▼ Baron 55 TEST FLIGHT 042 FLYER JUNE 2012

▼ ▼ Baron 55 Baron

FLIGHT FLIGHT TEST FLYER 043 FLYER JUNE 2012

Justin Cox flies a pilot’s aircraftJustin Cox – a Rolls-Royce of the GA world – but this robust twin has its peculiarities and is not necessarily the engineer’s favourite

Beechcraft

The Baron FLIGHT TEST Baron 55

he venerable Model ridiculously large size, and require crack-testing surprising for such a fast machine. Entry is a little E55 is still held in high regard by many every five years and renewing every 15. What’s awkward into the front seats as they are very pilots. Those that have flown one, and more, new nuts need to be fitted every time they upright and the footwell appears cramped. Just even those that haven’t, conclude that a are disturbed, which is not a cheap exercise, but like the smaller Pipers, all the passengers need to TBeechcraft is about quality – and the Baron is beyond holding the wing on they have a practical enter through the front access door, meaning the known as the Rolls-Royce of light twins. application. The lower forward wing-attach bolt pilot needs to be the penultimate one in As a pilot, I enjoy every flight at the controls forms a pivot point for setting the incidence of followed by the co-pilot. Closing the door either of a Baron or Bonanza; they are fast, have a the wings, the other bolts enabling the wing to requires close supervision of the front seat good, solid feel and are definitely a pilot’s aircraft. be rotated around the lower forward bolt, in occupant or leaning across them to ensure the As an engineer, I have different feelings. I would practice meaning that any wing-low tendency can door is shut properly. The door stay always go as far as to say that the Bonanza/Baron types be removed by adjusting the incidence of the causes confusion; the door needs to be pushed have one of the largest divides there is in the whole wing. slightly more open and the stay is manually field of light aircraft between the engineers’ and Despite the age of the design, the Baron still released from the slot to allow the door to close. the pilots’ regard for them. Engineers often don’t looks very business class and ready for a mission. The door is slammed shut with a positive feel share the same Rolls-Royce opinion as pilots, The impression of the machine’s strength and and is finally secured by rotating the handle and I’ve seen rivet holes without rivets and poor speed when sat on the ramp are enhanced by its anticlockwise to engage the peripheral latches. skin joints, amongst other things. Still, these streamlined cowls, squat, strong-looking gear and It must be ensured that the top catch is properly quality questions never seem to take away the its sleek fuselage. First impressions can be engaged due to the door curving into the roof fact that these machines fly well. misleading, but not for the Baron which manages and slightly round towards the windscreen. In The Baron has some peculiar design features, to amply live up to its first impressions, and in flight, if not latched, the door top is sucked open especially regarding the wing. The leading-edge some cases exceed all expectations. That said, all and becomes a very effective air scoop, bending and the rear portion of the wings attach to the light twins (as do most light aircraft) suffer from the door out more and more as you accelerate; spar by a piano hinge, just as the one found on payload issues; if you fill the tanks and fill the I experienced this after departing IFR from the rear baggage door. Another strange feature is seats you are probably way overweight. The Inverness, choosing to return rather than try and that the wings are attached each side to the Baron will happily haul its overloaded hulk into close the door in flight. fuselage by four bolts that act in tension. Bolts, the air until an engine fails, and then the story The fuselage is a narrow 42in, helping cut like rivets, are not made to work in tension, so will have a not so happy ending. drag on this speedy machine; it gives 4in to the this design practice is used by only a handful of Entry is up the right-hand wing-root, by a Piper Aerostar and a massive 7in when aircraft. For this reason the wing bolts are of a simple, non-retracting, fixed footstep, which is compared to the more sedate Piper Seneca,

In our view, probably the best-looking piston twin around

▼ 044 FLYER JUNE 2012 FLIGHT TEST Baron 55

Older Barons have the non-standard power quadrant arrangement, reversing props and throttle

making for a snug feel. If six seats are fitted, the switches that need to be accessed, and access to the rear seats is awkward but can be “Both engines rotate requires ducking about to identify the switch you gained via the baggage door due to the lack of the same way on the are looking for. Dual control Baron pilots develop aisle in the narrow fuselage. This is not a technique of reaching over or under the T-bar particularly practical, but will be fine for children Baron in the traditional when carrying out various cockpit duties. or the more agile. In all marques, the rear two More Beechcraft eccentricities are found in seats suffer from reduced shoulder room due to American sense, meaning the Baron’s cockpit. Probably the cause of many the rapid tapering of the already narrow fuselage the left engine is the a Baron incident is the order of the engine in this area. In four-seat configuration, the rear control levers – viewing left to right: prop, throttle, door allows entry to a very generous baggage critical engine” mixture. The throttles are taller than the prop and area complementing the nose locker which is mixture levers, and are set uncomfortably high capable of holding a massive 300lb, making for on the quadrant. The problem comes when an ideal family touring machine. setting climb power. Twin pilots will instinctively Fully loaded, BN can carry a typical family BN is a 1973 model and was originally fitted with set the manifold pressure and then naturally consisting of a 200lb man with a 150lb wife, two lap belts only, since wisely being retrofitted move their hand to the right to set the prop rpm. 100lb children complete with 150lb of baggage non-inertia shoulder harnesses. If the cockpit workload is high, they will continue in the nose locker and a further 120lb in the aft Once strapped in, I familiarise myself with the to pull the ‘props’ back, anticipating a response, baggage area (this is a lot of luggage for four position of the various switches and controls. This which has been known to result in a double people, equivalent to five large suitcases by aircraft has had a real facelift, losing the light engine failure as the mixtures are pulled back too normal airline standards). This allows full tanks foundation-coloured tan panel and burr walnut lean. That said, I personally have never found this totalling 515 litres, which at an average burn of effect for a more modern feeling, a light grey. departure from tradition a problem. 90lph and allowing for a 45min divert, gives a The instrument panel is very modular, which Probably the cause of more wheels-up massive five hours endurance at around 180kt. consequently has limitations. The avionics stack landings is the positioning of the gear and flap Equivalent to 900nm in still air. is forced to be offset right of centre by the high switches. The gear-shaped tactile switch is The longer Baron 58 has the advantage of set engine quadrant. Fortunately, the stack is situated to the right of the control tube, which is double rear doors that open directly into the rear unusually deep, and is enough to accommodate of course obscured by the T-bar, necessitating club seating. A side table opposite the doors, a most avionic wishes, although if radar is fitted a reaching under and around to operate. The factory option, makes for a very comfortable and radio usually gets liberated to the passenger flap-shaped switch is positioned to the left of social area for the four passengers in the rear. glove box, entailing reaching across the the control tube, easily accessible, and in what passenger to operate. Not ideal. would be a normal position for the gear switch. Beechcraft eccentricities Unless specifically requested, the Baron was Be warned! Back in the 55, the very upright seating position fitted with an old style throw over yoke, which The latest incarnation of the Baron, the becomes very apparent, which personally suits actually works very well giving good clear free flat-screened glass Garmin G1000 G58, has a my frame with very generous headroom. View space in front of the P2 seat occupant. non-modular panel which has thankfully had the over the typically high American coaming is very Unfortunately, Beech’s solution to fitting a dual T-bar replaced with traditional individual controls. good, and thanks to the narrow fuselage, a clear yoke was to fit a huge T-bar which looks large Also a low-set traditional engine quadrant has view around to almost the tailplane is possible. enough to hold the wings on, obscuring most of been fitted along with repositioning the gear and ▼

2012 JUNE FLYER 045 ▼ FLIGHT TEST Baron 55

flap switches to more logical locations, making consequences. Vortex generators on BN are for a very clean uncluttered panel. A brief history placed only on the left side of the fin to Having flown many more hours in Baron 58s, counteract failure of the critical engine. Both the 55 is a slightly quirky beast; it is a very THE BARON’S ROOTS are not as easy engines rotate the same way on the Baron in the familiar cockpit, but there are operational to trace as one might imagine, but can be traditional American sense, meaning the left differences. The fuel system is a complex four directly linked with the now 65-year-old iconic engine is the critical engine. The right engine tanks compared to the 58’s two, complete with Bonanza design. The twin Bonanza, first flown creates the most yaw due to the direction of selectable aux main fuel gauge switch to display in 1949, causes confusion in the lineage as it rotation of the propeller. Micro VGs offers an the desired tank on the singular respective fuel is not a true derivative of the Bonanza, despite upgrade kit for the Baron with vortex generators gauges – another recipe for an incident. The fuel using some of the single-engine tooling. The on both sides of the fin, complete with cowling cocks are positioned on the floor between the waters are further muddied by the military strakes helping keep the airflow attached around front seats in the same location as the 58, but purchasing 216 Model 50 twin Bonanzas and the cowls during high-angle-of-attack flight. I am they sit higher. The placarding is clear and calling it the L-23 Seminole! a big fan of vortex generators, which for many thankfully lacks ambiguity. The other quirk is the The Baron is a direct descendant of the aircraft transform their handling often from cowl flaps, which are electrically operated, unlike Model 95 Beech ‘Badger’, produced to be a sloppy controls into crisp and responsive craft. the manual ones on the 58. direct competitor with the and Reviewing the speed from the flight manual BN is equipped with IO470 Continentals, Piper Apache, being frugally engined with supplement, I mentally note to adjust the so starting is easier than Lycoming-injected two four-cylinder 180hp Lycoming engines. approach speeds accordingly, down from 95kt to engines, not requiring the mixture dance. Due to complaints from the US Air Force that 81kt, which potentially is a lot of runway saved Continentals are started with the mixture rich. the Badger name had already been assigned on landing. The captain’s left-hand side wall contains the to a Soviet Bomber, it was later renamed magneto switches, neatly stacked and easily the Travel Air harping back to the formative Feisty performance accessible, of the permanent non-key types years of Beechcraft. The Travel Air is a curious Take-off roll is busy and brisk with the expected favoured by Beech, with the OAT probe above. looking aircraft; the front half is definitely right boot needed to maintain the centreline. The alternator switches are forward of the Baron, but the empennage looks very dated As with most VG or STOL-equipped aircraft, the contoured trim around the OAT with a keyed and completely out of place, being borrowed Baron levitates off the ground before the pilot master switch below and in front of the mag from the T34 Mentor, the US Air Force military consciously rotates. With BN’s minimum control switches. Low on the side wall is the oxygen tandem training version of the Bonanza. speed being the same as the stall, there is a control panel, which is marked ‘inop’ as the The Baron finally morphed out of the simplified thought process during the take-off roll. bottle has been removed. Travel Air by replacing the tail with the more Engine failure while still on the ground means It was brought to my attention that the ASI in streamlined and aesthetically pleasing closing the throttles and stopping on the runway; BN is still wearing its old markings for blue line one from the Beech Debonair/Bonanza once airborne and not sufficient runway left, it is and red line speed, despite being equipped with and by the addition of larger, six-cylinder a case that the aircraft is already flying so Vmca vortex generators. In my opinion a true safety Continental engines nestled below more has already been achieved, so best rate of climb, enhancer on a twin-engine dropping the red line streamlined cowls. The Baron 55 was born. blue line speed, is then of concern for obstacle minimum control speed, Vmca, to the clean stall The marque was changed by the addition clearance. The Baron further simplifies the speed of 70kt. Vmca is the minimum speed at of more powerful engines (one marque thought process by having the same max take-off which the rudder can meet the induced yaw used Lycomings), finally being stretched in and landing weight of 2,313kg (5,100lb), from the live engine, with one engine shut down. 1969 and renamed the Baron 58 with the meaning that fuel doesn’t need to be burnt off Vmca is possibly the most critical speed for any addition of double, rear-entry doors into rear and a quick circuit and landing can be carried twin engine; below this speed if you are airborne club seating and a raised gross weight. Larger out. In fact, Beech has been a little canny on its and have an engine failure, particularly in the engined 55s and 58s are given away by an air max ramp weight, allowing another 21lb (9.5kg) safety-critical, take-off and climbout phase, the intake scoop on the top of the cowling. over the max take-off weight, which cleverly

aircraft will roll inverted with undesirable equates to normal warm-up and taxi fuel. ▼

You can see more photos from this flight test on the iPad edition of F LY E R and on the Editorial Extras section of the F LY E R forum at forums.flyer.co.uk

▼ 046 FLYER JUNE 2012 Take advantageofVAT freemaintenancetodayinJersey Baron 55 TEST FLIGHT ▼ Part MSubG•Cof A Renewals 048 FLYER JUNE 2012 Total supportfor ‘N’ registeredaircraft• Authorised PiperMaintenanceCentre We areyourclosestCAMO. Call: +44(0)1534742373 orEmail:[email protected] G-Reg aircraftinFrance? beasts and will happily highlight a poorly-planned beasts andwillhappilyhighlightapoorly-planned the dragisverynoticeable.Baronsareslippery change isminimal,butforsuchastubbygear, gearbox, whichlivesunderthepilots’seats.Trim a verydistinctivescreamoftheelectrically-driven gear deploymentisswift,sub5seconds,andhas changes areexperiencedwithflapdeployment; actions ofaverycivilisedaircraft.Expectedtrim noddingat67kt. Thewarnings withrhythmic down arrivedat a veryuseful66kt,withclear warning, butthestallspeedfull-flapandgear of gearandflaphadlittleeffectonthestall with thefullstallat80ktindicated.Combinations 90kt, followedbyverynoticeablebuffetat83kt of theship,withstall-warnersoundingat change isverynoticeableintheattitude thespeed back tobekindtheengines, appears tobeanentirelyreasonablefigure. an averageof90lphforaTAS of180kt, which owner andoperator, advisedmethatitworkson test truedoutat180kt. AirborneServices,the indicated 175kt, whichatlow levelonthedayof 11usg This gavean (42litres)burnperengine. which accordingtotheflightmanualequates leaned fuelflowswereindicating5psiaside, settled andtrimmedhands-offat23 square,the speed andfuelburnsneedtobefactored,but some highspeedassessment.We werelight,so controls. Atruedelight. formation withnohintofsloppinessthroughthe Baron wassolidandveryeasytokeepin difference. NodoubttheVGs helped,butthe expected, consideringtheperformance formating atjustover100kt waseasierthan similar feistyperformance. weight;Isuspectthesmallersiblinghas at max climb atthelowerlevelsinexcessof1,500fpm past experienceofthe58 isthatitwillhappily towards the2,000fpmatthislightweight,but Asexpected,climbfiguresarewell performance. about 500lb undermtow, makingforquitelively and abouthalffuel,whichIestimatedtobe Slowing for a clean stall, easing the throttles Slowing foracleanstall,easingthethrottles Photo sessioncomplete,Ibrokeawayfor Quickly catchingthecamerashipand There areonlytwoonboardfortheflighttest

Ask tospeakBob Wright Now! Suppliers ofGarminand Trigg Avionics • Annuals good as it gets for personal light piston transport. ■ good asitgetsforpersonallightpistontransport. have amissionfortwin,theBaronisprobablyas flying isgettinglessanddesirable,butifyou Beechcraft owners’andpilots’organisations. ,buttherearemany of difficult duetotherecentlynotifiedbankruptcy generally expensiveandmaywellbecomemore are introduction, ishardlysurprising.Parts the ageofdesignwithlittlechangessinceits the easiestaircrafttoworkon,whichconsidering prices.They arenot notches abovesingle-engine double rearentrydoors. marred bydraughtydoorsealsontheconvenient seating ofthe58 isverysocial,butusually might thinkintheskinnyfuselage.The club isnotasbadone autopilot. Passenger comfort machine ofthiscalibrecriesoutforaworking instrument flyingplatform,butatravelling very littletrouble.They areagoodsolid landing-gear, which onceproperlyriggedgives to +4.4gandacurious-3.0g,withveryrobust as strongandsolidtheyfeel,beingstressed thatitisapilot’saircraft.They are probably agree fond oftheirhandlingqualities,andwillall flying theBonanzaandBaronmarqueswillbe when touchdownfinallyoccurs. runways of thewheelsandbrakesonshorter embarrassingly longdistancerequiringtorturing speed, andthemachinewillfloatforan ASIwillencourageyoutocarrytoomuch original especially truewithVG-equipped Barons,the long asthespeedhasbeenkeptincheck.This is easily checked. briefly togetthegearout,onceoutspeedis briefly holdingaltitudeorbypitchingthenoseup deployment ofthecowlflapshelpsfollowedby to getbelowthegearspeed–typically are neededupthesleevefordissipatingenergy afewtricks executed beingkindtotheengines, deployment speedof153kt, ifthedescentis highergear speed, butevendespiteBN’s descent. Lowerserial#’shavealowergear • SurveysEngineInstallations Of course, in times of expensive fuel, twin Of course,intimesofexpensivefuel,twin Maintenance costs,aswithalltwins,isseveral Most pilotswhohavehadthepleasureof Landing isreallyaformalitywiththeBaronas Fuel...... mauw...... Empty weight...... &loading ■ weights Wing area...... Height...... Length Wingspan...... ■ dimensions www.hawkerbeechcraft.com ■ Contac 4-6 ■ SEATING 2 xContinentalIO-470-L 260hp ■ engine $150,000 –$200,000 ■ COST Cruise Max speed...... ■ PERFORMANCE Range...... Max climb...... Landing from50ft...... Take-off to50ft...... Ceiling...... TEC ...... t D Baron 55 H S Channel Island Aero Services etails 199.2sq ft/18.50sq m 100-136g/455-618ltt P 1,693fpm/8.6mps 37ft 10in/11.53m 19,300ft/5,883m 3,236lb/1,468kg 5,100lb/2,313kg 2,154ft/656.5m 201kt/231mph 184kt/212mph 2,148ft/655m 9ft 7in/2.92m EC 28ft/8.53m 739nm