speeds are often handy in a high MEA/traffic environment. Even after my long-term ownership, the aircraft seems sensitive in pitch at flare. Minimal aft trim works best at landing and is closer to a go-around configuration.
Airframe maintenance is essentially comparable to a Bonanza, with which it shares many parts, with an extra engine and propeller at TBO/annual. I generally run 50 rich of peak with just the usual Continental cylinder problems, i.e., during the first run of the engines (1500 – hour TBO) about half of the cylinders were replaced. The aircraft has good range and speed and can be flown coast to coast in one day.
From time to time I have thought about the pressurization and turbocharging of a Duke or 58P. The added significant cost of maintenance and systems complexity with little additional real world performance has chilled that ardor. With new paint, interior, and fresh majors, I anticipate many more years of a good relationship.
Robert Wagstaff
Anchorage, Alaska
I purchased my first Baron, a B-55, in 1980 with 400 hours. At the time I also owned an Aztec C. I traded the B-55 for a 58P in 1992.
The B-55 was about 15 knots faster but it would carry about 700 lbs as compared to the Aztecs 1000 lbs. In my opinion, the B-55 rode and handled better but the cabin was more cramped. I flew both coast to coast from our home in Oklahoma; the fuel used was about the same, but the B-55 was nicer to fly.