In light of the recent Aviation Consumer Used Aircraft Guide article on the Baron 58, ruling out the 58TC and 58P Baron might be a mistake.
My longest, most rewarding, fulfilling and enjoyable—at not as expensive as you might think—ownership experience was with my 1977 Baron 58TC. In deciding on this particular twin, my brother and I looked at several possibilities. The Cessna 310 and Beech Baron 58 were the leading contenders. The Aerostar was ruled out as too complicated and maintenance intensive and Piper Aztecs as too slow.Â
While the looks and dimensions of the 58, 58TC and P are the same (the P has a different entry door arrangement and both the P and TC have engines that are mounted a foot farther forward to make room for the turbo system; this creates a more forward center of gravity), they are structurally much different airplanes and built under different type certificates. The P and TC are built under FAA Part 23, which in one respect could be its biggest drawback: a 10,000-hour life-limited wing and airframe. I bought my airplane with a 2000-hour airframe. The P was developed first, and the TC was an afterthought and is essentially a P with a conventional rear double door (a huge plus) and no pressurization system complexities and less weight.
The P and TC are built heavier with 250- to 300-pound higher empty weights, meaning more metal is used in the structure such as thicker skins and a heavier wing spar, eliminating the repetitive 500-hour spar AD inspection. But the gross weights are correspondingly higher at 6100 (LB engines) and 6200 (WB engines) pounds, as is engine horsepower. So, the useful loads are also improved. However, most P and TC Barons came with a 196- gallon fuel capacity so some of that useful load can carry more fuel. In 1976 all Barons received the 196-gallon fuel option. Carrying it was another story. Ads an example, my 58TC emptied at 4250.
Baron 58TC Reliability
Some of the safety benefits of the P/TC airframe are its higher airspeed limitations. As examples, Va is 170 knots versus 156 knots. Vlo and Vle is 177 knots versus 152 knots. Vfe 30 is 143 knots versus 122 knots. Interestingly Vno is 196 knots versus 195 knots, but Vne is 235 knots versus 223 knots. Operating the 58TC over my 15 years was relatively inexpensive when it came to maintenance. The only extraordinary maintenance item was a fuel bladder. The airplane was otherwise bulletproof—not even a valve cover was touched.
The airplane came with two zero-timed Continental TSIO-520-LB engines and the exceptional reliability of those engines were enhanced by good engine management techniques—a lesson for anyone considering this airplane. It was run about 50 to 100 degrees rich of peak at about 62 percent power or 27 inches and 2300 to 2350 rpm. Fuel flow was 32 to 33 gph. CHT’s were kept in a very narrow range of 300 to 350 degrees. Shallow, high-speed climbs (140 knots at 500 to 700 FPM cruise climbs) were the rule (using 32 inches and 2400 RPM) and long powered descents as well, letting the airspeed climb to 195 to 200 IAS knots. That kept the CHTs nearly constant and above 300. After 1000 hours, the engines had perfect compression. Oil changes were every 50 hours, usage remained constant (I used Aeroshell 15w-50) at a quart about every 15 hours.
Baron 58TC Speeds
What is the difference between the 310-HP LB and 325-HP WB engines? The engines are identical, except for maximum boost pressure 38 inches and 39.5 inches, respectively. Butaircraft performance is identical at identical power settings. Airspeeds at the above cruise settings were a consistent 168 knots IAS at between 11,500 to 14,500 with TAS of 205 to 210 kts at 5500 pounds. Go up high—in the high teens and low 20s—and TAS goes up to 220 to 230 knots. Several times on the way to AirVenture Oshkosh and with favorable eastbound winds, we would see groundspeeds of 250 knots at 25,000 feet. I started the descent at least 45 minutes out, and I used O2 as the rules required and at night starting at 10,000 feet.
Then there is the accomplishment and feeling of flying this medium twin, the sound and smoothness of those engines, the legendary, intuitive Beechcraft handling and the performance of the airplane, never mind its fabulous looks, that always gave me the greatest of flying and ownership pleasure. It wasn’t an airplane I needed, it was an airplane I loved. When I opened my hangar door, I thought I was the luckiest man alive.
My rule on runways was nothing shorter than 3000 feet, but a couple of times I flew in and out of PAO (at 2600 feet) and it was routine, just always use checklists and airspeed control. As for approach speeds, at PVF (3,900 feet) where I was based, approaches were made at 95 to 100 knots, 85 to 90 knots over the fence and touchdown at 70 to 75 knots. My 58TC had VGs, which were a nice improvement.
At least every other year (in a Baron B55) I did about four hours of intensive training including an IPC. Seventy percent of the time was spent with the left engine at idle (no, I didn’t get a fuel discount). For months afterwards, even though I mostly hand flew, it felt like the autopilot was engaged. That kept my insurance company happy.
