Beechcraft Baron C55 Overview

rudder has its own trim tab for engine-out conditions. A fresh-air inlet is located in the large dorsal fin, feeding the cabin’s overhead vent system. Heating is supplied by a 50,000-BTU Janitrol combustion heater in the nose. Fast Flying In The 1960s Boarding via the wingwalk, we entered the time-warp cabin of N48SC. The dual control wheels are mounted on a single crossbeam, obscuring much of the lower panel. Bonanzas and Barons frequently came with a single throw-over yoke, giving more room for the front passenger, as evidenced by fold-away rudder pedals, with 10 • TWIN & TURBINE DECEMBER 2015 no brakes, on the right side. The tight confines of the Baron cockpit is the secret to its 200-knot top cruise number. Accordingly, power controls had to be placed high in the center panel. Much has been made by self-appointed correctionists over the odd placement of cockpit controls, to which Walter Beech would have said “what’s odd about it?” The Baron’s throttles are in the center of the quadrant, with props on the left and mixtures on the right; the gear knob is right of the yoke, with flaps on the left. This arrangement was bequeathed to the Travel Air and Baron from the Twin Bonanza, which had carried it forward from the Beech 18, itself patterned after the front offices of 1940’s two-pilot airliners. It remained so until the 1984 redesign of the Baron 58. One adapts easily enough. The fuel selectors are beside the knee, giving main, aux and crossfeed settings with schematic portrayal. Ignition and starting switches are on the left sidewall, guarded by a key-operated master switch. Trim wheels are on the lower quadrant, with cowl-flap switches on the subpanel. The electric cowl flaps were changed to manual levers midway through the E55’s production, to eliminate maintenance. Dual-needle power instruments are located directly above the levers controlling them, at eye-level for easy scanning during takeoff. The door absolutely must be checked for latching before takeoff; if it pops open in-flight the noise level is dramatic and it cannot be closed without landing, although the airplane is safely flyable. The middle windows feature Bonanza-style prop-open ventilation for ground operation, and double as emergency exits if a release pin is pulled. Starting requires boosting up a bit of fuel pressure, then beginning cranking with throttle at idle and advancing it slowly until the engine catches. An adroit application of boost pump overcomes reluctance and the second engine follows in due course. Taxiing is a pleasure with positive nosegear steering, although the tall glareshield presents some challenge. At runway end, the usual piston-engine checks are best followed by reviewing a checklist, due to the 1960’s scattering of target items. Controls, cowl flaps, trims, doors and windows are confirmed, followed by a runup, beginning with prop exercise at 2,200 rpm, reducing to 1,700 for mags test, and reduced further to 1,500 rpm for a feathering check. Takeoff Planning While the big-engine Barons are about as capable as any piston twin under engine-out conditions, takeoff planning should always begin with consideration of “what if...” Early Barons were grandfathered out of the airspeed indicator markings of Vmca and Vyse, but most have been retro-marked. On N48SC, a blue radial Pacific Coast Avionics Quarter Page 4/C Ad denotes the 100-knot Vyse, but there’s no red line for the Vmc of 80 knots. Knowledgeable Baron pilots pitch up to a climbout attitude comparable to that attained at single-engine best-climb speed, accelerating rather than zooming skyward exuberantly. Barons don’t like to stay on the ground near liftoff, tending to wheelbarrow if held down, so lifting off at close to the Vxse of 96 knots and getting the gear up with positive rate places the aircraft in safe territory. Beech’s handbook numbers, on the other hand, are based on liftoff at Vmc + 5 knots. The Baron climbs well, particularly if lightly loaded with both engines on duty. Expect 1,500 fpm or more at full chat, brisk enough that one pulls power back to 25 square and accelerates into a cruise-climb of 130-140 knots to prevent ear-popping pressure changes. Quickly reaching optimum cruising altitude in the 8,000 to 10,000-foot range, the cowl flaps are buttoned up and trim is fine tuned. The superlative 200 knots supposedly comes at 75% power and 6,500 MSL, but most trips will see 185-190 knots on 65% power, where fuel burn runs 28 to 30 gph. While a stable, comfortable cruiser, the Baron C55 seriously enjoys being maneuvered, with light controls and quick response, particularly with the aerodynamically-boosted aileron circuit. Beech always built nice-flying airplanes, and the big Barons, even the 6,000-lb 56TC, are all fun to fly. Slowed down, the Baron C55 handles well, even at 80 knots; approach flaps and gear can go out at 152 knots and full flaps are allowed below 122 (the C55 was certificated around mph indications, which will be used in equivalency for its operation). Even an approach stall was tolerated well, coming at about 70 knots. An approach and landing starts by leveling at 140 knots, often with first-flaps extended to improve visibility, putting the gear down to initiate descent and using 120 knots for pattern maneuvering, then slowing to 105 on final and perhaps 95-100 over the fence. Barons roll out enthusiastically and, while an 1,800-foot landing over a 50-foot obstacle is quoted, doubling that distance is a wiser policy. Precision, however, is easy to achieve with the responsive handling. If one is prepared for its geriatric maintenance requirements, a 50-year-old big-engine Baron is a great old traveling machine. With modern avionics, it delivers fine value and performs as it always has. There is a 500-hour recurring AD inspection for cracks in the center-section spar web that can be eliminated with a kit, the rest of the maintenance depending on the state of neglect and wear. Beechcraft products are well built, but parts can be pricey. A half-century seems to come along before we realize it. It’s worth taking note of such a milestone, recognizing a great airplane. •T&T SPECIFICATIONS 1966 Beech Baron C55 Powerplants Seats 6 Fuel 142 gal. usable Performance Service ceiling 20,900 ft. Single-engine ceiling 7,100 ft. Max. cruise speed 200 kts. Stall speed 67 kts Takeoff distance (50 ft. obstacle) 968 ft. Landing distance (50 ft. obstacle) 1,414 ft. Max. range (w/reserve) 955 n. mi. Climb rate-2 engines 1,670 fpm Climb rate-1 engine 335 fpm Weights MTOW 5,300 lb. Landing 5,300 lb. Empty 3,015 lb. Useful load 2,285 lb. Dimensions Wingspan 37.8 ft. Height 9.2 ft. Length 29 ft. Cabin length 11.75 ft. Cabin width 3.5 ft. Cabin height 4.2 ft. Baggage 420 lb. DECEMBER 2015 TWIN & TURBINE • 11