When the Model 95 Travel Air was in its prototype stage in 1956, it was known as the Badger. It entered production in 1958, with a factory list price of $49,500.

The first Beech Travel Air on the British register (1960) was G-APUB.

In the 10 following years, the Travel Air was subject to a few major changes. Engine power output remained at 180 on all models, with carburetors being replaced by fuel injectors in 1964. In that same year, the cabin was stretched an additional 20 inches. The factory price rose, in 1968, to $153,500 list, including avionics. Only 14 1968 E95 model were built. In all these years and changes, the basic performance figures of the Travel Air differed only slightly. Top speed varied only by a mile per hour or so, cruise rose from 195 to 200, and range and altitude held constant. A limitation of the Travel Air to some pilots was the low single-engine ceiling of 4400 feet.

1958 Beechcraft Travel Air
Engines: Lycoming O-360-A1A, 180 hp
TBO: 2000 hrs
Fuel type: 80/87
Propeller type/diameter: Hartzell/72 in
Landing gear type: Tri/Retr.
Max ramp weight: 4000 lb
Gross weight: 4000 lb
Landing weight: 4000 lb
Empty weight, std: 2500 lb
Useful load: 1172 lb
Payload, full std. fuel: 548 lb
Usable fuel, std: 112 US gal
Wingspan: 37 ft. 10 in.
Overall length: 25 ft. 4 in.
Height: 9 ft. 6 in.
Wing area:193.8 sq. ft
Wing loading: 20.6 lbs./sq. ft
Power loading: 11.1 lbs./hp
Wheel base: 7 ft.
Wheel track: 9 ft. 7 in.
Wheel size: 6.5 x 8 in (mains), 5 x 5 in (nose)
Seating capacity: 4
Cabin doors: 1
Cabin width: 42 in
Cabin height: 50 in
Baggage capacity: 270 lb front, 270 lb rear
Cruise speed 75% power @ 7,500 ft.: 200 kt
Cruise speed 65% power @ 10,500 ft.: 195 kt
Cruise speed 55% power @ 14,000 ft.: 181 kt
Fuel consumption 75% power: 21.0 USgph
Fuel consumption 65% power: 17.5 USgph
Fuel consumption 55% power: 15.0 USgph
Max range (w/reserve): 1360 nm
Vs: 84 mph
Vso: 70 mph
Best rate of climb @ gross: 1360 fpm
Best rate of climb, 8000 ft. @ gross: 800 fpm
Service ceiling (ft.): 18,100
Takeoff ground roll: 1700 ft (no wind, standard day, sea level)
Takeoff over 50-ft. obstacle: 2000 ft
Landing ground roll: 1100 ft
Landing over 50-ft. obstacle: 2200 ft

Beechcraft 1960 B95 Travel Air
Engine: Lyc. O-360-A1A, 180 hp
TBO: 2000 hr
Propeller: Const. spd.
Landing Gear type: Tri./Retr.
Gross weight: 4100 lb
Empty weight, std: 2860 lb
Useful load, std: 1240 lb
Fuel: 84 US gal
Wingspan: 37 ft. 10 in.
Overall length: 25 ft. 4 in.
Height: 9 ft. 8 in.
Wing area: 199 sq. ft
Seating capacity: 6
Cabin width: 42.5 in
Cabin height: 50 in
Baggage capacity: 270 lb (front.) /400 lb (rear)
Cruise speed, 8,000 ft 75% power: 170 kt
Cruise speed, 8,000 ft 65% power: 167 kt
Max range (w/ reserve) 75% power: 887 nm
Max range (w/ reserve) 65% power: 1008 nm
Fuel consumption 70% power: 21.0 US gph
Fuel consumption 65% power: 17.2 US gph
Stall speed (gear, flaps down): 60 kt
Best rate of climb: 1300 fpm
Service ceiling: 18,100 ft
Takeoff ground roll: 1740 ft
Landing ground roll: 1015 ft

D95A
Engines: 2 x IO 360 B1B.

E95
Engines: 2 x Lycoming O 360-AlA, 180-hp.
Seats 4-5.
Gross Wt. 4200 lbs.
Empty Wt. 2650 lbs.
Fuel capacity 112 USG.
Top speed 240 mph.
Cruise 200 mph.
Stall 75 mph.
Initial climb rate 1250 fpm.
Range 1035 sm.
Ceiling 18,100 ft.
Takeoff distance (50’) 1280 ft.
Landing distance (50’) 1590 ft.

E95 Travel Air
Engines: 2 x 180¬hp Lycoming IO 360 B1B.

Beech designed the Queen Air in response to suggestions of owners of the Model 50 Twin Bonanza. From the L23F derivative of the Model 50 Twin Bonanza Beech developed the civil Model 65 Queen Air The Queen Air has a separate pilot compartment, individual reclining chairs. Easy entrance without climbing on the wing, a baggage compartment accessible in flight, a snack bar and toilet facilities.

On 28 August 1958 Beech flew the prototype, designed as a seven/nine-seat low-wing monoplane with retractable tricycle landing gear, the 65 Queen Air was powered by two 254kW / 340-hp Avco Lycoming IGSO-480-A1B6 flat-six engines. The airplane had a cruise speed of 200 mph and a maximum range of 1590 miles. A bare aircraft sold for $120,000, and equipped with radios, radar and other accessories, for about $170,000. Full IFR instrumentation was standard, and optionally available equipment included autopilot and navigation and weather-avoidance radar.

In January 1968 Beech flew the first of three Model 65s that were to be used by the US Army for evaluation. This resulted in orders totalling 71 aircraft, under the designation L-23F Seminole, an identification chosen because of the general similarity between the Twin Bonanza and Model 65 Queen Air.

In 1962 the L-23F was redesignated U-8F, and some modified at a later date to provide improved interior accommodation became U-8Gs. A number of commercial Queen Airs were acquired by the Japan Maritime Self-Defence Force, for use in navigation trainer and transport roles, and others went to the air forces of Uruguay and Venezuela.

L-23F, U-8F (Queen Air) TC 3A20
58-1354/1356, 60-3453/3463, -5386/5390, 61-2426/2430, 62-3832/3875, 63-12902 (also as YU-21), -13636/13637, 66-15365, 1 for Pakistan 63-7975, and 3 impounded drug-runners 81-13658/13659, 83-24370, the latter returned to service as QA-65.

Beechcraft Queen Air / L-23F / U-8F Article

An improved Model A65 Queen Air had swept vertical tail surfaces and greater fuel capacity; and a version with a high-density seating arrangement for a crew of one or two, with 10 or nine passengers respectively, was known as the Queen Airliner. A Model 65 Queen Air was provided with two 373kW Pratt & Whitney PT6A-6 turboprop engines. Identified initially by the company as the Model 65-90T Queen Air, this was evaluated by the US Army, from 17 March 1964, as the NU-8F.

First flown on 22 June 1961, the Model 80 Queen Air had more powerful engines (283kW / 380-hp), but the Queen Air A80, introduced in January 1964, had increased wing span that allowed for operation at a higher gross weight. Final version was the Queen Air B80, incorporating a number of design and equipment improvements, and 11-seat Queen Airliners were available for each of these basic versions.

A pressurised Model 88 Queen Air version of the Model 80 was introduced in August 1965. Generally similar to the Queen Air B80, it had structural modification of the fuselage to cater for pressurisation, and circular cabin windows. It was taken out of production during 1969 after 45 had been built.

The Model 70 Queen Air was introduced in 1968. This was basically an A65 with the increased span wing of the B80.

Manufacture of the Models 65 and 70 was terminated at the end of 1971, at which time production figures totalled 404 (including U-8Fs) and 42 respectively. Production of the Model 80 Queen Airs continued until the end of 1978, at which time approximately 510 had been built.

In 1971 the rights to build and market a modified version were sold to the Excalibur Aviation Company and Swearingen Aircraft. The Excalibur 8800 is a modification replacing the engines with O-720s, low-drag engine nacelles, 3-bladed Hartzell props etc.

Gallery

65
Engines: 2 x Lycoming IGSO 480 A1A6, 340-hp.
TBO: 1,400 hour.
Seats 6-7.
Gross Wt. 7700 lbs.
Empty Wt. 4640 lb
Fuel capacity 230 USG.
Top speed 240 mph.
45% power cruise: 171 mph
Range 45%: 1660 miles
Fuel burn 45%: 23 US gph
Stall 80 mph.
In¬itial climb rate 1300 fpm.
Ceiling 27,000 ft.
Single-engine service ceiling: 15,500 ft
Range 1205 sm.
Takeoff distance (50’) 1700 ft.
Landing distance (50’) 1980 ft.

65-70 Queen Air
Seats 7-11.
Gross Wt. 8200 lbs.
Empty Wt. 4995 lbs.
Fuel capacity 214 USG.
Engines two 340-hp Lycomings.
Top speed 240 mph.
Cruise 209 mph.
Stall 79 mph.
Initial climb rate 1375 fpm.
Ceiling 26,800 ft.
Range 1295 sm.
Takeoff distance (50’) 1675 ft.
Landing distance (50’) 2017 ft.

65-B80
Engine: 2 x Lycoming IGSO-540-A1D, 380 hp / 283kW.
Seats: 11.
Wingspan: 15.32 m / 50 ft 3 in
Length: 10.82 m / 35 ft 6 in
Height: 4.33 m / 14 ft 2 in
Wing area: 27.3 sq.m / 293.85 sq ft
Wing loading: 29.9 lb/sq.ft.
Pwr loading: 12.2 lb/hp.
Gross wt: 8855 lb.
Empty wt: 5297 lb.
Equipped useful load: 3278 lb.
Payload max fuel: 1754 lb.
Range max fuel 75% pwr: 1027nm/5.3hr.
Range max fuel /55% pwr: 1348nm/7.8hr.
Service ceiling: 26,800 ft.
Max speed: 247mph.
75% cruise: 193 kt.
55% cruise: 174 kt.
Vmc: 87 kt.
Stall: 70-84 kt.
1.3 Vso: 91 kt.
ROC: 1275 fpm.
SE ROC: 210 fpm @ 102 kt.
SE ceiling: 11,800 ft.
Min field length: 2572 ft.
Landing distance (50’) 2572 ft.
Fuel cap: 1200/1524 lb / 214-264 USG.

88
pressurized

Excalibur Queenaire 800 / Beech Queen Air
Engines: 2 x Lycoming IO-720-A1B, 400 hp.
Seats: 6/11.
Wing loading: 29.9 lb/sq.ft.
Pwr loading: 10 lb/hp.
Max TO wt: 8000 lb.
Empty wt: 5068 lb.
Equipped useful load: 2600 lb.
Payload max fuel: 1220 lb.
Range max fuel/ 75% cruise: 886 nm/4.4 hr.
Range max fuel / 55% cruise: 1156 nm/ 6.3 hr.
Service ceiling: 22,200 ft.
75% cruise: 201 kt.
55% cruise: 185 kt.
Vmc: 74 kt.
Stall: 69-80 kt.
1.3 Vso: 90 kt.
ROC: 1535 fpm.
SE ROC: 360 fpm @ 102 kt.
SE ceiling: 11,800 ft.
Min field length: 2200 ft.
Fuel cap: 1380 lb.

Excalibur Queenaire 8800 / Beech Queen Air
Engines: 2 x Lycoming IO-720-A1B, 400 hp.
Seats: 8/11.
Wing loading: 29.9 lb/sq.ft.
Pwr loading: 11 lb/hp.
Max TO wt: 8800 lb.
Empty wt: 5468 lb.
Equipped useful load: 3000 lb.
Payload max fuel: 1416 lb.
Range max fuel/ 75% cruise: 1047 nm/5.2 hr.
Range max fuel / 55% cruise: 1341 nm/ 7.3 hr.
Service ceiling: 19,800 ft.
75% cruise: 201 kt.
55% cruise: 185 kt.
Vmc: 75 kt.
Stall: 70-86 kt.
1.3 Vso: 91 kt.
ROC: 1490 fpm.
SE ROC: 250 fpm @ 102 kt.
SE ceiling: 9,800 ft.
Min field length: 2250 ft.
Fuel cap: 1584 lb.

Beech entered the field of pressurised general aviation aircraft following a first flight of the Beech Model 60 Duke on 29 December 1966. The Duke was intended as a luxury four/six-seat aircraft, and overall configuration was similar to other Beech twins. It was intended for operation at higher gross weights and had strengthened landing gear, and much more powerful Avco Lycoming TIO-541-E1C4 380-hp turbocharged engines.

The Duke uses turbo bleed air to obtain 4.6 psi cabin pressure, which will maintain a 10,000-foot cabin altitude all the way to 24,800 feet. Two separate baggage compartments in the nose and aft fuselage handle 500 and 315 pounds of luggage, respectively. The spacious Duke cabin provides a center aisle separating the seats, plus dividers between the flight deck and passenger cabin. A 20 per cent increase in range and new landing lights on the retractable gear were the changes for 1976. As an option, the pressurized twin can hold up to 232 gallons of usable fuel by adding wet wing tips. This boosts the fuel load by 90 gallons over the 142 gallons standard fuel load. The previous option allowed a maximum of 202. In 1977, the Duke advertised a higher cruise speed, improved exterior lighting and a standard Collins avionics package. In 1980, a Hoskins fuel-flow system indicates flow in gallons and pounds per hour, plus fuel remaining. Timing modes calculate flying time remaining and elapsed time since engine start.

Only two revised versions of the original Model 60 appeared during the production run, the Model A60 and Model B60 introduced in 1971 and 1974 respectively. The first provided a 23kg increase, in maximum take-off weight, the second a slightly larger cabin and increased fuel capacity. Such an aircraft was by no means cheap and, by American standards, was built in comparatively small numbers, with a total of 596 completed by the end of production in 1983.

BE-A60 Duke
Engines: 2 x Lycoming TIO 541 EIA4 6 cylinder turbocharged, 380 hp each.
Length: 33 ft 10 in.
Wingspan: 39 ft 3 in.
Speed: 286 mph.
Ceiling: 31,000 ft.
Range: 973 mls.

BE-B60 Duke
First built: 1968.
Engines: Lycoming TIO-541-E1C4, 380 hp each.
TBO: 1600 hrs.
Props: Hartzell 3-blade, 74-in, constant speed, full feathering.
Seats: 4/6.
Wingspan: 11.97 m / 39 ft 3 in
Length: 10.31 m / 33 ft 10 in
Height: 3.76 m / 12 ft 4 in
Wing area: 19.78 sq.m / 212.91 sq ft
Wing aspect ratio: 7.2.
Cabin length: 11 ft 10 in / 3.61 m
Cabin width: 4 ft 2 in / 1.27 m
Cabin height: 4 ft 4 in / 1.32 m
Maximum ramp weight: 6819 lbs.
Maximum takeoff weight: 6775 lb / 3073 kg
Empty weight equipped: 4235 lb / 1921 kg
Standard empty weight: 4425 lbs.
Maximum useful load: 2394 lbs.
Maximum landing weight: 6775 lbs.
Wing loading: 31.8 lbs/sq.ft.
Power loading: 8.9 lbs/hp.
Maximum usable fuel: 232 USG/1392 lbs.
Best rate of climb: 1,601 fpm @ 120 kts.
Climb gradient: 801 ft/nm.
Rate of climb @ 8,000 ft: 1460 fpm.
Certificated ceiling: 30,000 ft.
Service ceiling: 30,800 ft / 9390 m
8000ft cabin alt @: 21,600.
Maximum single-engine rate of climb: 307 fpm @ 110 kts.
Single-engine climb gradient, sea level: 165 ft/nm.
Single-engine service ceiling: 15100 ft.
Maximum speed: 246 kts.
Max cruise 79% pwr 25,000ft/7620m: 241 kt / 278 mph / 447 kph
Cruise @ 65% pwr @ 8,000ft: 185 kts.
Cruise @ 65% power @ 18,000ft: 201 kts.
Fuel flow @ 65% pwr @ 18,000 ft: 223 pph.
Endurance at 65 % pwr @ 18,000 ft: 6 hrs:
Range 45% 15,000ft/4750m opt fuel 45min res: 1023 nm / 1177 mi / 1893 km
Range 75% 25,000ft/7620m opt fuel 45min res: 837 nm / 963 mi / 1550 km
Stalling speed clean: 81 kts.
Stalling speed gear/flaps down: 73 kts.
Turbulent-air penetration speed: 160 kts.
Nose baggage capacity: 50 lb / 226 kg / 32 cu.ft / 0.91 cu.m
Cabin rear capacity: 315 lb / 143 kg / 28.25 cu.ft / 0.80 cu.m

First flown in June 1969, the Baron 58 became a part of the lineup in 1970, replacing the 56TC, and used the 285-hp Continental engine. It had the fuselage lengthened by 0.25m to provide a more spacious cabin, and an extension of the wheelbase. Ready acceptance of this improved Baron, with delivery figures that averaged about two per week for more than 12 years, resulted in the introduction of a pressurised Model 58P, with first deliveries in late 1975. Beechcraft has added two new versions, the 58P for over-the-weather pressurized comfort and the Baron 58TC for high-altitude performance.
The Baron 58P, Continental TSIO 520 L, 310 hp each, was priced at $200,750 (1976), with propeller synchrophasers as standard. Both these additions use the same 310-hp turbocharged Continental engines enabling them to have a service ceiling of 25,000 feet and above. The Model 58P combined the Model 95-B55 wings, Model 58 tail unit, a strengthened Model 58 fuselage to cater for pressurisation, and main landing gear units as developed for the Model 60 Duke.

All Baron 58s have accommodations for four to six passengers with optional club seating where the rear two pairs face other.
By mating the turbocharged powerplants and beefier wings of the pressurized Baron with the lighter fuse-lage of the Model 58, Beech has developed a versatile light twin that capitalizes on the performance advan¬tages of turbocharging without adding the cost and weight of pressurization. Everything about the 58TC that doesn’t involve pressurization is identical to the equivalent part of the Baron 58P: its wings and landing gear accept the same increased gross weight of 6,100 pounds, its en¬gines also are 310 hp Continental, and its fuel tanks hold an optional capacity of 190 usable gallons. But the 58TC doesn’t require the extensive pressurization hardware, wider window posts and smaller rear door that characterize the 58P. The standard Baron 58 fuselage with its convenient double rear entry doors has been retained to produce an aircraft with the alti¬tude performance of the 58P but with a considerably lower empty weight, a 35 percent higher floor loading capacity and a lower price tag.
Automatic wastegate turbocharging, which is the type used on the Baron 58TC, allows an engine to deliver its rated horse¬power up to the altitude where the wastegate is fully closed and no more exhaust can be diverted to the turbocharger. For the 58TC, that “critical altitude” is higher than its certif¬icated ceiling of 25,000 feet, which was es¬tablished on the basis of the 58P design re¬quirements, since FAR 23 places additional structural requirements on pressurized air¬craft operating above FL 250. (The 58TC and the 58P share the same type certificate.)
By conditionally restricting the maximum rpm to 2,600, Beech was able to certificate the 58TC to the noise standards that were scheduled to become law in 1980, but that also reduced the normal operating power of each engine from the P Baron’s 310 at 2,700 rpm to 301 hp. The pressurized Bar¬on therefore enjoys slightly better twin en¬gine takeoff performance compared with the 58TC because it has three percent more power available continuously from its en¬gines, but single engine performance and op-erations below 97 percent power are the same for both aircraft whenever they are flown at identical weights.
Unlike earlier Barons, the 58P and 58TC are certificated under FAR Part 23, amend¬ments 1 through 12. The 58P went through an en¬tire certification process (as opposed to a testing of only the things that have been changed). The wings of the P and the TC have been strengthened with heavier spars, thicker leading edge skin and an extra attach point on a stub spar as on the Duke, which is built in the same plant. And while they were at it, Beech’s designers also put Duke landing gear and brakes on the new Barons.
Beechcraft 58P pressurized Baron looks like a Baron 58 but the windows are slightly smaller. A quarter inch comes off all the way around in the process of adding beef to the structure for pressurization. There’s a door at the left rear as well as the standard right front door. Some side mounted airscoops adorn the engine nacelles, and the nacelles are slightly longer than on the other Barons.
Comparing the Pressurized Baron with the regular 58, there are two basic differences: the 58’s engines are not turbocharged, and its cabin is not pressurized. The airplanes have about the same speed down low; the 58P starts to move away up high, where the turbochargers do their thing. However, because climbing time must be considered, the time en route on most trips would be very close, unless the 58P were to find a more favorable wind up high. The cabins are the same, and the useful loads are close. In operational range, the 58 has a rather clear advantage over the 58P. It also has almost twice the single engine rate of climb at sea level, but the 58P’s turbo-chargers turn the tables on that score at altitude.
An increase in structural capacity allows the 58TC to carry 350 pounds more than the Baron 58. In 1977, a new three-blade propeller is standard on the 58P. Two inches shorter, it improves maximum speed and in-creases the climb rate by more than 100 fpm. That year, club seating in all models, simplified fuel management, and increased optional fuel capacities were added.

Beech made significant changes in the 58P for 1979. Horsepower increased from 310 to 325 per side, with the Continental TSIO 520 WB replacing the 520 Ls used previously. A heavier crankcase and improved pistons and crankshaft were the main internal changes, allowing the maxi¬mum manifold pressure to be raised from 38 to 39.5 inches. The extra power permitted not only a 100 pound increase in maximum gross weight, but also a higher single engine rate of climb. The cabin pressure differential also went up from 3.7 pounds per square inch to 3.9 psi, giving a cabin altitude of 11,800 feet when the airplane is at its 25,000 foot maximum certificated ceiling. Optional 196 USG fuel tanks (190 usable), comprising four interconnected quick ¬drain cells in each wing.
4700 Barons had been delivered by 1980, by January 1989 2,182 Model 58s had been delivered. Optional equipment on the 58, E55 and B55 are heavy-duty brakes that offer up to 50 per cent greater stopping power. In 1979, the pressurized Baron’s performance was enhanced by an increase in horsepower from 310 to 325 with the Continental TSlO-520-WB six-cylinder engine. Providing a higher degree of performance, the turbocharged, fuel-injected engine is exclusively a Beech powerplant — shared only by the 58TC. With the additional horsepower, the Baron 58P has a top speed approaching 300 mph. The P Baron’s pressurization system fea¬tures a variable rate controller, which allows cabin climb to be adjusted in relation to air¬craft climb: you can smoothly reach maxi¬mum pressure differential (3.7 psi) at the same time you reach cruise attitude. The same is true on letdown.
Maximum cruise speed for the 58TC was increased to 277 mph. Pressurization differential in the 58P was increased from 3.7 psi to 3.9 psi, providing a sea-level cabin up to 8350 feet. At 25,000 feet, the Baron’s service ceiling, the cabin is a comfortable 11,900 feet.
The Baron’s range is increased by as much as 253 miles with optional wet wing tips added to the existing fuel cell system. The Baron 58’s capacity will be increased by 28 gallons and the 58P and 58TC by 24 gallons with the addition of the wet wing tips.
In addition to Beech production Barons, at least two turboprop conversions have been developed by other constructors. These include the SFERMA Marquis, produced in small numbers in France, and combining Beech-built Baron airframes with 328kW Turbomeca Astazou engines; and the American Jet Industries Turbo Star Baron powered by two 298kW Allison 250-B17 turboprops.

Baron 58
Engines: 2 x Continental IO-520-C, 285 hp
Wing span: 37 ft 10 in / 11.53 m
Length: 29 ft 10 in / 9.09 m
Cabin length: 12 ft 10 in / 3.01 m
Cabin max width: 3 ft 6 in / 1.07 m
Cabin max height: 4 ft 2 in / 1.27 m
Cabin volume: 135.9 cu.ft / 3.85 cu.m
Baggage compartment fwd: 18 cu.ft / 0.51 cu.m / 300 lb / 136 kg
Baggage compartment rear: 37 cu.ft / 1.05 cu.m / 400 lb / 181 kg
Extended rear baggage compartment: 10 cu.ft / 0.28 cu.m / 120 lb / 54 kg
Empty weight equipped: 3268 lb / 1482 kg
MTOW: 5400 lb / 2449 kg
Max cruise 75% pwr 7000ft / 2135m: 200 kt / 230 mph / 370 kph
Max ROC SL: 1694 fpm / 516 m/min
Service ceiling: 17,800 ft / 5425 m
Range 65% pwr 11,00ft / 3355m: 1052 nm / 1212 mi / 1950 km +res
Seats: 4-6

BE-58 BARON 58
First year built: 1970.
Engines, Two Continental IO-520-CB @ 285hp each.
TBO: 1700 hrs.
Props: Hartzell 2 blade 78 in.
Seats: 4/6.
Max speed, 208kts.
Cruise speed, 6,000ft: 200kts,
Cruise speed, 8,000ft @ 65% pwr: 190 kts,
Cruise speed, 10,000ft: 195kts,
Cruise speed, 12,000ft: 184kts.
Fuel flow @ 65% pwr @ 8000 ft: 161 pph.
Endurance @ 65% pwr @ 8000 ft: 7 hr.
Cruise range: 1108-1339nm.
Climb rate: 2eng – 1660fpm @ 104 kts,
Climb rate: 2 Eng. @ 8000ft: 960 fpm.
Climb rate: 1eng – 390fpm @ 100 kts.
Climb gradient: 958 ft/nm.
SE climb gradient: 234 ft/nm.
Service ceiling 2 eng – 18,600 ft
Service ceiling 1 eng – 7,000ft.
Stall speed: 84 kts
Stall speed gear/flaps down: 74kts.
Take-off dist: 1336ft – to 50’: 2101ft.
Landing dist: 1439ft, From 50ft: 2498ft.
Empty wt: 3361lbs.
Max ramp wt: 5424lbs.
Max T/O wt: 5400lbs.
Max ldg wt: 5400lbs.
Useful load: 2063lbs.
Wing area: 199.2 sq ft.
Wing span: 37ft 10in.
Wing aspect ratio: 7.2.
Wing loading: 27.1 lbs/sq.ft.
Power loading: 9.5 lbs/hp.
Length: 29ft 10in.
Height: 9ft 6in.
Useable fuel: 136, 166 or 194 gal.
Turbulent air penetration speed: 156 kts.

BE-58P BARON 58P
First year built: 1975.
Engines: 2 x Continental TSlO-520-WB, 325 hp.
TBO: 1600 hrs.
Props: Hartzell 3 blade 78 in.
Seats: 4/6.
Max speed: 261 kts.
Cruising Speed: 65% pwr @ 8000 ft: 191 kts.
Cruising Speed: 65% pwr @ 18,000ft: 211 kts.
Cruising Speed: 75% power @ 20,000 ft: 247 mph,
Cruising Speed: 65% power @ 20,000 ft: 232 mph.
Fuel flow @ 65% pwr @ 18,000 ft: 189 pph.
Endurance @ 65% pwr @ 18,000 ft: 5.8 hrs.
Stall Speed: 84 kts, gear/flaps down: 78 kts.
Vmc: 81 kt.
Rate of Climb: Two engines 1475 fpm @ 115 kts
ROC @ 8000 ft: 1281 fpm, One engine 205 fpm @ 115 kts/SL, 107 fpm @ 115 kts/10,000ft.
Climb gradient: 770 ft/nm.
SE climb gradient: 141 ft/nm.
SE ceiling: 13,490 ft.
Takeoff (50 ft obstacle): 2761 ft.
Takeoff: 1654 ft.
Range: 75% power @ 20,000 ft: 937 mi, 65% power @ 20,000 ft: 1021 mi.
Certificated ceiling: 25,000 ft.
8,000 ft cabin alt @: 19,250 ft.
Turbulent air penetration speed: 170 kts.
Empty Weight 4010 lbs.
Max T/O Weight 6200 lbs
Max useful load: 2230 lbs.
Max landing wt: 6200 lbs.
Wing Loading 32.4 lbs/sq.ft.
Power Loading 9.5 lbs/hp.
Fuel Capacity 166 gals, 1140 lbs.
Wingspan 37 ft 10in.
Length 29 ft 11 in.
Height 9 ft 2 in
Wing Area 188.1 sqft.
Wing aspect ratio: 7.6.

Baron 58P
Engines: 2 x Continental TSIO 520 L, 310 hp.
TBO: 1,400 hrs.
Props: constant speed, full feathering, three blade, 80 in dia.
Length: 29 ft. 11 in.
Height: 9 ft. 2 in.
Wingspan: 37 ft. 10 in.
Wing area: 188.1 sq. ft.
Wing loading: 32.4 lb/sq.ft.
Seats: 6.
Empty wt: 4,374 lbs.
Useful load: 1766 lbs.
Max ramp wt: 6,140 lbs.
Gross wt: 6,100 lbs.
Pwr loading: 9.8 lb/hp.
Fuel cap: 166 USG/996 lbs.
Minimum runway requirement: 2,761 ft.
ROC: 1,424 fpm.
SE ROC: 205 fpm.
Max op alt: 25,000 ft.
SE service ceiling: 13,220 ft.
Max speed: 231 kt.
Cruise (75% power @ 20,000ft): 215 kt.
Cruise (67% power @ 20,000ft): 202 kt.
Range (75% power @ 20,000 ft, 45 min res): 814 nm.
Range (67 % power 20,000 ft, 45 min res): 887 nm.
Duration @ 67 % power, no res: 5.5 hrs.
Stall speed (clean): 80 kt.
Stall speed (gear, flaps down): 76 kt.

BE-58TC Baron TC
First built: 1976.
Engines: Continental TSIO-520-WB, 325 hp each.
TBO: 1600 hrs.
Props: Hartzell 3-blade, 78-in.
Seats: 4/6.
Length: 29.9 ft.
Height: 9.2 ft.
Wingspan: 37.8 ft.
Wing area: 188 sq.ft.
Wing aspect ratio: 7.6.
Maximum ramp weight: 6240 lbs.
Maximum takeoff weight: 6200 lbs.
Standard empty weight: 3793 lbs.
Maximum useful load: 2447 lbs.
Zero-fuel weight: 5700 lbs.
Maximum landing weight: 6200 lbs.
Wing loading: 33 lbs/sq.ft.
Power loading: 9.5 lbs/hp.
Equipped useful load: 2191 lb.
Payload max fuel: 1051 lb.
Range max fuel/cruise: 1077nm/4.4hr.
Range max fuel /range: 1403nm/7.0hr.
Maximum usable fuel: 1140 lbs.
Best rate of climb: 1,475 fpm @ 115 kts.
Climb gradient: 770 ft/nm.
Rate of climb @ 8,000 ft: 1329 fpm.
Certificated ceiling: 25000 ft.
Maximum single-engine rate of climb: 270 fpm @ 115 kts.
Single-engine climb gradient: 141 ft/nm.
Single-engine service ceiling: 13490 ft.
Maximum speed: 261 kts.
75% cruise: 241 kt.
55% cruise: 202 kt.
Vmc: 65 kt.
Vso: 77 kt.
Cruise @ 65% pwr @ 8,000ft: 191 kts.
Cruise @ 65% power @ 18,000ft: 211 kts.
Fuel flow @ 65% pwr @ 18,000 ft: 189 pph.
Endurance at 65% pwr @ 18,000 ft: 5.8 hrs:
Stalling speed clean: 84 kts.
Stalling speed gear/flaps down: 78 kts.
Turbulent-air penetration speed: 170 kts.

BE-58TC
Engines Continental TSIO 520 L, 301 hp @ 2,600 rpm.
TBO: 1,400 hrs.
Propellers Hartzell three blade, 78 in. diameter.
Length: 29 ft. 11 in.
Height: 9 ft. 2 in.
Wingspan: 37 ft. 10 in.
Airfoil NACA 23016.5 root, 23010.5 tip.
Aspect ratio 7.16.
Wing area 188.1 sq. ft.
Wing loading 32.42 lbs./sq. ft.
Power loading 10.13 lbs./hp.
Seats: 6.
Gross weight: 6,100 lbs.
Empty weight: 4,016 lbs.
Useful load: 2,039 lbs.
Payload with full fuel 899 lbs.
Fuel capacity (standard) 116 USG/996 lbs.
Fuel capacity (optional) 190 USG/1,140 lbs.
Baggage area 28 cu. ft.
Baggage capacity 470 lbs.
Minimum runway requirement 2,495 ft.
Rate of climb 1,461 fpm.
Single engine rate of climb 204 fpm.
Service ceiling 25,000 ft.
Single engine service ceiling 14,400 ft.
Maximum level speed 249 knots.
Cruise (74% @ 25,000 ft.) 231 knots.
Economy cruise (55 % @ 25,000ft) 202 knots.
Range @ maximum cruise (optional tanks, 45 min res) 1,020 nm.
Range @ economy cruise (optional tanks, 45 min res) 1,265 nm.
Duration @ max cruise (no res) 5 hrs.
Duration @ economy cruise (no res) 8.25 hrs.
Maneuvering speed 170 knots.
Stall speed (clean) 83 knots.
Stall speed (gear, flaps down) 75 knots.

2008 Beechcraft Baron G58
Engine: Continental IO-550C, 300 hp@SL
TBO: 1700 hr
Fuel type:100LL
Propeller type: CS
Landing gear type: Tri./Retr.
Max ramp weight:5524 lb
Gross weight: 5500 lb
Landing weight: 5400 lb
Maz zero-fuel weight: 5215 lb
Empty weight, std: 4050 lb
Useful load, std: 1450 lb
Payload, full std. fuel: 286 lb
Usable fuel, std: 194 USgal
Wingspan: 37 ft. 10 in.
Overall length: 29 ft. 10 in.
Height: 9 ft. 9 in.
Wing area: 199 sq. ft
Wing loading: 27.6 lbs./sq. ft
Power loading: 9.2 lbs./hp
Wheel size: 6.00 x 6 in
Seating capacity: 6
Cabin doors: 2 (3)
Cabin width: 42 in
Cabin height: 50 in
Cruise speed 75% power: 202 kt
Cruise speed 65% power: 192 kt
Cruise speed 55% power: 177 kt
Max range 75% power: 1052 nm
Max range 65% power: 1101 nm
Max range 55% power: 1388 nm
Vso : 75kt
Best rate of climb, SL: 1700 fpm
Best rate of climb, SE: 390 fpm
Service ceiling: 20,688 ft
Service ceiling, SE: 7284 ft
Takeoff ground roll: 2300 ft
Landing ground roll: 1300 ft