Beechcraft Baron B58 POH - TH-1472 - TH1476

SENECA COLLEGE
SCHOOL OF AVIATION
FLIGHT MANUAL
FOR
RAYTHEON
BEECHCRAFT B58 BARON
VERSION B1
FOR CLASSROOM USE

ONLY
FOR CLASSROOM USE

ONLY
||ay|'|lB0ll Aircraft
LIST OF E|=r=EcT|vE PAGES
This listing contains all current pages with effective revision
number or date. It should be used after posting changes to
ensure the manual is complete and up-to-date. A/ways
destroy superseded pages when you insert revised pages.
Baron® 58/58A
(Serials TH-1472 and After, except TH-1476,
TH-1487, TH-1489, and TH-1498)
Pi|ot’s Operating Handbook

Bhd
FAA Approved Airplane Flight Manual
P/N 58-590000-39
Revision B1 - June, 2004
Title Page .... ..June,2004

Logo Page ....... Undated
List Of Effective Pages _ _ _ _ .Jur-fi 2004
Log Of Revisions
Revision B1 ._June,2004
Reissue B .... ..June,2003
1-1 thru 1-24 June,2003
2-1 thru 2-18 June,2003
2-19 .......... June,2004
2-20 thru 2-36 June,2003
3-1 thru 3-17 .. June,2003
3-18 .......... June,2004
3-19 thru 3-24 June,2003
4-1 and 4-2 .... June,2004
4-3 thru 4-11 _._ June,2003
4-12 and 4-13 June,2004
4-14 thru 4-32 ._ June,2003
4-33 thru 4-40 June,2004
5-1 thru 5-62 June,2003
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List Of Effective Pages (Cont’d)
58-590000-39
6-1 thru 6-24. ..................... June, 2003
7-1 thru 7-4._ ....... ............ J une, 2004
7-5 thru 7-27. June, 2003
7-28 thru 7-32 ..... June, 2004
7-33 thru 7-39 ..... June, 2003
7-40 thru 7-52 ..... June 2004
8-1 thru 8-56. ............ June, 2003
9-1 and 9-2. _..............
_ June, 2003
Supplements ..... .... S ee Log of Supplements
10-1 thru 10-64 .... .............. M ay, 1994
/¥
,/'
2of2
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||3y|’|lB0ll Aircraft
Loc. o|= Revisions
Baron® 58/58A
(Serials TH-1472 and After, Except TH-1476,
TH-1487, TH-1489, and TH-1498)
Pilot’s Operating Handbook
and
P/N 58-590000-39
PAGE- _ -DES;;-PTION _ _
Title Page New
LOEP New
LOR New
2-19 Revised Placard

3-18 Revised “Electrothermal Propeller Deice System"
4-1 and 4-2 Revised Table oi Contents
4-12 and 4-13 Revised “Before Takeofl" and Shifted Data

4-33 thru 4-35 Added “Heater Operation" and revised "Wind-
shield Defogging"
4-36 thru 4-40 Shifted Data

7-1 thru 7-4 Revised Table of Contents
7-28 and 7-29 Revised “Fue| Cells"

7-30 thru 7-32 Revised illustrations
7-40 thru 7-5? Revised “Lighting System", “Environmental Sys-

tem” and Shifted Data
B1
1 of 1
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||3y|'|II€0IlAircraft Company
INSTRUCTION SHEET
Baron® 58/58A
(Serials TH-1472 thru TH-2124, except TH-1476,
TH-1487, TH-1489, and TH-1498)
Pi|ot’s Operating Handbook
and
PIN 58-590000-39
Revision B2 January 2006
PAGE OR REMOVE EXISTING INSERT NEW

SECTION PAGE PAGE
Title Page June 2004 January 2006

Logo Page
List of Eiiectwe Pages

1 012 June 2004 January 2006
2 of 2 June 2004 January 2006
Log of Revisions
1 0I2 January 2006
2 of 2 January 2006
2-29 June, 2003 June, 2003

2-30 June, 2003 January, 2006
1of2
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Instruction Sheet (Cont’d)
PIN 5§Q?59QQ °°'39~; -Q
Revision_S_Q24¢[Jqhu;ii§y, 2006
SPA;§E€6F! < Tjusznr New

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2of2
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||ily|’|ll20ll Aircraft Company
Qeechclaft
Baron® 58
and
58A Special Reduced Gross
Weight Configuration
(Serials TH-1472 thru TH-2124,
except TH-1476, TH-1487,
TH-1489, and TH-1498)
and
FAA Approved in the Normal Category based on CAR 3. This

document must be carried in the airplane at all times, and be kept
within reach of the pilot during all flight operations. This handbook
includes the material required to be furnished to the pilot by CAR 3.
Airplane Serial Number:
Airplane Registration N
FAA Appro
by:
John ue/
Raytheon Aircraft Company
DOA-230339-CE
Copyrig © 2006 Raytheon Aircraft Company. All rights reserved.

P/N 58-590000-39B P/N 58-590000-39B2
Reissued: June, 2003 Revised: January, 2006
FOR CLASSROOM USE

ONLY
||8y||lB||ll Aircraft Company
LIST OF EFFECTIVE PAGES
This listing contains all current pages with effective revision
number or date. It should be used after posting changes to
ensure the manual is complete and up-to-date. A/ways
destroy superseded pages when you insert revised pages.
Baron® 58l58A
(Serials TH-1472 thru TH-2124, except TH-1476,
TH-1487, TH-1489, and TH-1498)
PiIot’s Operating Handbook

and
PIN 58-590000-39
Revision B2 - January, 2006
Title Page ............... ............. January, 2006
Logo Page .............. Undated
List Of Effective Pages .... January, 2006
Log Of Revisions
Revision B2 ...... January, 2006
Revision B1 June, 2004
Reissue B ..... June, 2003
1-1 thru 1-24 ._ _June, 2003

2-1 thru 2-18 ._ _June 2003
2-19 .._.._.... ...June 2004
2-20 thru 2-29 .__. .June 2003
2-30 ..__..._._._ January 2006
2-31 thru 2-36 .... _June 2003
3-1 thru 3-7 __.. .June 2003
3-8 ..._.__._. January, 2006
3-9 thru 3-17 _June, 2003
3-18 _....._._ _June, 2004
3-19 and 3-20 _June, 2003
3-21 __.._.._. January, 2006
1 of 2
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List Of Effective Pages (Cont’d)
P/N 58-590000-39
3-22 thru 3-24. June, 2003
4-1 and 4-2. June, 2004
4-3 thru 4-11 June, 2003
4-12 and 4-13. June, 2004
4-14 thru 4-32. June, 2003
4-33 thru 4-40. June, 2004
5-1 thru 5-62. June, 2003
6-1 thru 6-6. June, 2003
6-7 ......... January, 2006
6-8 thru 6-24. June, 2003
7-1 thru 7-4. June, 2004
7-5 thru 7-27. June, 2003
7-28 thru 7-32. June, 2004
7-33 thru 7-39. June, 2003
7-40 thru 7-52. June, 2004
8-1 thru 8-34. January, 2006
9-1 and 9-2. ._ June, 2003
Supplements See Log of Supplements
10-1 thru 10-64 May, 1994
2of2
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||ily|'|l|!0Il Aircraft Company
LOG OF REVISIONS
Baron® 58l58A
(Serials TH-1472 thru TH-2124, Except TH-1476,
TH-1487, TH-1489, and TH-1498)
and
PIN 58-590000-39
Title Page New
LOEP New
LOR New
2-30 Revised Placards

3-8 Revised "Air Start”
3-21 Revised “Loss of One Alternator’

6-7 Revised Illustration
8-5 Revised "Introduction to Servicing” and
“Publications”
8-7 Revised “Preventive Maintenance that
may be Accomplished by a Certificated
Pilot”
8-12 I Revised "Storage"

8-14 Revised “Fuel CeIls”
8-18 Revised “Batteries”
8-22 Revised “Shimmy Damper" and "Brakes"
1 of 2
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Log Of Revisions (Cont’d)
PIN 58-590000-39
Revision B2 - January" 2006
PAGE DESCRIPTION
B25 Revised Heating and Ventilating System

826 Revlsed Alternators
| 8-28 and 8-29 Revised “Exterior Painted Surface"
832 Revised Consumable Materials
Deleted and Shifted Data
2of2
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aylhellll Aircraft
Loc. OF Revisions
Baron® 58/58A
(Serials TH-1472 and After, Except TH-1476,
TH-1487, TH-1489, and TH-1498)
and
P/N 58-590000-39
Title Page New
LOEP New
LOR New
2-19 Revised Placard

3-18 Revised “Electrothermal Propeller Deice System”
4-1 and 4-2 Revised Table of Contents
4-12 and 4-13 Revised “Before Takeoff" and Shifted Data
4-33 thru 4-35 Added “Heater Operation” and revised “Wind-

shield Defogging"
4-36 thru 4-40 Shifted Data

7-28 and 7-29 Revised “Fuel Cells"
7-30 thru 7-32 Revised Illustrations
7-40 thru 7-52 Revised “Lighting System", “Environmental Sys-

tem" and Shifted Data
B1
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llaylhalbll Aircraft B°°°" B°'°" 58
" SECTION
GENERAL
|
TABLE OF CONTENTS
SUBJECT PAGE
Introduction .._.,._.._..._.. ......... 1 -3

Important Notice ........................... ......... 1 -4
Use ofthe Handbook ........................ ......... 1 -5
Warnings, Cautions, and Notes ...._... _..._.... 1 -5
Revising The Handbook ................._. ......... 1 -6
Revision Service ,.._.........._............_..,.... .A_.._... 1 -7
Supplements ._....................,......... ; ......_...._. ......... 1 -8
AnmaneFHghtManualSupmemenw
Revision Record ............,........... ....._..
ii. .,....... 1 -9
Airplane Three View ................... ....... 1-10
,s Ground Turning Clearance ........ ....... -11
1
Descriptive Data ..................... ....... 1 -12

Engines ............................ ....... 1 -12
Number oi Engines .......... _...... 1 -12
Engine Manufacturer ....... ....... 1 -12
Engine Model Number ....._.. ....... 1 -12
Engine Type .................... ....... 1 -12
Horsepower Rating ...._..._. ....... 1 -12
Number oi Propellers ....... ....... 1 -12
Propeller Manufacturer ....... ....... 1 -12
Number of Blades ...................... ....... 1 -13
Propeller Type ................................. ....... 1 -13
Pitch Settings (30-inch Station) ....... ....... 1 -13
Propeller Diameter ....................... ....... 1 -13
Fuel ............................................ ._..... 1 -13
Approved Engine Fuels ......... ....... 1 -13
Fuel Capacity ..................... ....... 1 -13
Standard System ........ ....... 1 -13
//-` Optional Systems .._.... ......_ 1 -14
Engine Oil ......_.._..........._.. ....._. 1 -14
June, 2003 1-1
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Beech Baron 58
|\3y|'|l¢llll Aircraft
SECTION I
GENERAL
TABLE OF CONTENTS (C0nt’d)
SUBJECT PAGE
OilCapacity ...................__.__ .......1-14

Specification ..................._.._,.. .......1-14
Maximum Certificated Weights ....._ .......‘|-15
Cabin and Entry Dimensions ..._.....,...................... ....... 1 15
Cabin Baggage Volumes ....._....__,_................................... 1 15
Specific Loadings (At Maximum Take-olf Weight) ........... 1-15
Symbols, Abbreviations and Terminology ...................... 1-16
General Airspeed Terminology .............................. ....... 16 1
Meteorological Terminology ........_........_........i..... ....... 1 19

Power Terminology., .,.._..........................,........,............... 1-20
Engine Controls and Instruments Terminology ................ 1-20
Airplane Performance and
Flight Planning Terminology ._.,___._._..__ .......1-21
Weight and Balance Terminology ......... .......1-22
1-2 June, 2003
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||ay"lG|||\ Aircraft Section l
Beech Baron 58 General

INTRODUCTION
The format and contents of this Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual conform to GAMA (Gen-
eral Aviation Manufacturers Association) Handbook Specifica-
tion No. through Revision No. 2, dated October 18, 1996. Use
1
of this specification by all manufacturers will provide the pilot

with the same type of data in the same place in all handbooks.
Attention is called to Section X, SAFETY INFORMATION. Ray-
theon Aircraft feels that it is highly important to have Safety ln-
formation in condensed form in the hands of the pilots. The
Safety information should be read and studied. Periodic review
will serve as a reminder of good piloting techniques.
Use only genuine Raytheon Aircraft or Raytheon

Aircraft approved parts obtained from Raytheon
Aircraft approved sources, in connection with the
maintenance and repair of Beech airplanes.
Genuine Raytheon Aircraft parts are produced

and inspected under rigorous procedures to en-
sure airworthiness and suitability for use in Beech
airplane applications. Parts purchased from
sources other than Raytheon Aircraft, even if out-
wardly identical in appearance, may not have had
the required tests and inspections performed,
may be different in fabrication techniques and
materials, and may be dangerous when installed
in an airplane.
Salvaged airplane parts, reworked parts obtained

from non-Raytheon Aircraft approved sources, or
parts, components, or structural assemblies, the
June, 2003 1-3
FOR CLASSROOM USE

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Se¢[iQ|»'| | Aircraft
General Beech Baron 58
service history of which is unknown or cannot be
authenticated, may have been subjected to unac-
ceptable stresses or temperatures or have other
hidden damage, not discernible through routine
visual or usual nondestructive testing techniques.
This may render the part, component, or structur-
al assembly, even though originally manufactured
by Raytheon Aircraft, unsuitable or unsafe for air-
plane use.
Raytheon Aircraft expressly disclaims any re-
sponsibility for malfunctions, failures, damage or
injury caused by use of non-Raytheon Aircraft ap-
proved parts. _
IMPORTANT NOTICE
This handbook should be read carefully by the owner and the
operator in order to become familiar with the operation of the
airplane. Suggestions and recommendations have been made
within it to aid in obtaining maximum performance without sac-
rificing economy. Be familiar with, and operate the airplane in
accordance with, the Pilot’s Operating Handbook and FAA Ap-
proved Airplane Flight Manual and/or placards which are locat-
ed in the airplane. This handbook includes the material required
to be furnished to the pilot by the Title 14 Code of Federal Reg-
ulations and additional information provided by the manufactur-
er and constitutes the FAA Approved Airplane Flight Manual.
As a further reminder, the owner and the operator should also
be familiar with the Title 14 Code of Federal Regulations appli-
cable to the operation and maintenance of the airplane, and, as
appropriate 14 CFR Part 91 General Operating and Flight
Rules. Further, the airplane must be operated and maintained
in accordance with FAA Airworthiness Directives which may be
issued against it.
1-4 June, 2003
FOR CLASSROOM USE

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||3y|'|lEl|ll Aircraft section i

The Title 14 Code of Federal Regulations place the responsibil- |
ity for the maintenance of this airplane on the owner and the op-
erator, who should ensure that all maintenance is done by
qualified mechanics in conformity with all airworthiness require-
|
ments established for this airplane.
All limits,procedures, safety practices, time limits, servicing,
and maintenance requirements contained in this handbook are
considered mandatory for continued airworthiness and to main-
tain the airplane in a condition equal to that of its original man-
|
ufacture.
Raytheon Aircraft Authorized Outlets can provide recommend-
ed modification, service, and operating procedures issued by
|
both the FAA and Raytheon Aircraft, which are designed to get
maximum utility and safety from the airplane.
USE OF THE HANDBOOK

WARNINGS, CAUTIONS, AND NOTES
The following definitions apply to (WARNINGS), (CAUTIONS),
and (NOTES) found throughout the handbook:
Operating procedures, techniques, etc., which

could result in personal injury or loss of life if not
carefully followed.
Operating procedures, techniques, etc., which

could result in damage to equipment if not care-
fully followed.
June, 2003 1-5
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semioni llilylhellll Aircraft
NOTE
An operating procedure, technique, etc., which is
considered essential to emphasize.
REVISING THE HANDBOOK

The Pilot's Operating Handbook is designed to facilitate main-
taining the documents necessary for the safe and efficient op-
eration of the airplane. The handbook has been prepared in
loose-leaf form for ease in maintenance. It incorporates quick-
reference tabs imprinted with the title of each section.
NOTE
ln an effort to provide as complete coverage as
possible, applicable to any configuration of the
airplane, some optional equipment has been in-
cluded in the scope of the handbook. However,
due to the variety of airplane appointments and
arrangements available, optional equipment de-
scribed or depicted herein may not be designated
as such in every case.
Immediately following the Title Page is a List of Effective Pages.
A complete listing of all pages is presented along with the cur-
rent status of the material contained; i.e. Original Issue, Fleis-
sued or Flevised. A reissue of the manual or the revision of any
portion will be received with a new List of Effective Pages to re-
place the previous one. Reference to the List of Effective
Page(s) enables the user to determine the current issue, revi-
sion, or reissue in effect for each page in the handbook, except
for the Supplements Section.
1-6 June, 2003
FOR CLASSROOM USE

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||3y|'|lG0ll Aircraft section:
When the handbook is originally issued, and each time it is re-
vised or reissued, a new Log of Revisions page is provided im-
mediately following the List of Effective Pages. All Log ol
Revisions pages must be retained until the handbook is reis-
sued. A capital letter in the lower right corner of the Log of Re-
visions page designates the Original lssue (“A") or reissue ("B"
"C", etc.) covered by the Log of Revisions page. lf a number fol-
lows the letter, it designates the sequential revision (lst, 2nd,
3rd, etc.) to the Original Issue or reissue covered by the Log of
Revisions page. Reference to the Log ol Revisions page(s) pro-
vides a record of changes made since the Original Issue or the
latest reissue.
That portion of a text or an illustration which has been revised
by the addition of, or a change in, information is denoted by a
solid revision bar located adjacent to the area of change and
placed along the outside margin ofthe page.
nEv|s|oN sEnv|cE
The following publications will be provided, at no charge, to the
registered owner/operator of this airplane:
1. Reissues and revisions of the Pilot’s Operating Hand-
book and FAA Approved Airplane Flight Manual.
2. Original issues and revisions of FAA Approved Airplane
Flight Manual Supplements.
3. Original issues and revisions of Raytheon Aircraft Service
Bulletins.
The above publications will be provided only to the registered
owner/operator at the address listed on the FAA Aircraft Regis-
tration Branch List or the Raytheon Aircraft Domestic/lnterna-
tional Owner‘s Notification Sen/ice List. Further, the owner/
operator will receive only those publications pertaining to the
registered airplane serial number. For detailed information on
how to obtain “Revision Sen/ice" applicable to this handbook or
other Raytheon Aircraft Service Publications, consult any Ray-
June, 2003 1-7
FOR CLASSROOM USE

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Segiign | Aircraft
General Beech B8l'OI'l 58
theon Aircraft Authorized Outlet or refer to the latest revision of
Raytheon Aircraft Service Bulletin No. 2001.
Raytheon Aircraft expressly reserves the right to supersede,
cancel, and/or declare obsolete, without prior notice, any part,
part number, kit, or publication referenced in this handbook.
The owner/operator should always refer to all supplements for
possible placards, limitations, emergency, abnormal, normal
and other operational procedures for proper operation of the
airplane with optional equipment installed.
lt shall be the responsibility of the owner/operator

to ensure that the latest revisions of publications
referenced in this handbook are utilized during
operation, sen/icing, and maintenance of the air-
plane.
SUPPLEMENTS
When a new airplane is delivered from the factory, the hand-
book delivered with it contains either an STC (Supplemental
Type Certificate) Supplement or a Raytheon Aircraft Flight
Manual Supplement for every installed item requiring a supple-
ment. lf a new handbook for operation of the airplane is ob-
tained at a later date, it is the responsibility of the owner/
operator to ensure that all required STC Supplements (as well
as weight and balance and other peninent data) are transferred
into the new handbook.
1-8 June, 2003
FOR CLASSROOM USE

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llaylhellll Aircraft secnoni
AIRPLANE FLIGHT MANUAL SUPPLE-
MENTS REVISION RECORD
Section IX, SUPPLEMENTS, contains the FAA-approved Air-
plane Flight Manual Supplements, headed by a Log of Supple-
ments page. When new supplements are received or existing
supplements are revised, a new Log page will replace the pre-
vious one, since it contains a listing of all previous approvals,
plus the new approval. The supplemental material will be added
to the Section in accordance with the sequence specified on the
Log page.
NOTE
Upon receipt ot a new or revised supplement,
compare the existing Log of Supplements in the
handbook with the corresponding applicable Log
page accompanying the new or revised supple-
ment. lt may occur that the Log page already in
the handbook is dated later than the Log page ac-
companying the new or revised supplement. In
any case, retain the Log page having the later
date and discard the older Log page.
June, 2003 1-9
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Segtign | Aircraft
i-i15'11"
Q
l
W\NG AREA: 199.2 SQ FT
IV
I
H
»
!
A
V
_
f 77 ,. DIAMETER
37'1O"
4» 9'»~
0 S
l»a'1‘$-”;|;_1o'4"
1 29'10" KC
AIRPLANE THREE-VIEW
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llaylllellll Aircraft Section!
,'
GROUND TURNING CLEARANCE
7
;Q;v;`7
\ I
° RADIUS FOR WING TIP ................. 31 FT. 6 IN.
6 RADIUS FOR NOSE WHEEL .......... 15 FT. 6 IN.
a RADIUS FOR INSIDE GEAR ........... 7 FT. 11 IN.
9 RADIUS FOR OUTSIDE GEAR ....... 17 FT. 6 IN.
TURNING RADII ARE PREDICATED ON THE USE OF PARTIAL

BRAKING ACTION AND DIFFERENTIAL POWER.
THOOC
020334AA,AI
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secrioni llaylheoll Aircraft
DESCRIPTIVE DATA
ENGINES
NUMBER OF ENGINES
Two
ENGINE MANUFACTURER
Teledyne Continental Motors Corporation (Mobile, Alabama)
ENG/NE MODEL NUMBER

IO-550-C
ENGINE TYPE
Normally aspirated, Foel-injected, direct-drive, air-cooled, six-
cylinder, horizontally opposed, 550~cubic-inch displacement
HORSEPOWER RATING
300 H.P.
NUMBER OF PROPELLERS
Two
PROPELLER MANUFACTURER
McCauley Propeller (Vandalia, Ohio)
(Refer to supplement HPBE58-2 for airplanes equipped with
Harlzell prope//ers.)
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na“'|l¢0|\ AiI'CI‘21fI Section I

NUMBER OF BLADES
Three
PROPELLER TYPE
Constant~speed, variable-pitch, three-blade propeller using a
3AF32C512-(X) hub with (X)-82NEA-5 blades.
NOTE
The letters appearing in the place of the (X) rep-
resent minor variations in the propeller hub or
blades. They do not affect eligibility or inter-
changeability.
PITCH SETTINGS (30-INCH STA TION)

Low ....... ................._........... 15.2° 1 O.2°
Feathered .............. .... 8 2.5" 1 0.5°
PROPELLER DIAMETER
77 inches
FUEL
APPROVED ENGINE FUELS
Aviation Gasoline Grade 100LL (blue)
Aviation Gasoline Grade 100 (green)
Aviation Gasoline Grade 115/145 (purple)
FUEL CAPACITY
STANDARD SYSTEM
Total Capacity ....... .... 1 42 Gallons
Total Usable ...... .... 1 36 Gallons
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Segfign | Aircraft
OPTIONAL SYSTEMS
Total Capacity ....... _ _ _ 172 Gallons
Total Usable _ _ _ ..... _ _ _ 166 Gallons
or
Total Capacity .... . . _ . 200 Gallons
Total Usable .._.. _ _ _ 194 Gallons
ENGINE OIL
O/L CAPACITY
Total _._.......... ...__ 1 2 Ouarts (each engine)
SPECIFICA T/ON
Use MIL-L-22851 Ashless Dispersant Oils meeting the require-
ments of the latest revision of Teledyne Continental Motors
Corporation Specification MHS-24B or current applicable Tele-
dyne Continental Sen/ice Bulletin. Refer to Section Vlll, HAN-
DLlNG, SERVICING AND MAINTENANCE for a list of
approved oils.
Ambient Air Single Viscosity Multiviscosity

Temperature Grade Oil Grade Oil
Below 5°C SAE 30 (max.) 15W-50, 20W-50
Above 5°c sAE so (min.) ggwigg' 2°W'5°
When operating temperatures overlap indicated ranges, use

| the lighter grade of oil.
1-14 June, 2003
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||ily|'|lBlll\ Aircraft secuoni
MAXIMUM CERTIFICATED WEIGHTS
Model 58:
Maximum Take-ott Weight..... 5500 Ibs
Maximum Landing Weight .... 5400 Ibs
Maximum Ramp Weight .... 5524 lbs
Model 58A:
Maximum Take-oft Weight ..... ..... 4 990 lbs
Maximum Landing Weight. . _ ..... 4990 lbs
Maximum Ramp Weight .............. ..... 5 O14 Ibs
CABIN AND ENTRY DIMENSIONS
Cabin Length ..................... tt 12 7 in.
Cabin Width (max.) ..... ............. 3 ft 6 in.
Cabin Height'(max.) ..... ............... 4 tt 2 in.
Fwd Cabin Door . . . ..... 37 in. wide x 36 in. high
Att Utility Door .... ..... 4 5 in. wide x 35 in. high
CABIN BAGGAGE VOLUMES
AftCabin Compartment ......... .... 3 7 cu ft
Between Spars ............. .... 2 cu ft
1
Extended Rear Compartment .... .... 0 cu ft

1
Nose Compartment .......... .... 8 cu

1 ft
SPECIFIC LOADINGS
(At Maximum Take-off Weight)
Wing Loading ................... .... 2 7.6 ibs/sq ft
Power Loading _ . .... 9.16 lbs/hp
June, 2003 1-15
FOR CLASSROOM USE

ONLY
5e¢u.,,,| ||3y|'|l¢Dll Aircraft
SYMBOLS, ABBREVIATIONS AND TERMI-
NOLOGY
The following glossary is applicable within this handbook.
GENERAL AIRSPEED TERMINOLOGY
CAS Calibrated Airspeed is the indicated

airspeed of an airplane corrected for
position and instrument error. Calibrated
airspeed is equal to true airspeed in
standard atmosphere at sea level.
GS Ground Speed is the speed of an airplane
relative to the ground.
lAS Indicated Airspeed is the speed of an

airplane as shown on the airspeed indicator
when corrected for instrument error. lAS
values published in this handbook assume
zero instrument error.
KCAS Calibrated Airspeed expressed in knots.

KIAS Indicated Airspeed expressed in knots.
TAS True Airspeed is the airspeed of an airplane

relative to undisturbed air, which is the CAS
corrected for altitude, temperature, and
compressibility.
1-16 June, 2003
FOR CLASSROOM USE

ONLY
||8y"lE0l\ Aircraft section i
VMcA Air Minimum Control Speed is the minimum

flight speed at which the airplane is
directionally controllable as determined in
accordance with Title 14 Code of Federal
Regulations. The airplane certification
conditions include one engine becoming
inoperative and windmilling; a 5° bank
towards the operative engine; take-oft
power on operative engine; landing gear up;
flaps in take-off position; and most rearward
C.G. For some conditions of weight and
altitude, stall can be encountered at speeds
above VMCA as established by the
certification procedure described above, in
which event stall speed must be regarded
as the limit of effective directional control.
Vsse Intentional One-Engine-inoperative Speed
is a speed above both VMCA and stall
speed, selected to provide a margin of
lateral and directional control when one
engine is suddenly rendered inoperative.
intentional failing of one engine below this
speed is not recommended.
VA Maneuvering §peed is the maximum speed
at which application of full available
aerodynamic control will not overstress the
airplane.
VF Design Flap Speed is the highest speed

permissible at which wing flaps may be
actuated.
VFE Maximum F/ap Extended Speed is the
highest speed permissible with wing flaps in
a prescribed extended position.
June, 2003 1-17
FOR CLASSROOM USE

ONLY
Section l llaylheull Aircraft
VLE Maximum Landing Gear Extended Speed is
the maximum speed at which an airplane
can be safely flown with the landing gear
extended.
V|.o Maximum Landing Gear Operating Speed is
the maximum speed at which the landing
gear can be safely extended or retracted.
VNE Never Exceed Speed is the speed limit that
may not be exceeded at any time.
VNo Maximum Structural Cruising Speed is the

or Vc speed that should not be exceeded except
in smooth air and then only with caution.
Vs Stalling Speed or the minimum steady flight

speed at which the airplane is controllable.
Vso Stal/ing Speed or the minimum steady flight
speed at which the airplane is controllable
in the landing configuration.
Vx Best Angle-of-C/imb Speed is the airspeed

which delivers the greatest gain of altitude
in the shortest possible horizontal distance.
VY Best Rate-of-C/imb Speed is the airspeed

which delivers the greatest gain in altitude
in the shortest possible time.
1-18 June,2003
FOR CLASSROOM USE

ONLY
llaylheun Aircraft season i

METEOROLOGICAL TERMINOLOGY
Flight in Icing Flight when the OAT is 5°C (41 °F) or colder,
Conditions and in the presence of visible moisture.
Indicated The number actually read from an altimeter
Pressure when the barometric subscale has been set
Altitude to 29.92 inches of mercury (1013.2
millibars).
ISA International Standard Atmosphere in

which:
(1) The air is a dry perfect gas;
(2) The temperature at sea level is 15°
Celsius (59° Fahrenheit);
(3) The pressure at sea level is 29.92
inches of mercury (1013.2 millibars);
(4) The temperature gradient from sea
level to the altitude at which the
temperature is -56.5°C (-69.7°F) is
-0.00198°C (-0.003566°F) per foot and zero
above that altitude.
OAT Outside Air Temperature is the tree air
static temperature, obtained either from the
temperature indicator (IOAT) adjusted for
compressibility effects, or from ground
meteorological sources.
Pressure Altitude measured from standard sea-level
Altitude pressure (29.92 in. Hg/1013.2 millibars) by
a pressure (barometric) altimeter. It is the
indicated pressure altitude corrected for
position and instrument error. ln this
handbook, altimeter instrument errors are
assumed to be zero. Position errors may be
obtained from the Altimeter Correction
graphs.
June, 2003 1-19
FOR CLASSROOM USE

ONLY
section r Ilaylhellll Aircraft
Station Actual atmospheric pressure at field
Pressure elevation.
Wind The wind velocities recorded as variables

on the charts of this handbook are to be
understood as the headwind or tailwind
components of the reported winds.
POWER TERMINOLOGY
Cruise Climb Power recommended for cruise climb.
Economy The lowest power setting for which cruise

Cruise power settings are presented.
Maximum The highest power settings recommended

Cruise for cruise.
Recommended intermediate power settings for which

Cruise cruise power settings are presented.
Take-off and Highest power rating not limited by time. To
Maximum be used only for conditions which warrant
Continuous the use of this rating.
ENGINE CONTROLS AND INSTRUMENTS TERMI-

NOLOGY
Manifold An instrument that measures the absolute

Pressure pressure in the intake manifold of an
Gage engine, expressed in inches of mercury (in.
Hg).
Mixture This lever, in the idle cut-off position, stops

Control the flow of fuel at the injectors and in the
intermediate through the full rich positions,
regulates the fuel air mixture.
1-20 June, 2003
FOR CLASSROOM USE

ONLY
nay|’||B|||| Aircraft Section I

Propeller The governor maintains the selected_ rpm
Governor requested by the propeller control leverl
Propeller This lever requests the governor to maintain
Control rpm at a selected value and, in the full
decrease rpm position, feathers the
propeller.
Throttle The lever used to control the forced

Control introduction of a fuel-air mixture into the
intake passages of an engine.
Tachometer An instrument that indicates the rotational

speed of the propeller in revolutions per
minute (rpm).
AIRPLANE PERFORMANCE AND FLIGHT PLANNING

TERMINOLOGY
Accelerate- The distance required to accelerate an

Stop Distance airplane to a specified speed and,
assuming failure of an engine at the instant
that speed is attained, to bring the airplane
to a stop.
Accelerate-Go The distance required to accelerate an

Distance airplane to a specified speed and,
assuming failure of an engine at the instant
that speed is attained, feather inoperative
propeller and continue takeoff on the
remaining engine to a height of 50 feet.
Climb Gradient The ratio of the change in height during a

portion of a climb to the horizontal distance
traversed in the same time interval.
June, 2003 1-21
FOR CLASSROOM USE

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Section I
||3y|'|l¢0ll Aircraft
General B€€C|'l
B8I'0l"l 58
Demonstrated The velocity ofthe crosswind component for

Crosswind which adequate control of the airplane
Velocity during takeoff and landing was actually
demonstrated during certification tests. The
value shown is not limiting.
GPH U.S. Gallons per hour.
MEA Minimum Enroute IFR Altitude.
Route A part of a route. Each end of that part is

Segment identified by: (1) A geographical location; or
(2) A point at which a definite radio fix can
be established.
WEIGHT AND BALANCE TEFIMINOLOGY
Airplane The point at which an airplane would

Center of balance it suspended. its distance from the
Gravity (C.G.) reference datum is found by dividing the
total moment by the total weight of the
airplane.
Arm The horizontal distance from the reference
datum to the center of gravity (C.G.) of an
item.
Basic Empty Standard empty weight plus optional

Weight equipment.
C.G. Arm The arm obtained by adding the airplane’s
individual moments and dividing by the sum
of the total weight.
C.G. Limits The extreme center of gravity locations

within which the airplane must be operated
at a given weight.
1-22 June, 2003
FOR CLASSROOM USE

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||3y|'|'I¢0ll Aircraft secriani
Jack Points Points on the airplane identified by the
manufacturer as suitable for supporting the
airplane for weighing or other purposes.
Leveling Those points which are used during the
Points weighing process to level the airplane.
Loading That combination of airplane weight and

Condition corresponding moment applicable to the
various loadings computed for weight and
balance purposes.
Maximum Maximum weight approved for ground
Ramp maneuvering (includes weight of start, taxi,
Weight and run up fuel).
Maximum Maximum weight approved for the start of
Take-off the take-off run.
Weight
Maximum Maximum weight approved for the landing
Landing touchdown.
Weight
Moment The product of the weight of an item
multiplied by its arm. (Moment divided by a
constant is used to simplify balance
calculations by reducing the number of
digits)
Payload Weight of occupants, cargo and baggage.
Reference An imaginary vertical plane from which all

Datum horizontal distances are measured for
balance purposes.
Standard Weight of a standard airplane including
Empty Weight unusable fuel, full operating fluids and full
oil
June, 2003 1-23
FOR CLASSROOM USE

ONLY
Section I llaylheull Aircraft
Station A location along the airplane fuselage
usually given in terms of distance from the
reference datum.
Tare The weight ol chocks, blocks, stands, etc.,
used on the scales when weighing an
airplane.
Unusable Fuel The luel remaining after consumption of
usable fuel.
Useful Load Difference between Fiamp Weight, and
Basic Empty Weight.
Usable Fuel That portion of the total fuel which is
avlalable for consumption as determined in
accordance with applicable regulatory
standards.
Zero Fuel Weight exclusive of usable fuel.
Weight
1-24 June, 2003
FOR CLASSROOM USE

ONLY
llaylhellll Aircraft B°°°" B“'°" 5°
2%
SECTION ll
LIMITATIONS
TABLE OF CONTENTS
SUBJECT PAGE
AhspeedLhnhaHons .................. ........ 2%

Alrspeed indicator Markings ........ ........ 2 -4
Power Plant Limitations ............ ........ 2 -4
Number of Engines .......... ........ 2 -4
Engine Manufacturer ....... ........ 2 -4
Engine Model Number ........ ........ 2 -4
Engine Type .............................. ........ 2 -5
Engine Operating Limitations ....... .._..... 2 -5
Fuel Limits ................................. ........ 2 -5
Approved Engine Fuels ......... ........ 2 -5
~ Fuel Capacity .............,.......... ........ 2 -5
Standard Fuel System ......... ........ 2 -5
Optional Fuel Systems ........ ......... 2 -6
Fuel Management .............t... ......... 2 -6
Oil Specification ,.............. ...._... 2-6
Number of Propellers ........ ........ 2 -6
Propeller Manufacturer ........ ........ 2 -6
Number of Blades ................._..... ......... 2 -7
Propeller Type ................................... ........ 2 -7
Pitch Settings (30-inch Station) ......... ........ 2 -7
Propeller Diameter ............................. ........ 2 -7
Power Plant Instrument Markings ...... ........ 2 -7
Temperature ............................
Oil ........ 2 -8
Pressure .........................
Oil ........ 2-8
Fuel Flow .................. ........ 2 -8
Manifold Pressure ............... ...._... 2 -8
Tachometer ...................,................. ........ 2 -8
Cylinder Head Temperature ................ ........ 2 -8
f` Miscellaneous Instrument Markings ........ ...._... 2 -9
instrument Pressure ..._..................... ........ 2 -9
June, 2003 2-1
FOR CLASSROOM USE

ONLY
Bawheon Mrcraft seciacn ||
Beech Baron 58 Limitations
; Ai/ airspeeds quoted in this section are indicated airspeeds

(IAS) except as noted and assume zero instrument error.
The Iimitations included in this section have been approved by

the Federal Aviation Administration and must be obsewed in
the operation of this airplane.
AIRSPEED LIMITAT ONS

SPEED KCAS KIAS REMARKS
Never Exceed 223 223 Do not exceed this speed
(VNE) in any operation.
Maximum 195 195 Do not exceed this speed
Structural except in smooth air and
Cruising then only with caution.
(Vuo or Vc)
Maneuvering 156 156 Do not make tull or abrupt
@
(VA) control movements above
this speed.
Maximum Flap Do not extend ilaps or
Extension/ operate with tlaps extended
Emended (VFE) above this speed.
Approach (15°) 152 152
Full Down (30°) 122 122
Maximum 152 152 Do not extend, retract or
Landing Gear operate with gear extended
Operating above this speed.
Extended (VLQNLE)
Singie-Engine 83 84 Minimum speed tor
Minimum Control directional controllability
Speed aher sudden loss ot
(VMCA) engine.
Maximum With 174 174 Utility door Oremoval kit
f. Utiliw Doors
Removed
must be installed.
June, 2003 2-3
FOR CLASSROOM USE

ONLY
Sectign || Mrcraft
Limitations Beech Baron 58
AIRSPEED INDICATOR MARKINGS*
MARKING KCAS VALUE OR KIAS VALUE OR SIGNIFICANCE
RANGE RANGE
White Arc 73 - 122 74 ~ 122 Full Flap Operating
Range
White Triangle 152 152 Maximum Flap
Approach Position
15°
Blue Radial 10O 10O Single-Engine Best

Rate-oi-C|imb
Speed
Red Radial 83 84 Minimum Single-
Engine Control
(VMCA)
Green Arc 83 ~ 195 84 - 195 Nomal Operating

Range
Yellow Arc 195-22S 195~ 223 operare waih ca;
tion, only in smoth
air
Red Radial 223 223 Maximum speed ior
ALL operations
' The airspeed indicator is mamed in lAS values.
POWER PLANT LIMITATIONS

NUMBER OF ENGINES
Two
ENGINE MANUFACTURER
Teledyne Continental Motors Corporation (Mobile, Alabama)
ENGINE MODEL NUMBER

IO-55O-C
2-4 June, 2003
FOR CLASSROOM USE

ONLY
nawnenn MfCfaft Section Il
ENGINE TYPE
Normally aspirated, fuel-injected, direct-drive, air-cooled, six-
cylinder, horizontally opposed, 550-cubic-inch displacement,
300 hp.
ENGINE OPERATING LIMITATIONS

Take-on and Maximum
Continuous Power ................
Full Throhle, 2700 rpm
Maximum Cylinder Head Temperature .............
238°C
Maximum Oil Temperature .......... ....
1 16°C
Minimum Take-oH Oil Temperature .... 24°C

Minimum Oil Pressure (idle) ...... ..... 1 0 psi
Maximum Oil Pressure .......... .... 1 00 psi
STARTERS (Time For Cranking)

Do not operate staner continuously for more than 30 seconds
in any 4-minute period. Allow staner to cool again before crank-
ing.
FUEL LIMITS
APPROVED ENG/NE FUELS
100LL (blue)
100 (green)
115/145 (purple)
FUEL CAPACITY
STANDARD FUEL SYSTEM
Total Capacity ............. _ _ 142 Gallons
Total Usable ..... . 136 Gallons
June, 2003 2-5
FOR CLASSR%M USE

ONLY
section ir B wheon Mrcraft
OPTIONAL FUEL SYSTEMS
Total Capacity ............. . ._ 172 Gallons
Total Usable .... .... _ _ 166 Gallons
or
Total Capacity ..... .... . 200 Gallons
Total Usable ........... . _ 194 Gallons
FUEL MANAGEMENT
Do not take oft if fuel quantiw gages indicate in yellow arc or
with less than 13 gallons in each wing fuel system.
The fuel crossfeed system to be used during emergency condi-
tions in level flight only.
Maximum slip duration 30 seconds
OIL SPECIFICATION
Use MIL-L-22851 Ashless Dispersant Oils meeting the require-
dyne Continental Sewice Bulletin. Refer to Section Vlll, HAN-
DLING, SERVICING and MAINTENANCE for a list of approved
oils.
NUMBER OF PROPELLERS
Two
PROPELLER MANUFACTURER
McCauley Propeller (Vandalia, Ohio)
(Refer to supplement HPBE58-2 for aimlanes equipped with a
Hanzell prope//en)
2-6 June, 2003
FOR CLASSROOM USE

ONLY
Bawheon Mrcraft section ir
NUMBER OF BLADES
Three
PROPELLER TYPE
Constant-speed, variable-pitch, three-blade propeller using a
3AF32C512-(X) hub with (X)-82NEA-5 blades.
NOTE
The letters appearing in the place of the (X) rep-
resent minor variations in the propeller hub or
blades. They do not affect eligibility or inter-
changeability.
PITCH SETTINGS (30-INCH STATION)

Low ....... ............................. 15.2° r 0.2°
Feathered ........... .... 8 2.5° 1 O.5°
PROPELLER DIAMETER
77 inches
POWER PLANT INSTRUMENT MARKINGS

OIL TEMPERATURE
Caution (Yellow Radial) .......................... 24°C
Normal Operating Range (Green Arc) ......... 24° to 116°C
Maximum (Red Radial) ............ ...... 16°C 1
June, 2003 2-7
FOR CLASSROOM USE

ONLY
Segfign || Mrcraft
Limitations Beech BGYOH 58
OIL PRESSURE
Minimum (Idle) (Red Radial) .... ._.....1OpSi

Caution Range (Yellow Arc) .......... .._..10to30ps\
Normal Operating Range (Green Arc) .... .....3Oto60psi
Maximum (Red Radial) .............. 100psi
FUEL FLOW
Operating Range (Green Arc) ..... _ .3.0 gph to 30.0 gph
Maximum (Red Radial) ........ ........30.0gph
MANIFOLD PRESSURE
Normal Operating Range (Green Arc) .... ..15to 29.6 in. Hg
Maximum (Red Radial) .............. . _ 29.6in. Hg
TAcHoMETEn
Operating Range (Green Arc) ..... _ . .2000 to 2700 rpm
Maximum (Red Radial) ................ 2700rpm
CYLINDER HEAD TEMPERATURE

Operating Range (Green Arc) ........... ....116°t0238°C
Maximum Temperature (Red Radial) .... .......238°C
2-8 June, 2003
FOR CLASSROOM USE

ONLY
Bawheon Mrcraft Section ll
MISCELLANEOUS INSTRUMENT MARK-
INGS
INSTRUMENT PRESSURE
Normal Operating Range (Green Arc) ....... 4.3 to 5.9 in. Hg
Red Buuon Source Failure Indicators
DEICE PRESSURE GAGE

Normal Operating Range (Green Arc) ...... ...9-20psi
Maximum Operating Range (Red Radial) ..... .....20psi
PROPELLER DEICE AMMETER
Normal Operating Range (Green Arc) ........ 14to 18 amps
FUEL ouANT|Tv
Yellow Arc .......... E to 1/8 Full
WEIGHT LIMITS
Model 58:
Maximum Take-off ..._ .5500ibs
Maximum Landing _ _ .5400 lbs
Maximum Ramp _ _ .5524 lbs
Model 58A.°
Maximum Take-off .... ._ .4990|bS
Maximum Landing ..... .4990 lbs
Maximum Ramp _ ._ .5014 lbs
June, 2003 2-9
FOR CLASSROOM USE

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Segtign || Mrcraft
Maximum Baggage Companment Weights:
Main Cabin Companment
(less occupants and equipment) .... 400 lbs
Extended Ah Companment ...... .... 1 20 lbs
Nose Companment
(baggage less equipment) ...................... 300 lbs
Refer to Section Vl, WEIGHT AND BALANCE/EQUIPMENT
LIST for additional information.
CENTER OF GRAVITY
(LANDING GEAR EXTENDED)
Model 58:
Fomard Limits: 74.0 inches ah of datum at 4200 lbs and under,
then straight line variation to 78.0 inches alt of datum at gross
weight oi 5400 lbs (maximum landing weight) and 78.3 inches
aft of datum at gross weight of 5500 lbs.
Aft Limit: 86 inches ah of datum at all weights.
Mode/ 58A:
Fomard Limits: 74.0 inches aft of datum at 4200 lbs and under,
then straight line variation to 76.6 inches ah of datum at gross
weight of 4990 lbs.
Ah Limit: 86.0 inches ah of datum at all weights.
REFERENCE DATUM
Datum is 83.1 inches iomard of center line through fomard jack
points.
2-10 June, zoos
FOR CLASSROOM USE

ONLY
Bmheon Mrcraft Section ||
MEAN AERODYNAMIC CHORD
MAC leading edge is 67.2 inches aft of datum.
MAC length is 63.1 inches.
MANEUVER LIMITS
This is a normal categow airplane. Acrobatic maneuvers, in-
cluding spins, are prohibited.
FLIGHT LOAD FACTORS (5500 Pounds)

Positive Maneuvering Load Factors:
Flaps Up (0°) .............. ..... 3 .8 G
Flaps Down (30°) _ .... 2.0 G
MINIMUM FLIGHT CREW
One (1) Pilot
MAXIMUM PASSENGER SEATING CONFIG-

URATION
Five (5) passengers and one (1) pilot
SEATING
Do not take oh or land with the seat back of an occupied pilot's
or copiIot’s seat in the full back position. The seat back ot an oc-
cupied optional copilot's full reclining seat and the seat backs of
all other occupied seats must be in the most upright position for
takeotfs and landings. Occupied aft-facing seats must have
headrests fully extended.
June, 2003 2-11
FOR CLASSROOM USE

ONLY
Segtign || nawhB0“ &fCf&f[
ICING LIMITATIONS
Minimum Airspeed During
Icing Conditions ................. 130 knots
Minimum Ambient Temperature for
Operation of Deicing Boots ....................... -40°C
Pneumatic pumps are time limited for engine operation to 400
hours.
Do not operate the propeller deice system when propellers are
static.
Ground use of windshield heat is limited to 10 minutes at a time.
Sustained flight in icing conditions with flaps extended is prohib-
ited except for approach and landings.
L|M|TAT|oNs WHEN ENcouNTEn|Nc se-

VERE |c|Ne coNo|TroNs (Required ey
FAA AD 98-04-24)
Severe icing may result from environmental con-

ditions outside of those for which the airplane is
cenificated. Flight in freezing rain, freezing driz-
zle, or mixed icing conditions (supercooled liquid
water and ice cwstals) may result in ice build-up
on protected sunaces exceeding the capabiliw of
the ice protection system, or may result in ice
forming ah of the protected sudaces. This ice may
not be shed using the ice protection systems, and
may seriously degrade the pedormance and con-
trollabiliw of the aimlane.
2-12 June, 2003
FOR CLASSROOM USE

ONLY
BHWHQUH MfCf3fI Section ll
1. During flight, severe icing conditions that exceed those
for which the aimlane is ceniiicated shall be determined
by the following visual cues. lf one or more of these visual
cues exists, immediately request priority handling from
Air Trahic Control to facilitate a route or an altitude
change to exit the icing conditions.
a. Unusually extensive ice accumulation on the aidrame
and windshield in areas not normally obsewed to col-
lect ice,
b. Accumulation of ice on the upper sudace ol the wing,
aft of the protected area.
c. Accumulation of ice on the engine nacelles and pro-
peller spinners fanher ah than normally obsewed.
2. Since the autopilot, when installed and operating, may
mask tactile cues that indicate adverse changes in han-
dling characteristics, use of the autopilot is prohibited
when any of the visual cues specified above exist, or
when unusual lateral trim requirements or autopilot trim
warnings are encountered while the airplane is in icing
conditions.
3. All wing icing inspection lights must be operative prior to
flight into known or iorecast icing conditions at night.
[NOTE: This supersedes any relief provided by the Mas-
ter Minimum Equipment List (MMEL).]
June, 2003 2-13
FOR CLASSROOM USE

ONLY
I.
se¢¢i°n || Bmheon mrcraft
PLACARDS
On Leh Side Panel:
TURN STROBE LIGHTS OFF WHEN TMING IN

VICINIW OF OTHER AIRCRAFT, OR WHEN
O FLYING IN FOG OR CLOUDS. STANDARD POSITION LIGHTS O
TO BE USED FOR ALL NIGHT OPERAUONS
THMC
020329AA.AI
On Le# Windshield Post If Electrothermal Heated Windshield

Segment is Insta//ed.-
_CAUTIW_
MG&T IC
CWPASS IS
ERRATIC
NWN
HEATED
HINDWIELD
IS IN
WE RATIDN ”
On Leh Sidewall (58 & 58A):
AIRSPEED LIMITATIONS
MM. LDG GEAR EXTENDED (NORMAL)
- ------------------------- 152 Krs
MM. FNS XENDED (15° %WN)
KT5
MM. FLAPS EXTENDED (NORMAL)
KTS
MAx. DESIGN MANEUVER SPEED ---------~-------~ 155 Krs
MIN. CONTROL SPEED SINGLE ENGINE----------- 84 Krs
NEVER ExoEED SPEED- --------------------- - ------- 223 Krs
MAX. STRUCTURAL CRUISE SPEED -------------- 195 ms
@ @
WWC
E
020330AA.AI
2-14 June,2ooa
FOR CLASSROOM USE

ONLY
BWh¢0n MICIZII Section Il
On Upper Le# Side Panel (58), Aim/anes Approved for Flight In
2 Icing Conditions:
F OPERATION LIMITATIONS W
THIS AIRKME msr as OPERATED AS
WHAL CATEGWY AIRKAW IN
A
COWLIAME WITH Tw OWRATING LIMITATIONS STATED IN Tw FMM or
@ PLACARDS. HARKIWS. AW MAWALS. @
HAx. TAKEN? HT. is 5500 LBS. HAx. LANDING wt, is 5400 Las.
THIS AIRPLAM IS AFWOVED FW vra. zrw. DAY AW NIGHT WERATIUN.
THIS AIWLANE isAPPRQVED FDR FLIGHT IN 1cINs CMITIMS.
L m ACRDBATIC MAWUVERS INCLUDIW sP!Ns.APPR0v£n.
CBV |49 C
On Upper Le# Side Panel (58A), Aim/anes Approved for F/ight

In Icing Conditions:
F PERATICN LIMITATIONS T
THIS AIRPLANE MUST BE DPEPATED A5 NORMAL CATEGORY AIRPLANE IN
A
COMPLIANCE WITH THE OPERATIW LIMITATIONS STATED IN THE FORM N

@ PLACARDS, MARKINGS, AW MANUALS, MAXIMUM
IS 4990 LBS. @
THIS AIRPLANE IS A?OVED FOR VFR. IFR, DAYWEIGHT
AW NIGHT WEPATIW.
L THIS AIRPLANE IS APPROVED FW FLT%T IN ICING CONDITIONS.
ND ACPOBATIC MANEUVEPS INCLLIOING SPIN$,APPQUV€D.
J
f cnrmacn 50 C
On Upper Leh Side Panel (58), Airplanes Not Approved for

Flight ln Icing Conditions:
F ERATION L1H1TAT10Ns T
THIS AIRPLANE mst BE WERATED AS NWMAL CATEGMY AIPKANE IN
A
COWLIAWE NITH THE WERATING LIMITATIWS STATED IN THE Foam or

@ PLACARDS MARKINGS. AN0 MANUALS. @
MAX. TAKEWF wT. IS 5500 LBS. NAA. LAWIW NT. IS 5400 LBS.
L THIS AIPPLAW IS NOT APPROVED FDR FLIGHT IN ICING CONOITIWS
ACRDBATIC MANEUVERS. IWLUDIW SPINS.
OR
J
C¢TW&l5l C
On Upper Le# Side Panel (58A), Airplanes Not Approved for

Flight In Icing Conditions.”
F THIS
DPERATI% LIMITATIWS
AIPPLA§ NusT as WERATED AS
W
NORMAL CATEGORY AIP9LA§ IN
A
CMLIAWE HITH TK WERATING LIHITATIONS STATED IN Tm Foam W

@ PLACA%S. MARKI%S. Aw HAmALs. MAXIMUM WEIGHT is A990 Las. @
L THIS AIPKAW is N01 wwnovzn rm FLIGHT IN ICING CMITIWS on
ACPOBATIC MANEUVERS, INCLUDI% SPINS.
cn@o|s2 c
June, 2003 2-1 5
FOR CLASSROOM USE

ONLY
Segtign || Mfcfaft
FOR STANDARD 136 GALLON CAPACITY FUEL
SYSTEM
On Lower Ponion of Each Fuel Quantity Indicator:
ee GA&%
Q %A&E Q
C95T%2C0 53 C
Between Fuel Selector Hand/es (Sena/s TH-1472 thm TH-

1798, except TH-1476, TH-1481 TH-1489 and TH-1498, not in
compliance with S. B. 2670):
,ri”_
t| $ FUEL SELECTOR
__\~t
%\
LEFT wlmc use cncss FEED RIGHT WING

ea GAL IN LEVEL FLIGHT omv ea GAL
cnoss FEED
I I
o o
F F
P P
$ D0 mt TAKE
INDICATE
NF
IN YELLM
IF FUEL 0UAN1TITv GAGES
ARC GR WITH LESS
$ |§
\§i THAN I3 GALLMS IN EACH HING SYSTEM
T 02C9602O C
2-16 June, 2003
FOR CLASSROOM USE

ONLY
nawhB0n MICfafI Section II
Between Fuel Selector Handles (Serials TH- 1799 and aher and
prior serials in compliance with S.B. 2670):
|lWlM » MIYIM SLECTNS IN MTENTS MY - M FIL FLOI IN HD mcs|

LEFT HIM USE CROSS FEED RIGHT HIM
68 GM IN LEVEL FLXGHT DMV 68 GAL
M W
CROSS FEEU
o
F
+ + o
F
F F
&@
DO NUT
INDICATE IN
THAN
TAKE OFF IF
vettow Anc
13 GAL!ONS
F%L QUANTITY GAGES
on WITH Less
IN EACH WING svsizm
c9eaAooc2sie c
@
/
June, 2003 2-17
FOR CLASSROOM USE

ONLY
se¢1i¢n|| Rawheon Mrcraft
FOR OPTIONAL 166 GALLON CAPACITY FUEL SYS-
TEM
On Lower Ponion of Each Fuel Quanthy Indicator*
as GALLN
Q &MLE Q
C%THO2C0 55 C
Bemeen Fuel Selector Hand/es (Seda/s TH-1472 lhru TH-
\
1798, except TH-1476, TH-1§8Z TH-1489 and TH-1498, not in
compliance with S. B. 2670).'
\
@ FUEL SELECTOR $
LEFT WING USE CPOSS FEED RIGHT WING
B3 GAL IN LEVEL FLIGHT ONLY 83 GAL
_
UN
\ / _
ON
cnoss FEED
I I
O O
F F
F F
® D0 WT TAKE
IWICATE IN
THAN
OFF IF FUEL WANITITY GAWS
YELLOW ARC
I3 GALLUNS
W WITH LESS
IN EACH HIM SYSTEM
$
TH02C9602 5 C
2-18 June, 2003
FOR CLASSROOM USE

ONLY
Aircrah Company Section ||
Bemeen Fuel Selector Hand/es (Serials TH- 1 799 and aher and
pdor sedals in compliance with S. B. 2670):
/@
|l%IM -
wmscrm \
%ITlm @CT% [N ETWTS MY ' W FQ FLW IN @ WS
LUT vim usE cncss FEED nmmr uxm
ea an IN LEVEL FLI%T omv sa GAL
m m
moss FEED
0
F
+ 0
F
F
F
\ @
no Nor TAKE orr IF FUEL OUANTITY GAGES
INDICATE IN vELLow Anc on wrrn LESS
THAN us sALLoNs IN EACH wzwc SYSTEM
C96EAOOC25I9 c
@
/
June, 2004 2-1 9
FOR CLASSROOM USE

ONLY
Segfign || Mrcraft
FOR OPTIONAL 194 GALLON CAPACITY FUEL SYS-
TEM
On Lower Ponion of Each Fuel Quantity indicator:
97 GMLWS
Q WMLE Q
CZTHOECO 57 C
Between Fuel Selector Handles (Serials TH- 1472 thru TH-1798

except TH-1476, TH-1487, TH-1489 and TH-1498, not in com-
pliance with S. B. 2670).'
Q FUEL SELECTOR Q
’7o®“ C%§§ FEED .yy
% NOT TAKE OFF MTlTY &GES
$
E
4Zif?JETI§b§?3f °°T"'TY;iii $
WWC
020332AA_A|
2-20 June, 2003
FOR CLASSROOM USE

ONLY
BWHGDH Mrcraft secrian ||
Bemeen Fuel Selector Handles (Serials TH- 799 and aher and 1
pdor serials in compliance with S. B. 2670):
W -XNHW iml
LEFT wins
N
USE
&ml!Y-NOF%L RWIN
cmss FEED nuauv wins
EEE
°%%*L in LsvsL FLIGHT oNLv '7 G*l
ON
CR SS FEED
F + + 0
\ ® DO NOT TME OFF IF FUEL QUANTIW GAGES

INDICATE IN YELLOW Anc on
w|TH LESS
THAN 13 GALLONS an EAcH WING svsrem
®
J
THOOC
o2o331AA.A|
June, 2003 2-21
FOR CLASSROOM USE

ONLY
Section II HMHEDH MfCf3f[
On lnstmment Panel Awacent To Fuel F/ow Gages UH-1841
and Ahen And Prior Aimlanes In Compliance With Rawheon
Aircrah S.B. 28-3052 (Option 1 or 2)):
T_"‘1
,TAKEoFF,
o CLIMB-
'LEAN As'
|Rsou1RED|
'oEsceNT-
EWICH
|As Raooi
BEFORE
ILANDING-
FULL
é§}§{;
neon
Ff;lD
1 ELEV
__mdk_
j
973l77AA
On Instrument Pane/ Ajacent To Fuel Flow Gages HH-1472

Thru TH-1840 ln Compliance With Raytheon Aircrah S.B. 28-
3052 (Option 2) ):
[IEASIQS 1
SCHEDULE
FOR
TAKEUFF
AND
CLIMB
SL
26.6
2ooo~
25.9
aooo'
24.3
eooof
22.5
sooo'
2|.a
|o,ooo'
20.9
L _____ YHW
J
973I7!AA
2-22 June, 2003
FOR CLASSROOM USE

ONLY
Rawheun Mrcraft seeaaen ||
On Inboard Side of Seat Backs for 3rd and 4th Seats:
? W 9 I
W
WE
TD
&m
§AT
‘T
°
Cl%IK
I
On Top of Front Spar Carw-Thm Structure Between Front
Seats:
EMERGENCY
LANDING GEAR
INSTRUCTIONS
TO EXTEND
ENGAGEHANDLEINREAR
OFFRONTSEATANDTURN
COUNTERCL%KWISE AS FAR
ASPOSSBLEEOTURNS
TH02C
%%AA .AI
On lnstmment Panel When Anti-Co//ision Lights Are Not In-

sta/led:
THIS AIRCRAFT NOT FULLY
EOUIPPED FOR NIGHT FLIGHT
C94CEO2C 946
e
June, 2003 2-23
FOR CLASSROOM USE

ONLY
Segflgn || Mfcraft
On Emergency Crank Access Cover:
LANDING GEAR
EMERGENCY CRANK
PULL QUT
LIFT up
L_ _J
C94CE02C 977
Adacent To Cabin Door Handle:

ROTATE HANDLE TO
FULL LOCKED POSITION
C94CEO2C 958
| On /nside of Cabin Door Aqacent to Door Hand/e (Sena/s TH-

1543, TH- 1545 and aner):
’@
1/
2-24 June, 2003
FOR CLASSROOM USE

ONLY
Bawheon MfCfafI Section ll
On Lower Sidewa/I Adjacent to Pilot.”
U WARNING 0
EMERGENCY AIRSREED STATIC SOURCE
ON
EMERGENCY
SEE
OR
PILOTS CHECK LIST
FLIGHT MANUAL
EMERGENCY PROCEDURES
\`
EOR AIRSREEO & ALTIMETER
CALIBRATION ERROR
OEF
Q NORMALG
OR
R WARNING O%§
STATIC AIR DRAIN DRAIN
VALVE TU BE CLOSED
BEFORE FLIGHT QD
CLOSE
DRAIN
CD (D
Awacent to Openable Cabin Window Handles:
UNLOCKED
LOCKED
C94CEO2C 978
June, 2003 2-25
FOR CLASSR%M USE

ONLY
section || Rawhenn Mrcraft _

On Face of Emergency Exit Latch Cover:
ENEPDENCY EXIT
PULL COVER
ROTATE HANDLE UP
SPEAKING SAFETY WIPE
PUSH WINDOW OUT
On Emergency Exit Handle:
VPOTATE HANDLE DPT

BREAKING SAFETY
WIRE
L
PUSH wlwoow DlJT
J
C9A&0xI%5
On Openable Cabin Windows:
DO NOT OPEN LATCH WINDOW

IN FLIGHT BEFOPE TAKE-DFP
C9ACE02CI957
On Oxygen Console:
V omsen O
mrm m w
;m nm mst w m wr
m IN
T0 srw umm FL%
C94E#O2C2442
2-26 June, 2003
FOR CLASSROOM USE

ONLY
Bawhenn Mrcraft secnion ||
Beech BBFOD 58 Lim|tB\i0n$
On Each Oxygen Mask Stowage Container:
OX YGE N M ASK
C94CE02C 950
Copilo! Outlet:
0*Y GEW
5 Q
2og 2
Qw
JNQ WHQ
C94§%|%|
On Oxygen Manifold:
DXYWN - W ilm WHILE IN USE
++l+%
PULL RW T0 STN FLDV
H073 £15 UL M16 Tid

Bn NI 311% MIXOHS DN - NBSAXD
C§lCEOX
Awacent to Oxygen Outlet When 5th and 6th Seats Are ln-
stalled:
MASK STOWED UNDER

REAR SEAT
C9lCEOK 919
June, 2003 2-27
FOR CLASSROOM USE

ONLY
5e¢¢i¢n || “awhB0n MfCfafI
On Window Adacent to Pilot’s Seat:
SHOlDER HARNESS WST

WHILE AT PILOT
FW
KT
TEWF
WT % IN l
WITIK.
Am LAWIW.
BAM
BE WORN
£T
P%ITIW.
BAM
C9AE#02C2AA5
On Window Adacent to Copilot's Seat:
smuLnsn HAnNess msr as vom

mlm AT PILOT mrrrw.
rm TMWF MIM. wr eAm
Am
mr mv m IN m am mrrrm m
WTINL m nsarnrm eAm mr
E mrsm.
C94E#02C2446
On Windows Awacent to Slh and 6th Seats and 3rd & 4th For-
ward Facing Seats:
SHDULDER HARNESS
MUST DE WDRN DURING
TAKE-DEE AND LANDING
WITH SEAT BACK URRISHT
E 2
2-28 June, 2003
FOR CLASSROOM USE

ONLY
B 0n
Baron 58
Aircrah Company Section ll
Limitations
On Mndows Awacent to 3rd & 4th Ah Facing Club Seats.°
SHOULDER HARNESS
MUST BE WORN DURING
TAKE-DEE AND LANDING
WITH SEAT BACK UPRIGHT
AND AFT FACING SEATS
MUST HAVE HEADQEST
FULLY EXTENDED
c1u|ax:|¢1 c
On Inside of Utiliw Door on Le# Sidewal/ of Utility Compan-

ment, or on AH Bulkhead:
1
V
6
LUN M
Elw W W
BAWAW CMARTWNTS
HIM
MTA 9
WIU SWTWM CWMIW
L MIN
wr
TMTENT - 4W
mmmr - nm w J
1N
June, 2003 2-29
FOR CLASSROOM USE

ONLY
Section
Limitations
II Rm Aircrah Company
Baron 58
On Left Sidewall of Utility Companment or Aft Bulkhead (with
utility door removal kit).'
\
BQGGQGE COMPQRTMENTS
LORD IN MCORWCE WITH

HEIGHT HND BHLRNCE MTR
Maximum srnwrunm CWRITY
MAIN CMRRTENT - Ano PMDS
Q WT cowmTmNT - |20 PWNW 0
NHEN UTILITY DOORS RRE REMOVED THE FOLLOWING
RESTRICTIONS APPLY TO CRBIN QRER
l. NO SMOKING 9
2. RLL LOOSE OBJECTS MUST BE SECURED
5. PERSONNEL NOT SECURED IN SEQTS BY SRFETY I
BELTS MUST NEQR PRRRCHUTES
CMDWKMW1
On Panel Men Utiliw Doom am Removed.°
W%N UTILITY ERS ARE

REMOVED AIR WEED IS NOT TO
EXCEED |74 KWTS
COSTWEOI 52 C
In Plain View Men Nose Baggage Companment Door is

Open."
BQGGQGE COMPQRTMENT
9 LOQD IN QCCORDQNCE WITH 9
WEIGHT GND BRLHNCE DQTH
MAXIMUM STRUCTURAL CQPQCITY - SOO POUNDS I
C9H%ElI Cl §
2-30 Januaw, 2006
FOR CLASSROOM USE

ONLY
Bawheon Mrcraft section ||
KINDS OF OPERATIONS
The Beech Baron 58 is approved for the following types of op-
erations when the required equipment as shown in the KINDS
OF OPERATIONS EQUIPMENT LIST, is installed and opera-
ble.
1. VFR day and night
2. IFR day and night
3. Icing Conditions
KINDS OF OPERATIONS EQUIPMENT LIST

This airplane may be operated in day or night VFR, day or night
IFR, and icing conditions when the required systems and equip-
ment are installed and operable.
The following_ equipment list identifies the systems and equip-
ment upon which type cenitication for each kind of operation
was predicated. The systems and equipment listed must be in-
stalled and operable for the panicular kind of operation indicat-
ed unless:
1. The airplane is approved to be operated in accordance
with a current Minimum Equipment List (MEL) issued by
the FAA.
Of;
2. An alternate procedure is provided in the Pilot’s Operat-

ing Handbook and FAA Approved Airplane Flight Manual
for the inoperative state oi the listed system or equipment
and all limitations are complied with.
June, 2003 2-31
FOR CLASSROOM USE

ONLY
Segtign || Mrcraft
Numbers in the Kinds of Operations Equipment List refer to
quantities required to be operative for the specified condition.
The list does not include all equipment that may be required by
specific operating rules. It also does not include components
obviously required for the airplane to be aimonhy, such as
wings, empennage, engine, etc.
VFR DA
SYSTEM VFR NIGHT
anwor IFR DAY
EQUIPMENT IFR NIGHT
ICING CONDITIONS
REMARKS
anwor
EXCEPTIONS
ELECTRICAL POWER
1.Alternator 2 2 2 2 2 100-ampere
alternators are
required for flight
IHICIHQ
conditions
2. Alternator OH-Line 2 2 2 2 2
Annunciator
3. Bahew System 1 1 1 1 1
4. Bus Voltmeter 1 1 1 1 1
5. Loadmeter 2 2 2 2 2
6. START Annunciator 1 1 1 1 1
ENVIRONMENTAL
1.Cabin Heater O 0 0 0 1
FLIGHT CONTROLS
1.Aileron Trim Tab Indicator 1 1 1 1 1
2. ElevatorTnm Tab Indicator 1 1 1 1 1
3. RudderTrim Tab Indicator 1 1 1 1 1
4. Flap System 1 1 1 1 1
5. Flap Position Indicator Lights 3 3 3 3 3

6. Stall Warning System 1 1 1 1 1
2-32 June, 2003
FOR CLASSROOM USE

ONLY
Bawheon Mrcraft Section II
Limitations
y ; . v
SYSTEM VFR NIGHT

andor IFR DAY
EQUIPMENT IFR NIGHT
ICING
CONDITIONS
REMARKS
andor
EXCEPTIONS
Electrically Driven Boost Pump 2 2 2 2 2

Engine Driven Boost Pump 2 2 2 2 2
Fuel Flow Indicator 2 2 2 2 2

Fuel Selector Valve 2 2 2 2 2
Fuel Quantity Indicator 2 2 2 2 2
ICE AND RAIN PROTECTION
Emergency Static Air System O 0 1 1 1
Fuel Vent Heater 0 O 2 2 2

O O 1 1 1
Propeller Deuce System 0 O O 0 1
Electrothermal Heated Wind- O 0 O O 1
Sudace Delce System (lnboard 0 0 O 0 1
and Outboard Wing, Horizontal

and Vertical Stabilizer Deice
Stall Warning Heat O 0 0 O 1
0 O O 0 1
1 Emergency Landing Gear 1 1 1 1 1
Extension System
2 Landing Gear Position 4 4 4 4 4
3 Landing Gear Motor and 1 1 1 1 1
4 Landing Gear Warning Horn 1 1 1 1 1
2-33
FOR CLASSROOM USE

ONLY
Secfign ||
SYSTEM VFR NIGHT

anwor IFR DAY
EQUIPMENT IFR NIGHT
ICING
CONDITIONS
REMARKS
andor
EXCEPTIONS
5. Gear Up Annunciator 1 1 1 1 1 Serials TH-1543,
TH-1545 and
aher
LIGHTS
1. AH DOOR Annunciator 1 1 1 1 1
2. Cockpit and Instrument 0 1 0 1 1
Lighting System
3. Landing Light O 1 O 1 1
4. Navigation Lights 0 3 0 3 3
5. Upper Anticollision Light 0 1 O 1 1
6. Lower Anticollision Light O 1 O 1 1 Serial TH-1842

Only
NAVIGATION INSTRUMENTS
1. Airspeed Indicator (leh) 1 1 1 1 1
2. Altimeter (Ieh) 1 1 1 1 1
3. Attitude Indicator 0 0 1 1 1
4. Clock O 0 1 1 1
5.Directional Gyro 0 0 1 1 1
6 Magnetic Compass 1 1 1 1 1
Outside Air Temperature

7. 1 1 1 1 1
Indicator
VACUUM/PRESSURE
SYSTEM
1. lnslmment Air System O 2 2 2 2
2. Pressure Gage O 1 1 1 1
,/
2-34 June, 2003
FOR CLASSROOM USE

ONLY
Rawheon Mrcraft secrunn II
v - |.'
SYSTEM VFR NIGHT
anwor IFR DAY
EQUIPMENT IFR NIGHT
ICING
CONDITIONS
REMARKS
anwor
EXCEPTIONS
ENGINE INDICATIONS
1.CyIinderHeadTemperature 2 2 2 2 2
Indicator
2. Exhaust Gas Temperature 2 2 2 2 2
Indicator
3. Manifold Pressure Indicator 2 2 2 2 2
4. Tachometer 2 2 2 2 2
ENGINE OIL
1.0iI Pressure Indiwtor 2 2 2 2 2
2. Oil Temperature Indicator 2 2 2 2 2
RESTRAINT SYSTEM
1.SeatBe|t(perseat) 1 1 1 1 1
2. Shoulder Harness (crew 2 2 2 2 2

compartment)
June,2003 235
FOR CLASSROOM USE

ONLY
Rawhmn Mrcraft B°°°“ B°'°" 58
SECTION III
EMERGENCY PROCEDURES
TABLE OF CONTENTS
SUBJECT PAGE
Emergency Alrspeeds (5500 Lbs) ......... ...... 3-4

One-Engine-inoperative Procedures .................................. 3-4
Controllabrlrty vs. Airspeed ................................................ 3-4
Obtaining The Best Single-Engine Climb Penormance ..... 3-4
Determining inoperative Engine ...._.....__
Engine Failure During Ground Roll ............... ...... 3 -5
Engine Failure Aher Lift-oh and in Flight ....... ...... 3 -6
Air Stan ........................................_................. ...... 3 -7
Engine Fire ..................... ._ ..3-9
On The Ground ......... ..3-9
ln Flight ..................... ..3-9
Emergency Descent ....... ..3-9
Glide .................................. 3-10
Landing Emergencies ....,.........,.. 3-10
Gear-Up Landing ..................,........... 3-10
One-Engine-lnoperatve Landing ......._... 3-11
One-Engine-inoperative Go-Around ..................... ........ 3-12
Systems Emergencies ..................................................... .3-12
One-Engine-inoperative Operation on Crossfeed ........... 3-12
Electrical Smoke or Fire ................. ....................,.......... .3-13
Staner Engaged (START Annunciator Illuminated) ........ .3-14
Alternator Failure (LEW anwor RIGHT ALTR
Annunciator) .................................... .... .......... ........... ,... 3-15
Landing Gear Manual Enension ...................... 3-16
Landing Gear Retraction
After Practice Manual Extension ...... 3-17
Ice Protection ......,....................................... 3-17
Sunace Deice System .........,........................ 3-17
Electrothermal Propeller Deice System ........ 3-18
Emergency Static Air Source System ........ 3-19
June, 2003 3-1
FOR CLASSROOM USE

ONLY
Bawheon Mrcraft seciron iii
Beech Baron 5B Emergency Procedures
A// almpeeds quoted in this section are indicated airspeeds
(IAS) and assume zero instrument error.
NOTE
The following intormation is presented to enable
the pilot to tom, in advance, a definite plan ot ac-
tion for coping with the most probable emergency
situations which could occur in the operation ot
the airplane. Where practical, the emergencies
requiring immediate corrective action are treated
in check list torm for easy reference and familiar-
ization. Other situations, in which more time is
usually permitted to decide on and execute a plan
of action, are discussed at some length.
ln order to supply onesate speed for each type of

emergency situation, the airspeeds presented
were derived at 55O0 lbs (540O lbs for landing).
NOTE
lmmediate action procedures are delineated by
solid bold type with the remaining procedures tol-
lowing.
June 2003
FOR CLASSROOM USE

ONLY
Segtign |||
Emergency Procedures Beech Baron 58
EMERGENCY AIRSPEEDS (5500 LBS)
One-Engine-inoperative Best Angle-of-Climb (Vxse). _ _ 95 kts
One-Engine-inoperative Best Rate-of-Climb (VYSE)- _ 100 kts
Air Minimum Control Speed (VMCA) ................ 84 kts
One-Engine-inoperative Enroute Climb .... 100 kts
_ .
Emergency Descent ..................... 152 kts

. _
One-Engine-inoperative Landing (5400 lbs):

Maneuvering to Final Approach ......... _ _ _ 107 ms
Final Approach (Flaps Down) (30°) .... .... 9 5 kts
Intentional One-Engine-inoperative
Speed (VssE) ............... .... 8 8 kts
Maximum Range Glide ............. _ 115 kts
The stall warning horn is inoperative when the

bahew and alternator switches are turned off.
ONE-ENGINE-INOPERATIVE PROCEDURES
CONTROLLABILITY VS. AIRSPEED
Airspeed is the single most imponant factor in maintaining air-
plane control during single engine operations. The airplane can
be safely maneuvered or trimmed for normal hands-oh opera-
tion and sustained in this configuration by the operative engine
AS LONG AS SUFFICIENT AIRSPEED IS MAINTAINED.
OBTAINING THE BEST SINGLE-ENGINE CLIMB PER-

FORMANCE
To obtain best single-engine climb penormance with one en-
gine inoperative, the aimlane must be banked 3° to 5° into the
operative engine while maintaining a constant heading.
3-4 June, 2003
FOR CLASSROOM USE

ONLY
Bwheon Mrcraft seczian |||
Beech Baron 58 Emergency Procedures
DETERMINING INOPERATIVE ENGINE
The following checks will help determine which engine is inop-
erative:
1. DEAD FOOT - DEAD ENGINE - The rudder pressure re-
quired to maintain directional control will be on the side of

the operative engine.
2. THROTTLE - Panially retard the throhle for the engine
that is believed to be inoperative; there should be no
change in control pressures or in the sound of the engine
if the correct throttle has been selected. AT LOW ALTI-
TUDE AND AIRSPEED THIS CHECK MUST BE AC-

COMPLISHED WITH EXTREME CAUTION.
Do not attempt to determine the inoperative engine by means
of the tachometers or the manifold pressiire gages. These in-
struments often indicate near normal readings.
ENGINE FAILURE DURING GROUND ROLL

1. Throttles ............................. CLOSED
2. Braking ........ ..... M AXIMUM
NOTE
Braking effectiveness is improved if the brakes
are not locked.
3. Fuel Selectors .... ..... O FF
4. Magnetos .... . _OFF
5. Alternators _ _ _ _OFF
6. Banew .... .OFF
June, 2003 3-5
FOR CLASSROOM USE

ONLY
section ||| Rawheon Mrcraft
ENGINE FAILURE AWER LIU-OFF AND IN FLIGHT
An immediate landing is advisable regardless of take-off
weight. Continued flight cannot be assured if take-off weight ex-
ceeds the weight determined from the TAKE-OFF WEIGHT
graph. Higher take-off weights will result in a loss of altitude
while retracting the landing gear and feathering the propeller.
Continued flight requires immediate pilot response to the follow-
ing procedures.
1. Landing Gear and Flaps ....... .......
UP
2. Throttle (inoperative engine) .... .... C LOSED
3. Propeller (inoperative engine) ...........
FEATHER
4. Power (operative engine) ...........
AS REQUIRED
5. Airspeed .......... MAINTAIN SPEED AT ENGINE
FAILURE (100 kts MAX.) UNTIL
OBSTACLES ARE CLEARED
NOTE
The most imponant aspect of engine failure is the
necessity to maintain lateral and directional con-
trol. lf airspeed is below 84 kts, reduce power on
the operative engine as required to maintain con-
trol. Refer to Section X, SAFETY INFCRMATION
for additional information regarding pilot tech-
nique.
After positive control of the aimlane is established:
6. Secure inoperative engine:
a. Mixture Control ......... .... DLE CUT-OFF
b. Fuel Selector ..... ........ O FF
c. Fuel Boost Pump .... ..._ OFF
d. Magneto ........_ OFF
e. Alternator ..... ..... O FF
f. Cowl Flap ..... .... C LOSED
3-6 June, 2003
FOR CLASSROOM USE

ONLY
BNOn Aircrah Company SeCti0h lll
Baron 58 Emergency Procedures
7. Electrical Load .............. .......... MONITOR
Maximum load of 60 amps (100 amps on optional alter-
nator) on operating alternator. Reduce electrical load if
voltmeter indiwtes less than 28 volts.
AIR START
The pilot should determine the reason for engine

failure before attempting an airstan.
1. ........................... ON
Fuel Selector Valve
(feel for detent visually check)
&
2. Throttle .......,...... SET (approximately 1/4 travel)
3. Mixture Control:
UH-1472 Thru TH-1M0, Not In Compliance Nth Raytheon Air-
crah S.B. 28-3052):
' FULL RICH
(TH-1841 and Aher, and Prior Airplanes In Compliance Nth
Rawheon Aircran S.B. 28-3052):
FULL RICH, below 5000
~ H (1/2 travel above SWO H)
4. Fuel Boost Pump ......................._.. LOW
5. Magnetos ........ .... C HECK ON
6. Propellers:
Nth Unfeathering Accumulators:
a. Propeller Control ................ FORWARD OF
FEATHERING DETENT
(until engine obtains 600 rpm)
b. Propeller Control ....... BACK TO DETENT
(to avoid overspeeding)
June, 2003 3-7
FOR CLASSROOM USE

ONLY
SGCIIOH |||
Emergency Procedures
Hymn Aircrah Company
Baron 58
c. Staner (if necessaw) .... ENGAGE MOMENTARILY

(to accomplish unfeathering)
d. Ifpropeller does not unfeather or engine does not turn,
proceed to Wthout Unfeathering Accumulators proce-
dure.
Wihout Unfeathering Accumulators:
a. Propeller Control ................ FORWARD OF
FEATHERING DETENT
b. Staner ............................ ENGAGE
(lo accomplish unfeathering)
c. engine fails to run, clear engine by allowing it to wind-
If
mill with mixture in IDLE CUT-OFF. When engine fires,
advance mixture to full rich.
7. AHer Engine Stads ........... ADJUST THROTTLE,
PROPELLER and MIXTURE
CONTROLS
8. Fuel Boost Pump ........................... OFF
(when reliable power has been regained)
9. Alternator .................................. ON
10. Oil Pressure ...................,......._. CHECK
11 Warm Engine (approximately 1500 rpm and 15 in. Hg)
Up
12. Power .............._............ AS REQUIRED
13. Trim .... .... AS REQUIRED
3-8 Januaw, 2006
FOR CLASSROOM USE

ONLY
Rawheon Mrcraft section |||
ENGINE FIRE
ONTHEGROUND
1. Mixture Controls .................. IDLE CUT-OFF
2. Staner (ahected engine) .... CONTINUE TO CRANK
3. Fuel Selector Valves ....................... OFF
4. Alternators .......... ..... ..... O FF
5. Battew ....................... ..... O FF
6. Extlngulsh with fire extinguisher
IN FLIGHT
Shut down the ahected engine according to the following pro-
cedure and land immediately. Follow the applicable one-en-
gine-inoperative procedures in this section.
1. Fuel Selector Valve ........................ OFF
2. Mixture Control ...... ..... DLE CUT-OFF
l
3. Propeller ......... ..... EATHERED

F
4. Fuel Boost Pump .... .......... O FF
5. Magneto ......... ..... O FF
6. Alternator ...... ..... O FF
EMERGENCY DESCENT
1. Throttles ................ .... C LOSED
2. Propellers ..... .. 2700 RPM
3. Airspeed ..... .... 1 52 HS
4. Landing Gear . . . ............ DOWN
5. Flaps ........ .... A PPROACH (15°)
June, 2003 3-9
FOR CLASSROOM USE

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Sectign ||| IHWHBUD MfCfaf[
GLIDE
1. Propellers ..... _ _ _ FEATHERED
2. Flaps .......... ..... U P (0°)
3. Landing Gear ............ ...... U P
NOTE
On Serials TH-1543, TH-1545 and after, the land-
ing gear will not retract unless one of the throttles
is in a position corresponding to approximately 15
in. Hg manifold pressure or above.
4. Airspeed ..................... ........ 15 KTS 1
5. Glide Ratio .... .............. nautical miles

2
for each 1000 feet of altitude
LANDING EMERGENCIES
GEAR-UP LANDING
NOTE
lf possible, choose firm sod When assured of reaching landing

site:
1 Cowl Flaps .... .CLOSED
2 Wing Flaps .... _ AS DESIRED
3 Throttles ...... .CLOSED
4 Fuel Selectors. _ .._.....OFF
5 Mlnure Controls _ IDLE CUT-OFF
6 Magnetos ..... _.....__ O FF
3-10 June, 2003
FOR CLASSROOM USE

ONLY
HBWHEDD MfCf3fI Section lll
7. Alternatom ................................ OFF
e. eattew ._......................._......... ‘OFF
9. Wings ........ KEEP LEVEL DURING TOUCHDOWN
10. Get clear ot the airplane as soon as possible after it
stops.
NOTE
The gear up landing procedures are based on the
best available information and no actual tests
have been conducted.
ONE-ENGINE-INOPERATIVE LANDING
On final approach and when it is cenain that the field can be
reached'
1. Landing Gear .... ............ OWN D
2. Flaps ....... .... A PPROACH
(15°)
3. Airspeed ..... _ ........... 107 KTS
4. Power ........................... AS REQUIRED
(to maintain 800 Mmin rate of descent)
When it is cedain there is no possibi/iw of go-around.'
5. Flaps ............................. DOWN (30°)
6. Airspeed ............... ..... 5KTS 9
7. Execute Normal Landing
June, 2003 3-11
FOR CLASSROOM USE

ONLY
Section Ill BWHBDD MfCI&ft
ONE-ENGINE-INOPERATIVE G0-AROUND
Level flight might not be possible for cenain com-

binations ol weight, temperature and altitude. ln
any event, DO NOT attempt a one-engine-inoper-
ative go-around after flaps have been fully ex-
tended.
1. Power ........ _ .MAXIMUM ALLOWABLE
2. Landing Gear .... ....................... UP
3. Flaps ........ ....................... (0°) UP
4. Airspeed _ .... MAINTAIN 100 KTS MINIMUM
SYSTEMS EMERGENCIES
ONE-ENGINE-INOPERATIVE OPERATION ON f
CROSSFEED
NOTE
The fuel crossfeed system is to be used only dur-
ing emergency conditions in level flight only.
Le# Engine lnoperatlve:
1. Right Fuel Boost Pump .... ....... L OW
2. Leh Fuel Selector .......... .............. O FF

3. Right Fuel Selector .................. CROSSFEED
(feel for detent & visually check)
| 4. Right Fuel Boost Pump ..... LOW or OFF (as required)
Right Engine inoperative:
1. Left Fuel Boost Pump .... LOW/
2. Right Fuel Selector .... .... O Fi
3-12 June, 2003
Fok CLASSROOM USE

ONLY
Bawhenn Mrcraft section iii
3. Left Fuel Selector ................... CROSSFEED
(feel lor detent & vimally check)
4. Lek Fuel Boost Pump ....... LOW or OFF (as required)
ELECTRICAL SMOKE OR FIRE
Action to be taken must consider existing conditions and equip-
ment insta/led.°
1 . Alternators .... ...................... 0 FF
2. Battery ................................... OFF
3. Heading Control ...... MAINTAIN USING STANDBY
COMPASS IF REQUIRED
Turn Coordinator, HSI, engine instruments (ex-

cept M'AP) and stall warning horn will become in-
operative with the battew and alternators oH.
4. All Electrical Switches .......... ............. OFF
5. Dissipation of smoke may be aided by the following:
a. Cabin Air and Cabin
Heat Controls ......... .... ULL FORWARD
F
....... ..... ULL OPEN

b. Pilot Air and Copilot Air P
c. Overhead Fresh Air Outlets ............... OPEN

If smoke or fire ceases, individually restore electrical equipment
to iso/ate defective equipment.
6. Battew ............... .... O N

7. Alternators ................................. ON
8. Essential Electrical Equipment .... ON ONE AT A TlME
June, 2003 3-13
FOR CLASSROOM USE

ONLY
Segtign ||| ||3y|’|lB0ll AiI‘C1'2lf[
Dissipation of smoke is not sufficient evidence

that the fire has been extinguished. lf it cannot be
visually confirmed that no fire exists, land at the
nearest suitable airport.
9. Pilot’s Storm Window (if required). ..... OPEN
10. Land as soon as practical.
STARTER ENGAGED (START Annunciator

Illuminated)
After engine start, should the starter relay remain engaged, the
starter will remain energized and the starter energized annun-
ciator will remain illuminated. Continuing to supply power to the
starter will result in eventual loss of electrical power.
Ground Operations:
1. Alternators ..... . . OFF
2. Battery .... .......... .... OFF
NOTE
Electrically driven flight/engine instruments will
become inoperative.
3. Do Not Take Off.
Illuminated In Flight After Air Start:
1. Alternators .............. .... O FF
2. Battery .... ...... .... OF F
NOTE
Electrically driven flight/engine instruments and
stall warning horn will become inoperative. /
3-14 June, 2003
FOR CLASSROOM USE

ONLY
Bawheon MfCI3ft Section Ill
ALTERNATOR FAILURE (LEH and/or RIGHT ALTR

Annunciator)
Illumination of a single AL TR annuncialor:
1. Loadmeter (failed side) .CHECK FOR ZERO OUTPUT
lf /oadmeter indicates a positive load:
2. A malfunction of the annunciator system is indicated.
Continue to use the alternator.
If loadmeter indicates zero load:
3. Alternator (failed side) ......
OFF MOMENTARILY,
THEN ON (to reset ovewoltage relay)
lf annunciator eninguishes and a positive load is indicated:
4. Continue to
use the alternator
/fthe annunciator remains illuminated:
5. Alternator (failed side) ............ ....O FF
6. Nonessential Electrical Equipment .............. OFF
(Reduce load to single alternator capacity)
7. If Icing Conditions Exist .............
EXIT AS SOON
AS POSSIBLE
If the other AL TR annunciator illuminates.'
8. Repeat steps 1 thru 5 above for the other alternator.
ll both altemators remain inoperative:
9. Nonessential Electrical Equipment ........... OFF TO
CONSERVE BATTERY
10. If Icing Conditions Exist .... ....... E XIT AS SOON
AS POSSIBLE
June, 2003 3-15
FOR CLASSROOM USE

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Section lll nawhB0n
NfCf&fI
_

LANDING GEAR MANUAL EXTENSION
1. Airspeed ...................... 152 KTS OR LESS
NOTE
Manual extension of the gear can be facilitated by
first reducing the airspeed as much as practical.
2. LANDING GEAR MOTOR Circuit Breaker
.......... .... ULL
(left side circuit breaker panel) P
3. Landing Gear Handle ................ .... OWN D
4. Handcrank Handle Cover
(at rear front seats) ..,..
of ............ EMOVER
5. Handcrank ................... ENGAGE AND TURN
COUNTERCLOCMISE AS FAR AS POSSIBLE
(approximately 50 turns)
6. If the electrical system is operative, a positive gear down
indication can be made as follows:
a. LDG GR WARN and LDG GR POS LTS
Circuit Breakers.................... CHECK IN
b. Landing GEAR DN LOCKED
&
Lights ................. ILLUMINATED green)
(3
c. CHECK that the gear warning horn does not sound
when either throttle is retarded to idle.
7. Handcrank .............. DISENGAGE, THEN STOW
8. Do not move the Landing Gear Handle or reset the
MNDING GEAR MOTOR Circuh Breaker.
9. The landing gear should be considered UNLOCKED until
the aimlane is on jacks and the system has been cycled
and checked.
3-16 June, 2003
FOR CLASSROOM USE

ONLY
Bawheon Mrcraft se¢aaon iii
Do not operate the landing gear electrically with

the handcrank engaged. Damage to the mecha-
nism could occur.
The manual extension system is designed to

LOWER the landing gear only. DO NOT AT-
TEMPT TO RETRACT THE GEAR MANUALLY.
LANDING GEAR RETRACTION ANER PRACTICE

MANUAL EXTENSION
After practice manual extension ol the landing gear, the gear
may be retracted electrically, as follows:
1. Handcrank .......... ......... C ONFIRM STOWED
2. MNDING GEAR MOTOR Circuit Breaker .......... lN
3. Landing Gear Handle .................. UP
NOTE
ing gear will not retract unless one of the thronles
ln. Hg manifold pressure or above.
ICE PROTECTION
SURFACE DE/CE SYSTEM

Failure of the AUTO Mode:
° Sunace Deice Switch .................... MANUAL
(Do not hold more than 8 seconds.)
June, 2003 3-17
FOR CLASSROOM USE

ONLY
Section |||
lW Aircrah Company
Beech Baron 58
NOTE
The boots will inflate only as long as the switch is
held in the MAN (manual) position. When the
switch is released, the boots will deflate.
Failure of boots to deflate:
1. Pull Sudace Deice Circuit Breaker on pilot’s sidewall cir-
cuit breaker panel.
2. lfboots reinflate after Sudace Deice Circuit Breaker is re-
set, use circuit breaker as a manual sudace deice switch,
following the procedures outlined in Failure ofthe AUTO
Mode.
Failure of AUTO and MAN modes of operation:
° Exit icing conditions as soon as possible.
ELECTROTHERMAL PHOPELLER DE/CE SYSTEM
An abnormal reading on the Propeller Deice Ammeter indicates
need for the following action.'
1. Zero Amps:
Check the propeller deice circuit breaker switch. lf the cir-
cuit breaker ponion of the switch has tripped the swich off,
wait approximately 30 seconds before resetting. If the
switch trips again, do not reset. If the ammeter reads zero
and the switch has not tripped, check Ioadmeters for de-
flection as the switch is cycled on and off to confirm a mal-
function of the ammeter. lf Ioadmeters do not show a
deflection, consider the propeller deice system to be inop-
erative.
2. Zero to 14 Amps:
lf the propeller deice system ammeter occasionally or reg-
ularly indicates less than 14 amps, operation of the propel-
ler deice system can continue unless serious prorieller
imbalance results from irregular ice shedding.
3-18 June, 2004
FOR CLASSROOM USE

ONLY
BSWHBDD &fCf3f[ Section lll
3. 18 to 23 Amps:
lfthe propeller deice system ammeter occasionally or reg-
ularly indicates 18 to 23 amps, operation of the propeller
deice system can continue unless serious propeller imbal-
ance results from irregular ice shedding.
4. More than 23 Amps:
lf the propeller deice system ammeter occasionally or reg-
ularly indicates more than 23 amps, the system should not
be operated unless the need for propeller deicing is urgent.
NOTE
lf the propeller deice system becomes inopera-
tive, leave icing conditions as soon as possible.
Cycling of the propeller rpm will assist the propel-
lers in shedding ice.
EMERGENCY STATIC A/R SOURCE SYSTEM

THE EMERGENCY STATIC AIR SOURCE SHOULD BE
USED FOR CONDITIONS ANYTIME THE NORMAL STATIC
SOURCE HAS BEEN OBSTRUCTED. When the airplane has
been exposed to moisture anwor icing conditions (especially on
the ground), the possibilhy of obstructed static pons should be
considered. Panial obstruction will result in the rate ot climb in-
dication being sluggish during a climb or descent. Verification of
suspected obstruction is possible by switching to the emergen-
cy system and noting a sudden sustained change in rate of
climb. This may be accompanied by abnormal indicated air-
speed and altitude changes beyond normal calibration difler-
ences.
Whenever any obstruction exists in the Normal Static Air Sys-
tem, or the Emergency Static Air System is desired for use:
1. Emergency Static Air Source ......
EMERGENCY (ON)
(lower sidewall adjacent to pilot)
June, 2003 3-19
FOR CLASSROOM USE

ONLY
Section Ill HWHBDD &fCf3f[
2. For Airspeed Calibration and Altimeter Correction, refer
to Section V, PERFORMANCE.
When the Emergency Static Air System is no longer needed:

3. Emergency Static Air Source ........ (NORMAL) OFF
ELECTHOTHEHMAL HEATED W/NDSHIELD SEG-
MENT
Failure of the heated windshield segment can be confirmed by
cycling the WSHLD HEAT switch to OFF, then ON. lf a deflec-
tion of the loadmeters is not apparent, consider the system in-
operative and exit icing conditions. Panial windshield deicing
may be accomplished using the defroster. Maximum defrost
heat is achieved as follows:
1. Heater Switch ....... ...... H EATER
2. Cabin Air Control ..... ............... ULL AFT P
(not more than 1/2 travel)
3. Cabin Heat Control .... .............. ULL OUT P
4. Defrost Control .._. .... ULL OUT P
5. Pilot Air Control .... .... P USH IN
6. Copilot Air Control .... .... P USH IN
HEA TED P/TOT TUBE

Failure of the pitot heat in icing conditions may be noticed by a
rapid decrease in indicated airspeed, or some other inappropri-
ate reading forthe given flight condition. Leave icing conditions
as soon as possible.
3-20 June, 2003
FOR CLASSROOM USE

ONLY
n%on AircraR Company Section Ill
Baron 58 Emergency Procedures
Loss OF ONE AL TERNA TOR
g Turn on unnecessaw electrical equipment such as excess radi-
os, navigation equipment, and one pitot heat if dual pitot heat is
available, so as not to exceed alternator capacity of 60 amps or
100 amps, as indicated on the loadmeter. Leave icing condi-
tions as soon as possible.
EMERGENCY EXITS
The openable windows on the len and right side of the cabin
may be used for emergency egress in addition to the cabin door
and utility doors. An emergency exit instructions placard is lo-
cated on each openable Wndow/Emergency Exit latch cover.
FOR ACCESS PAST THE 3RD AND/OR 4TH SEA TS:
1. Rotate red handle located on lower inboard side of seat
back.
2. Fold seat back over.
TO OPEN THE OPENABLE WINDOW/EMERGENCY EX/T:

1. Remove cover as indicated by placard in the center of the
openable Wndow/Emergency Exit latch cover.
2. Rotate exposed red latch handle up (as indicated by plac-
ard) breaking safety wire, and push window out.
NOTE
Anwime the window has been opened by break-
ing the safety wire on the red emergency latch
handle, the window must be reattached and wired
by a qualihed mechanic using a single strand of
QQ-W-343, Type S, .020 diameter copper wire
prior to funher airplane operation.
f\
Januaq, 2006 3-21
FOR CLASSROOM USE

ONLY
Section lll
H 0h Aircrah Company
Baron 58
UNLATCHED DOOR IN FLIGHT
Ifthe cabin door is not properly latched, it may open in Night.
The door may trail open approximately 3 inches, but the Night
characteristics of the airplane will not be aHected, except the
rate of climb will be reduced.
1. Maintain control of the airplane.
2. Do not attempt to close the door until aher landing.
3. All occupants fasten seatbelts.
4. Land as soon as practical using Normal Prmedures.
lf occupant can assist from right seat:
5. Hold door during and aher landing to prevent it from
swinging open.
SPINS
Intentional spins are prohibited. lf an unintentional spin is en-
countered, pedorm the following procedure IMMEDIATELY -
THE LONGER THE DEMY, THE MORE DIFFICULT RECOV-
ERY WILL BECOME. Steps through 3 should be done AG-
1
GRESSIVELY and SIMULTANEOUSLY. The full fomard

position of the control column may be reduced slightly, if re-
quired, to prevent the airplane from exceeding a 90° nose down
(invened) ahitude.
1. Control Column ..... ...... F ULL FORWARD,
AILERONS NEUTRAL
2. Full Rudder . .OPPOSITE THE DIRECTION OF SPIN
3. Power Levem ............................. IDLE
4. Controls _ . NEUTRALIZE WHEN ROTATION STOPS
5. Execute a smooth pullout.
3-22 June, 2003
FOR CLASSROOM USE

ONLY
RBWHBDD &fCf8fI Section Ill
? NOTE
Federal Aviation Administration Regulations do
not require spin demonstration of airplanes of this
class; therefore, no spin tests have been conduct-
ed. The recovew technique is based on the best
available information.
SEVERE ICING CONDITIONS

(ALTERNATE METHOD OF COMPLIANCE
WITH FAA AD 98-04-24)
THE FOLLOWING WEATHER CONDITIONS MAY BE CON-
DUCIVE TO SEVERE IN-FLIGHT ICING:
~ Visible rain at temperatures below O degrees Celsius ambient
airtemperature.
° Droplets that splash or splatter on impact at temperatures be-
low 0 degrees Celsius ambient air temperature.
PROCEDURES FOR EXITING THE SEVERE ICING

ENVIRONMENT:
These procedures are applicable to all flight phases from take-
oh to landing. Monitor the ambient air temperature. While se-
vere icing may form at temperatures as cold as -18 degrees
Celsius, increased vigilance is warranted at temperatures
around freezing with visible moisture present. lf the visual cues
specified in Section ll, LIMITATIONS for identifying severe icing
conditions are obsewed, accomplish the following:
1. Immediately request priority handling from Air Trahic
Control to facilitate a route or an altitude change to exit
the severe icing conditions in order to avoid extended ex-
posure to flight conditions more severe than those for
which the airplane has been cenificated.
K
2. Avoid abrupt and excessive maneuvering that may exac-
emate control difficulties.
June, 2003 3-23
FOR CLASSR%M USE

ONLY
Segtign ||| Mrcraft
3. Do not engage the autopilot.
4. lf the autopilot is engaged, hold the control wheel firmly
and disengage the autopilot.
5. If an unusual roll response or uncommanded roll control
movement is obsewed, reduce the angle-of-attack.
6. Do not enend flaps when holding in icing conditions. Op-
eration with flaps enended can result in a reduced wing
angle-of-attack, with the possibility of ice forming on the
upper sudace funher ah on the wing than normal, possi-
bly ah ofthe protected area.
7. Ifthe flaps are extended, do not retract them until the air-
frame is clear of ice.
8. Repon these weather conditions to Air Traffic Control.
3-24 June, 2003
FOR CLASSROOM USE

ONLY
l 0h Alrcrah Company Baf°“ 58
f SECTION IV
NORMAL PROCEDURES
TABLE OF CONTENTS
SUBJECT PAGE
Alrspeeds For Safe Operation (5500 Lbs) ...... 4-3

Preflight Inspection ........ ,......... .................... 4 -4
Before Staning .............. 4-8
Engine Smnlng .................. ..4-9
Aher Stanlng and Taxi ......... 4-11
Before Takeoh .............. 4-11
Takeoh ................. 4-13
Climb ................ 4-16
Cruise Climb ................................ 4-17
Cruise .................................................. 4-20
Leaning Using The Exhaust Gas
Temperature Indicator (EGT) ....... 4-20
Descent ........................................ 4-21
Before Landing ............................... 4-23
Balked Landing .................................. 4-24
Aher Landing (Clear of Runway) ....... 4-24
Shutdown ........................................ 4-24
Oxygen System ...... 4-25
Preflight ................... 4-25
In Flight ....................... 4-28
After Using Oxygen ........ 4-28
Cold Weather Operation ...... 4-30
Preflight Inspection ........ 4-30
After Staning ............... 4-31
Taxiing ..................... 4-31
Before Takeolf ......... 4-31
Takeon ................. 4-32
Descent ............ 4-32
Landing ................ 4-32
External Power ........ 4-32
A- June, 2004 4-1
FOR CLASSROOM USE

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Baron 58
Section
0h IV
Alrcrah Company
Normal Procedures
TABLE OF CONTENTS (CONT’D)
SUBJECT PAGE
Stanlng Engines Using External Power ........ 1 ..........4-33
Heater Operation ......................................... ..........4-33
Windshield Defogglng ....... ..........4-34
Ice Protection Systems .......... ..........4-35
Before Takeoh ............................... ..........4~35
Sudace Deice System ...................................... ..........4-35
Elmtrothermal Propeller Deice ...................................... 4-35
Fuel Vent Heat, Stall Warning Heat, Pitot Heat,
Windshield Heat, and Ice Light ...................... ..........4-36
ln Flight ........................._...................... ...,......4-36
Sunace Deice System ................................... ..........4-37
Electrothermal Propeller Deice ........................ ..........4-37
Electrothermal Heated Windshield Segment ................. 4-37
Pilot Heat, Stall Warning Heat,
and Fuel Vent Heat ..t.................................. ..........4-3£
After Landing .................._...................................... ..........4-38
Engine Break~In information ..........,...................................... 4-38
Simulating One-Engine lnoperatlve (Zero Thrust) .............. 4-38
Practice Demonstration ot VM¢A ......_.............................. ...... 4-39
Nolse Characteristics .....,,....................................... 4-40
4-2 June, 2004
FOR CLASSROOM USE

ONLY
na“hB0n MfCfafi Section IV
Beech Baron 58 Normal Procedures
AI/ airspeeds quoted in this section are indicated airspeeds
§ (IAS) and assume zero instrument error.
AIRSPEEDS FOR SAFE OPERATION (5500

Les)
Maximum Demonstrated Crosswind
Component .................... _ .22 MS
Takeoh:
Rotation ...... ....... _ _ .85 kts
50-h Speed .................... .... 100 kts
Two-Engine Best Angle-of-Climb (Vx) ..... . .92 kts
Two-Engine Best Rate-of-Climb (VY) .._. .... 105 kts
Cruise Climb ...............,.... ._.. 1 36 kts
......
, Tumulent Air Penetration
Landing Approach (5400 lbs):
156 kts
Flaps Down (30°) ....._.. . . .95 kts

Balked Landing Climb .._.._.... .95 kts
intentional One-Engine-inoperative
Speed (VSSE) ................... _ _ .88 kts
Air MinimumControl Speed (VMCA) ..... _ _ .84 kts
Minimum During Icing Conditions 130 Ms
NOTE
Refer to all applicable Rawheon Aircraft Supple-
ments and STC Supplements for flight phase pro-
cedures for optional equipment installed in the
airplane.
%_
June, 2003 4-3
FOR CLASSROOM USE

ONLY
Section IV H3Wh¢0n!Mrcraft
Normal Procedures Beech Baron 58
PREFLIGHT INSPECTION
i | 1KIé
I1 6
5
I!\‘|‘ii
i
Q!
I
-
9
8
iili 4
3 ,
WWC
020335AA.Ai
1. COCKPIT
a. Control Locks ..... _ REMOVE AND STOW
b. Parking Brake ..... ............... S ET
c. All Switches .... .......... O FF
d. Trim Tabs .... .... S ET TO ZERO
e. Oxygen .... .......... ........ C H ECK
NOTE
A bottle pressure of 1850 psig at 15°C is fully
charged (1O0°/Q capacity). Read duration directly
from Oxygen Duration Chan when bottle is full.
4-4 June, 2003
FOR CLASSROOM USE

ONLY
Rmheon Mrcraft secricn |v
2. RIGHT FUSEMGE
a. Load Distribution ......... CHECK AND SECURED
b. Static Pon ........_. CLEAR OF OBSTRUCTIONS
c. ELT (ah fuselage installations) ........... ARMED
3. EMPENNAGE
a. Control Sunaces, Tabs and Deice Boots CHECK _ _
(condition, security and anachment)

b. Tail Cone, Tail Light and Rudder Beacon . CHECK _
c. Tie Down ........................... REMOVE

4. LEW FUSELAGE
a. Cabin Air Inlet ....... CLEAR OF OBSTRUCTIONS
b. Cabin Air Outlet ...... CLEAR OF OBSTRUCTIONS
c. Static Pon ......... CLEAR OF OBSTRUCTIONS
.r
d. All Antennas and Lower Beacon .......... CHECK

5. LEW WING TRAILING EDGE
a. Fuel Sump Aft ol Wheel Well ....,......... DRAIN
b. Fuel Vents ............ CHECK UNOBSTRUCTED
c. Flaps ..... ,.... C HECK GENERAL CONDITION
d. Aileron .............................. CHECK
(condition and freedom of movement,
tab neutral when aileron neutral)
6. LEFT WING LEADING EDGE
a. Lights and Deice Boots . CHECK FOR CONDITION
b. Stall Warning Vane ...... CHECK FOR FREEDOM
OF MOVEMENT
C. Fuel .,...... CHECK QUANTITY/SECURE CAP(S)
(always check wing tip tank first (if installed); do not re-
move inboard cap il fuel is visible in tip tank)
d. Wing Tip Tank Sump (lf installed) .......... DRAIN
e. Fuel Sight Gage ............. .... C HECK
l. Tie Down, Chocks .... .... R EMOVE
June, 2003 4-5
FOR CLASSROOM USE

ONLY
Segtiqn IV Mfcraft
g. Engine Oil ......,... CHECK QUANTITY/SECURE
CAP AND DOOR
h. Engine Cowling and Doors ............... CHECK
CONDITION AND SECURITY
i. Landing Light (if tip tanks are installed) ..... CHECK
j. Engine Air Intake ............. REMOVE COVER,
EXAMINE FOR OBSTRUCTIONS
k. Propeller ...... EXAMINE FOR NICKS, SECURITY,
OIL LEAKS, AND CONDITION
OF DEICE BOOTS
I. Cowl Flap .............. ............ C HECK
m. Wheel Well Doors, Tire,
Brake Line and Shock Strut ,... .... C HECK
n. Landing Gear Uplmk Roller
and Downlock M_echanism ............... CHECK
(for freedom to rotate)
o. Fuel Drains ........ .............. D RAIN
f
7. NOSE SECTION
a. Wheel Well Doors, Tire and Shock Strut .... CHECK
b ..................... REMOVE COVER,
Pitot(s)
c. Tai Light ......................... .CHECK T.
d. Heater Air Inlets .... .... C LEAR

e. Oxygen ........ . .CHECK
I. Baggage Door ............ .... S ECURE
8. RIGHT WING LEADING EDGE
a. Wheel Well Doors, Tire,
Brake Line, and Shock Stmt ...CHECK
b. Landing Gear Uplock Roller
and Downlock Mechanism _ ..............CHECK
(for freedom to rotate)f
c. Cowl Flap .... .............. C HECI\
4-6 June, 2003
FOR CLASSROOM USE

ONLY
nMhB0n MfCI3f[ Section IV
d. Fuel Drains .... ......................
2 e. Engine Oil ..... CHECK QUANTITY/SECURE
D RAIN
CAP AND DOOR

f. Engine Cowling and Doors .... CHECK CONDITION
AND SECURITY
g. Landing Light (il tip tanks are installed) CHECK.....
h. Propeller ................ EXAMINE FOR NICKS,
SECURITY, OIL LEAKS, AND
CONDITION OF DEICE BOOTS
i. Engine Air Intake ............. REMOVE COVER,
j. Fuel Sight Gage ...................... CHECK
k. Fuel ........CHECK QUANTITY/SECURE CAP(S)
(always check wing tip tank first (if installed); do not re-
move inboard cap if fuel is visible in tip tank)
f I. Wing Tip Tank Sump

m. Tie Down and Chocks
installed) .......... DRAIN
(if
................. REMOVE
n. Lights and Deice BootsCHECK FOR CONDITION
9. RIGHT WING TRAILING EDGE
a. Aileron ....................
CHECK CONDITION
AND FREEDOM OF MOVEMENT
b. Fuel Vents ............
CHECK UNOBSTRUCTED
c. Fuel Sump Ah Wheel Well .............. DRAIN
of
d. Flaps ............ CHECK GENERAL CONDITION
e. Utility Doors ......................... SECURE
NOTE
Check operation of lights if night llight is
anticipated.
i
June, 2003 4-7
FOR CLASSROOM USE

ONLY
Segtign |V Mrcraft
BEFORE STARTING
1. Seats ..................... POSITION AND LOCK:
SEAT BACKS - POSITION FOR TAKEOFF
2. Seat Belts and Shoulder Harnesses ......... FASTEN
AND ADJUST
3. Parking Brake .............................. SET
4. All Avionics ............................... OFF
5. Oxygen ....... CHECK QUANTITY AND OPERATION
6. Emergency Static Air Source
(located on left side panel) . EMERGENCY POSITION
TO D RAIN, THEN RETURN TO NORMAL
7. Landing Gear Handle ..................... DOWN
8. Cowl Flaps_ ........ ...................... OPEN
9. Fuel Selectors. _ .' ...................... ON .
(feel for detents & visually check)

10. All Circuit Breakers, Switches
and Equipment Controls ...................
CHECK
11. Battew and Alternator Switches ................
ON
(lt exterml power is to be used, Alternators OFF) -
12. Fuel Quantity Indicators .........

CHECK QUANTITY
(see "Fuel Management" in Section ll,
LIMITATIONS for Take-oh Fuel)
13. Landing Gear Position Lights ...............
CHECK
14. Emergency Landing Gear Handcrank .......
STOWED
4-8 June, 2003
FOR CLASSROOM USE

ONLY
Bawheon Mrcraft section iv
ENGINE STARTING
When using enernal power, stan the right engine

first, since the external power receptacle is on the
left nacelle. Disconnect external power before
staning Ieh engine.
CAUTION
Do not engage staner for more than 30 seconds
in any 4-minute period.
NOTE
Wlien using enernal power, refer to EXTERNAL
POWER procedures in this section.
1. Mixture Control .................. .... F ULL RICH
2. Propeller Control .... ..... IGH RPM
H
3. Throttle .......... ....
F ULL OPEN
4. Fuel Boost Pump ...................... ....... | HI
(until luel flow peaks, then OFF)
5. Throttle ................................ CLOSE,
THEN OPEN APPROXIMATELY 1/2 INCH
6. Magnetos ............................... START
(relwse to BOTH when engine stans)
7. Thronle (after stan) ............... 900 to 1000 RPM
June, 2003 4-9
FOR CLASSROOM USE

ONLY
Seglign IV Mrcraft
NOTE
lfthe engine is hot, and the ambient temperature
is 32°C or above, place mixture control in IDLE
CUT-OFF, switch fuel boost pump to HI for 30 to
60 seconds, then OFF. Return mixture control to
FULL RICH.
ln the event of a balked stan (or overprime condi-

tion) place mixture control in IDLE CUT~OFF and
open the throule; allow excess fuel to drain from
the manifold drain; operate the staner to remove
additional fuel. As engine stans, reduce the throt-
tle to idle rpm and place the mixture control in
FULL RICH.
8 Pressure
Oil ..... . 10 PS! WlTHIN 30 SECONDS
9 Warm-up ....................... 900 to 1000 RPM

10 External Power'(il used) ............. DISCONNECT
11 Alternator ........... ON (if external power was usedf
12 Loadmeters and Voltmeter .... CHECK FOR BATTERY
CHARGE
13 Voltmeter .................. CHECK FOR 28 VOLTS
14 Red START Annunciator ................... CHECK
(should be illuminated during stan
and extinguished after stan)
ll the red START annunciator is inoperative and

the total of both loadmeters exceeds 20 amperes
after Mo minutes at 900 - 1000 mm, with no addi-
tional electrical equipment on, and the indication
shows no signs of decreasing, an electrical mal-
function is indicated. The bauew and both alter-
nator switches should be placed in the OFF
position. Do not take off.
4-10 June, 2003
FOR CLASSROOM USE

ONLY
Bawheun Mrcraft Section iv
15. Using the same procedure, stan other engine.
AHER STARTING AND TAXI
CAUTION
Do not operate engine above 1200 RPM until oil
temperature reaches 24°C or above and oil pres-
sure is in the green arc.
1. Avionics ............. ON, AS REQUIRED
2. Exterior Lights ........ AS REQUIRED
3. Brakes ............ _ RELEASE AND CHECK
BEFORE TAKEOFF
1. Parking Brake _......_......_... ...... S ET
2. Seat Betts and Shoulder Harnesses ._.......CHECI<
3. Fuel Boost Pumps ._..._._..___...._..._.... OFF
(if ambient temperature is 32°C or
above, use LOW pressure boost)
4. All Instruments .._................ CHECKED
5. Fuel Indicators ._.._. CHECK QUANTITY INDICATED
June, 2003 4-11
FOR CLASSROOM USE

ONLY
S€Cii0nIV Aircrah Company
Normal Procedures Baron 58
6. Mixture:
(TH- 1472 Thru TH- 1840, Not ln Compliance With Rawheon Air-
crah S. B. 28-3052).'
° FULL RICH
(TH-1841 and Aher, and Prior Airplanes ln Compliance With
Hawheon Aircrah S. B. 28-3052): `
° ADJUST AS REQUIRED BY FIELD ELEVATION WHEN

SEWING FULL POWER FOR TAKEOFF
7. Fuel Selectors....................... CHECK ON
(feel for detents visually check)
&
8. Staner Energized Annunciator .............. CHECK
(Should be illuminated during stan and extinguished after
stan. If annunciator is inoperative, check loadmeters for
proper indication)
9. Throttles ............................ 2200 RPM
When checking the minimum governing RPM, do

not move the propeller controls past the detent.
To do so will allow the propellers to feather, im-
posing high stresses on the blade shanks and en-
gines.
10. Propeller Controls ........ RETARD TO THE DETENT
(Verify RPM decreases to approx. 2000 RPM)
11. Throttles ............................ 1700 RPM
12. Magnetos ................_..._.......... CHECK
(variance between individual magnetos should
not exceed 50 rpm, ma drop 150 rpm)
13. Throttles ............................ 1500 RPM
14. Propellers .................. FEATHERING CHECK
(do not allow an mm drop ol more than 300 RPM)
4-12 June, 2004
FOR CLASSROOM USE

ONLY
Alrcrah Company Section IV
Baron 58 Normal Procedures
15. Throttles ..... .............. DLE (note RPM)
16. Thronles ..... ............... 900 to 1000 RPM
17. Trim ..... ..... AS REQUIRED FOR TAKE-OFF
_
18. Flaps ............ CHECK AND SET FOR TAKE-OFF

19. Flight Controls ........................... CHECK
(for proper direction and lreedom of movement)
20. Ice Protection Systems .............. AS REQUIRED
21. Windows .............................. LOCKED
22. Doors ................................ LOCKED
(On serials TH-1543, TH-1545 and Aher,
Check Cabin Door Lock Indicator - CLOSED)
23. Parking Brake ..............................
OFF
TAKEOFF
Do not operate above 1200 mm until oil tempera-

ture reaches 24°C or above and oil pressure is in
the green.
1. Pomr ...... .... S ET BEFORE BRAKE RELEASE
a. Thronles .... ...... ....... F ULL FORWARD
b. Propellers ..... ........ H IGH RPM
c. Mixture:
June, 2004 4-13
FOR CLASSROOM USE

ONLY
Se¢¢|°n |v Bawheon Mrcraft
(TH-1472 thru TH-1840, Not ln Compliance With Teledyne
Continental Motors S/D97~3 or Rawheon Aircrah S.B. 28~
3052).-
~ FULL RICH
(The altitude compensating fuel pump will automatically
set the following fuel flow.)
FUEL FLOW SCHEDULE
FULL THROWLE AND 2700 RPM
PRE
ALT
RE F EL
FLOW
Esn
ALT
Fue
FLOW
l feet) (9Ph/609) l feet ) (9Ph/eng
S 25.7 - 27.6 10,000 18.3 - 20.7
2000 24.2 - 25.9 12 000 16.9 19.5
4000 22.7 - 24.5 14 000 1 5.5 1 8. 6
6000 2 .2 - 23.2
1 16 000 1 4.0 l 7.2
8000 19.7 - 21.9 '17000 13.6 1 7.4
(TH-1472 thru TH-1840, /n Compliance With Teledyne Cont/

nental Motors SlD97-3):
° FULL RICH
FUEL FLOW SCHEDULE
PRE URE E ' ‘ SS ° FUE
(feet) (gph/eng) (feet) (gph/eng

L 25.9 - 27.2 10,000 20.1 - 21.5
2000 25.2 - 26.6 12,000 19.3 - 20.6
4000 23.5 24.9 14,000 18.4 - 19.8
6000 22.1 23.5 16,000 17.5 - 18.9
8O(l0 21.0 22.3 17,000 17.3 - 18.7
4-14 June, 2003
FOR CLASSROOM USE

ONLY
Bawheon Mrcraft seciion iv
aa
(TH-1841 and Ahen and Pdor Aim/anes In Comp//ance With
Rawheon Aircrah S. B. 28-3052):
' MANUALLY LEAN TO THE FOLLOWING FUEL FLOW
SCHEDULE
FUEL FLOW SCHEDULE
=-2 l- ‘I -»‘ I-2 u

ALT FLow ALT FLOW
feet (SPH/eng) feet (gph/eng
26 6 10 000 20 9
2000 25.9 12,000 20.0
4000 24.3 14,%O 19.1
6000 22.8 16}®0 18.3
8000 21.8 17,000 18.0
2. Airspeed ...... ................ ACCELEHATE TO

;
" “AND MAINTAIN RECOMMENDED SPEEDS

3. Landing Gear ......................... HETRACT
(when positive rate of climb is established)
4. Airspeed ....... ESTABLISH DESIRED CLIMB SPEED
(when clear of obstacles)
June, 2003 4-15
FOR CLASSROOM USE

ONLY
5e¢¢ion |v nWh¢0n @fCf8fI
CLIMB
1. Power ........ ........ ET S
a. Propellers ..... ........ 2 700 RPM
b. Thronles .... _ _ FULL FORWARD
c. Mixture:
(TH-1472 thru TH-1840, Not In Compliance With Teledyne
Continental Motors SlD97-3 or Rawheon Aircraft S.B. 28-
3052):
~ FULL RICH
(Refer to TAKEOFF in this section, for the appropriate
fuel flow schedule.)
(TH-1472 thru TH-1840, ln Compliance With Teledyne Conti-
nental Motors SlD97-3):
-FULLRICH `
(Refer to TAKEOFF in this section, forthe appropriate
fuel flow schediile.)
(TH-1841 and After, and Prior Airplanes ln Compliance With
Rawheon Aircraft S.B. 28-3052):
~ MANUALLY LEAN DURING THE CLIMB
(Refer to TAKEOFF in this section, for the appropriate
fuel flow schedule.)
Engine roughness at high altitudes, fuel flow fluc-

tuation, or low fuel flow can occur when climbing
on hot days. These conditions can be eliminated
by switching the fuel boost pump to LO and man-
ually leaning to the appropriate fuel flow sched-
ule.
For those airplanes with altitude compensating

fuel pumps, the fuel flow will continue to lean au-
4-16 June, 2003
FOR CLASSROOM USE

ONLY
Bawheon Mrcraft seenion iv
tomatically after manually making the first adjust-
ment.
Use mixture control to manually enrich fuel flow

as needed before switching the fuel boost pump
to OFF.
2. Cowl Flaps .... .... O PEN

3. Airspeed .... ..... O5 H
1 S
CRUISE CLIMB
1. Power.. ..... ........ S ET
a. Propellers ........ 2500 RPM
b. Throttles .... .... F ULL FORWARD
c. Mixture:
June, 2003 4-17
FOR CLASSROOM USE

ONLY
se¢1i°n iv Bawheun Mrcraft
(TH-1472 thru TH-1840, Not In Compliance With Teledyne
Continental Motors SlD97-3 or Rawheon Aircrah S.B. 28-
3052):
~ FULL RICH
FUEL FLOW SCHEDULE
ALT FLow ALT FLOW
24.6 26.3 10,000 17.6 20.0

2000 23.2 24.2 12,000 16.3-19.0
4%0 21.8 23.4 14,000 14.8 18.0
6000 20.3-22.3 16,000 13.4 17.0
som 18.8 21.2 17,000 12.7-16.5
(TH-1472 thru TH-1840, In Compliance With Teledyne Conti-

nental Motors SIDQ7-3):
° FULL RICH
FUEL FLOW SCHEDULE
‘ 7 UR I ' ' I ‘ F 7'
ALT FLOW ALT FLOW

(feet) (gph/eng) (feet) (gph/eng
L 23.5 24.9 - 10,000 18.3 - 19.7
2000 23.0 24.3 - 12,000 17.5 - 18.9
4000 21.4 - 22.8 14,000 16.7 - 18.1
6®0 20.1 - 21.4 16,000 16.0 - 17.3
8000 19.1 - 20.5 17,000 15.7 - 17.1
4-18 June, 2003
FOR CLASSROOM USE

ONLY
nwhE0n MfCf3fI Section lV
(TH-1841 and Ahen and Prior Aimlanes In Compliance With
Rawheon Aircrah S. B. 28-3052):
° MANUALLY LEAN TO THE FOLLOWING FUEL FLOW
SCHEDULE
FUEL FLOW SCHEDULE
P - I - I L - - I - E I
ALT FLow ALT FLow
l feet ) (SPWBUQ) i feet l (gph/eng
24.2 10 000 19.0
2®0 23.6 12 000 18.2
4WD 22. 1 14 000 1 7.4
SWG 20.7 16 000 1 6.6
8000 19.8 17,000 16.4
Engine roughness at high altitudes, fuel flow fluc-

tuation, or low fuel flow can occur when climbing
on hot days. These conditions can be eliminated
by switching the fuel boost pump to LO and man-
ually leaning to the appropriate flow schedule.
For those aimlanes with altitude compensating
fuel pumps, the fuel flow will continue to lean au-
tomatically aher manually making the first adjust-
ment.
Use mixture control to manually enrich fuel flow

as needed before switching the fuel boost pump
to OFF.
2. Cowl Flaps .... .... A S REQUIRED

June, 2003 4-19
FOR CLASSROOM USE

ONLY
Segiign |V MfCf3f[
3. Airspeed ............ ....... 36 KTS
1
4. Engine Temperatures .... ...... M ONITOR

5. Fuel Boost Pumps .... .... A S REQUIRED
CRUISE
See Cruise Tables and MANIFOLD PRESSURE vs. RPM
graph in Section V, PERFORMANCE.
1. Cowl Flaps ............... ...... C LOSED
2. Power ......... ............. S ET
3. Fuel Boost Pumps .... .... S REQUIRED
A
4. Mixtures ........................ SET USING EGT
LEANING USING THE EXHAUST GAS TEM-

PERATURE INDICATOR (EGT)
A thermocouple-type exhaust gas temperature (EGT) probe is
mounted in the exhaust system of each engine. The probes are
connected to indicators in the engine instrument array. The in-
dicators are calibrated in degrees Celsius. The EGT system is
used to lean the fuel/air mixture when cruising at 2500 rpm and
25 in. Hg manifold pressure power seuing or less in the follow-
ing manner:
1. Slowly lean the mixture and note the point on the indica-
tor where the EGT temperature peaks. Funher lean or
enrich the mixture to the desired cruise mixture. Funher
leaning is referred to as operation on the lean side of
peak EGT. Enriching the mimure is referred to as opera-
tion on the rich side of peak EGT.
4-20 June, 2003
FOR CLASSROOM USE

ONLY
RHWHEDH MICf3fI Section IV
2. At lower power settings, the engines may be continuously
g. operated at any mixture setting from FULL RICH to 27°C
on the lean side of peak EGT. At higher power senings,
as indicated on the MANIFOLD PRESSURE vs RPM
graph (in Section V, PERFORMANCE), the engines
should not be operated closer to peak EGT than 20°C
(rich side or lean side).
3. lfengine roughness is encountered operating at lower
power seuings on the lean side of peak, enrich the mix-
ture slightly for smooth engine operation.
4. Pedormance Data is presented in Section V, PERFOR-
MANCE for mixture sehings of:
a. Cruise LEAN Minure - 20°C below peak on the lean
side ot peak.
b. Cruise RICH Mixture - 20°C below peak on the rich
side ot peak.
k. NOTE
lf Cruise RICH Mimure cannot be obtained at
higher altitudes, switch the fuel boost pump from
OFF to LOW and manually lean to 20°C below
peak on the rich side of peak.
5. Changes in altitude and power settings require the peak
EGT to be rechecked and the mixture reset.
DESCENT
1. Altimeter ..... . _ SET
?
June, 2003 4-21
FOR CLASSROOM USE

ONLY
Section IV nawh¢0n &fCf3f[
2. Mimure:
(TH-1 4 72 thm TH-1840, Not ln Compliance With Rawheon Air-
crah S. B. 28-3052).'
° FULL RICH
(TH-1841 and Ahen and Pnor Aim/anes ln Compliance With

Rawheon Aircran S. B. 28-3052):
° ENRICH AS REQUIRED
3. Cowl Flaps........... ..... C ONFIRM CLOSED
4. Flaps........... ........... AS REQUIRED
5. Power ........................... AS REQUIRED
(Avoid prolonged idle settings. Cylinder Head
Temperatures are not to tall below green arc, 16°C.) 1
NOTE
(TH-1472 thru TH-1840, Not ln Compliance With
Raytheon Aircrah S.B. 28-3052): f
With the minure control in the FULL RICH posi-
tion, the Engine Driven Altitude Compensating
Fuel Pump will automatically adjust the tuel mix-
ture forthe airplane's pressure altitude. i.e. as the
airplane descends, the mimure will automatically
enrich.
(TH-1841 and Aher, and Prior Airplanes ln Com-
pliance With Rawheon Aircrah S.B. 28-3052):
The minure must be manually enriched as the
airplane descends.
6. Windshield Detroster ................ AS REQUIRED
(ON before descent into warm, moist air)
Recommended Descent Speeds:
16,000 to 13,000 H ........... . 160 ktsf
Below 13,000 ft .... _ 170 kts
4-22 June, 2003
FOR CLASSROOM USE

ONLY
Rwheon Mrcraft seeison iv
BEFORE LANDING
1.Seat Belts and Shoulder Harnesses ......
FASTENED
2. Seat Backs ..............
POSITION FOR MNDING
3. Fuel Selector Valves .................. CHECK ON
(feel for detent & visually check)
4. Fuel Boost Pumps ........... OFF OR LOW AS PER
AMBIENT TEMPERATURE
5. Cowl Flaps ....... .......... S REQUIRED
A
6. Mixture Controls:
(TH-1472 thm TH-1840, Not In Compliance With Ranheon Air-
crah S.B. 28-3052).'
° FULL RICH
(TH-1841 and Aher, and Prior Airplanes ln Compliance With
Ranheon Aircrah S.B. 28-3052):
- AS neouineo BY F|ELD ELEvAT|oN
7. Flaps (152 Ms max.) .........._...
APPROACH (15°)
8. Landing Gear (152 kts mm.) ................
DOWN
9. Flaps (122 Ms max.) ..._...__..._. FULL Down (3o°)
10. Airspeed ................... ESTABLISH NORMAL
MNDING APPROACH SPEED
11. Propellers .... ............... IGH RPM
H
June, 2003 4-23
FOR CLASSROOM USE

ONLY
seeiaen iv Bwheun Mrcraft
BALKED LANDING
1 Propellers......... ............. IGH RPM H
2 Power ................... MAXIMUM ALLOWABLE
3 Airspeed _BALKED LANDING CLIMB SPEED (95 kts)
4 Flaps .................................. UP (0°)
5 Landing Gear .... ............. UP
6 Cowl Flaps ..... .... A S REQUIRED
AHER LANDING (Clear of Runway)

1 Landing and Tai Lights ............. AS REQUIRED
2 Flaps ................ .......... UP
3 Trim Tabs .... .... S ET TO ZERO
4 Cowl Flaps .' ....... .......... O PEN
5 Fuel Boost Pvumps.. .... .... AS REQUIRED
SH UTDOWN
1 Parking Brake .... ........ S ET
2 Propellers ...... .... H IGH RPM
3 Throttles ............ ..... 1000 RPM
4 Fuel Boost Pumps ............... ......... O FF
5 Electrical and Avionic Equipment .............. OFF
6 Mixture Controls ................... IDLE CUT-OFF
7. Magnetos ....... ................... OFF
(AHER ENGINES STOP)
8. Alternators .... ................... OFF
9 Battew ..... ..... O FF
10 Commk .... .... LOCKED
4-24 June, 2003
FOR CLASSROOM USE

ONLY
Bmheon Mrcraft se¢ti¢n iv
11. If airplane is to be pamed for an extended period ot time,
install wheel chocks and release the parking brake as
greatly vawing ambient temperatures may build exces-
sive pressures on the hydraulic system.
NOTE
Induction air scoop covers, included in the loose
tools and accessories, are to prevent foreign mat~
ter from entering the air scoops while the airplane
is parked.
OXYGEN SYSTEM
NO SMOKING permitted when using oxygen.
PREFLIGHT
1. Plug in all masks that will be used during flight.
° Verify plug has a green color code.
2. Oxygen Control ...._................... PULL ON
3. Flow Indicator For Each Mask .... CHECK FOR FLOW
4. All Occupants ................. DON MASK, CHECK
FOR PROPER FIT. STOW
June, 2003 4-25
FOR CLASSROOM USE

ONLY
Segfign |V Mrcraft
NOfm8| Procedures Beech Baron 58
Beards and mustaches should be carefully

trimmed so that they will not intedere with the
proper sealing of an oxygen mask. The fit of the
oxygen mask around the beard or mustache
should be checked on the ground for proper seal-
ing. Studies conducted by the militaw and the
FM conclude that owgen masks do not seal
over beards and mustaches.
Since 90% ot the system efficiency is determined

by the fit of the oxygen mask, make cenain the
masks fit properly and are in good condition.
5. Oxygen Control ....._................. PUSH OFF
6. Oxygen Duration .................... DETERMINF
Owgen duration is computed for a Scon Altitude Com-
pensated System assuming 90% of cylinder volume us-
able and using Scoh oxygen masks rated at 3.0 Standard
Liters Per Minute (SLPM).
Nora
A bonle pressure of 1850 psig at 15°C is fully
charged (100% capacity). Read duration directly
from the table.
a. Read oxygen pressure from gage.

b. Read the IOAT (Assume IOAT to be equal to BOWLE
TEMPERATURE)
c. Determine the percent of usable capaciw from the fol-
lowing graph (e.g., 1100 psi at 0°C = 57%.)
4-26 June, 2003
FOR CLASSROOM USE

ONLY
Rawheon Mrcraft section iv
OXYGEN AVAIMBLE WITH

PARTIALLY FULL eowte °<\
.f
S
1
1
§ 1%
m nn' Ii ' v¢¢@
_MQ
l£ "_
\j " °O\#
@ °Q\
‘
+ o
oo
°O \
,15<\
3 W
O
:-w§ /@
Q
1
»%§
¢1m nun , ,¢¢§ *§»_,__
,¢r;_.
§%'
3
#lrJm
W
0
<
llr ‘VJ
U
'»4'Q ‘
H*
"
0
b “‘ #34 H v+
:__ __: 5
0 25 W 75 lm
PERCENT OF USABLE CAPAC®
d. Compute the oxygen duration in minutes from the fol-

lowing table by multiplying the full bottle duration by
the percent ol usable capaciw. For example.
Number Oi People On Board .................
Gage Pressure .............. __.1500psi
Bohle Temperature ........ 0°C
Percent Ol Usable Capacity ._.. _ _ .85W°
Cylinder Capacity (lull) ...... _ _ .49 cu h
Altitude (planned flight) _ . ...15,000h
Duration (full cylinder) .... .._.149 minutes
Duration (85% full) ..._.. _...134 minutes
June, 2003 4-27
FOR CLASSROOM USE

ONLY
seeaian iv Rawheun imrcraft _

OXYGEN DURATION WITH FULL BOTTLE
(MINUTES)
CYL PERSONS 12,500 15,000 20,000
VOL USING FT FT FT
1 1014 746 507
2 507 373 253
49 cu H 3 338 I 248 169
4 253 186 126
5 202 149 101
6 169 124 84
1 1344 988 672
2 672 494 336
66 cu H 3 448 3%
4
5
sae
268
247
19?
' 224
168
134 [
6 224 164 112

8T0%1F
IN FLIGHT
The use of oxygen is recommended to be in accordance with
current 14 CFR operating regulations.
1. Oxygen Control ................ PULL ON SLOWLY
2. Mask ............... INSERT FIUING, DON MASK
(adjust mask for proper fit)
3. Flow Indicator ._...... ........ HECK FOR FLOW
C
AWER USING OXYGEN

1. Discontinue use by unplugging mask from outlet.
4-28 June, 2003
FOR CLASSROOM USE

ONLY
Bawheun Mrcraft seerien |v
NOTE
Closing the oxygen control while in flight is not
necessaw due to automatic sealing ol the outlet
when the mask is unplugged. However, it is desir-
able to shut ofl supply when not in use.
2. Oxygen Control .................. PUSH CLOSED
(may be accomplished during shutdown)
June, 2003 4-29
FOR CLASSROOM USE

ONLY
Segfign |V Mrcr
COLD WEATHER OPERATION
PREFLIGHT INSPECTION
Verify that the tires are not frozen to the ramp, and that the
brakes are free of ice contamination. Deicing or anti-icing solu-
tions may be used on the tires and brakes if they_are frozen. So-
lutions which contain a lubricant, such as oil, must not be used
as they will decrease the ehectiveness of the brakes.
ln addition to the normal exterior preflight inspection, special at-
tention should be given all vents, openings, static pons, control
sudaces, hinge points, the stall warning vane, the windshield,
and the wing, tail, and fuselage sudaces for accumulations of
ice or snow. Removal of these accumulations is necessaw prior
to takeoff. The removal of frozen deposits by chipping or scrap-
ing is not recommended. A sch brush, squeegee, or mop may
be used to clear snow that is not adhering to the sunaces. Ainoil
contours may be altered by the ice and snow to the extent that
their lih qualities will be seriously impaired. lce and snow on the
fuselage can increase drag and weight. Frost that may accumu
late on the wing, the tail sudaces, or on any control sunace,
must be removed prior to flight.
Conditions for accumulating moisture in the fuel tanks are most
favorable at low temperatures due to the condensation increase
and the moisture that enters as the system is sewiced. There-
fore, close auention to draining the fuel system will assume par-
ticular imponance during cold weather.
Use engine oil in accordance with Consumable Materials in
Section Vlll, HANDLING, SERVICING AND MAINTENANCE.
Always pull the propeller through by hand, opposite the direc-
tion of rotation several times to clear the engine and "Iimber up"
the cold, heavy oil before using the staner. This will also lessen
the load on the battew if external power is not used.
Under vew cold conditions, it may be necessaw to preheat the
engines prior to a stan. Panicular attention should be given tr
the oil cooler, engine sump and propeller hub to ensure prope.
4-30 June, 2003
FOR CLASSROOM USE

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Bawheon Mrcraft section IV
Bewh Baron 58 Normal Procedures
preheat. A stan with congealed oil in the system may produce
an indication of nomal pressure immediately aher the stan, but
then the oil pressure may decrease when residual oil in the en-
gine is pumped back with the congealed oil in the sump. lf an
engine heater capable of heating both the engine sump and
cooler is not available, the oil should be drained while the en-
gine is hot and stored in a wam area until the next flight.
AFTER STARTING
If there
is no oil pressure within the first 30 seconds of running,
or pressure drops after a few minutes of ground operation
if oil
shut down and check for broken oil lines, oil cooler leaks, or
congealed oil.
NOTE
lt is _advisable to use external power for staning in
cold weather.
During warm-up, monitor engine temperature closely, since it is
quite possible to exceed the cylinder head temperature limit in
twing to bring up the oil temperature. Exercise the propeller
several times to remove cold oil from the pitch change mecha-
nism. The propellers should also be cycled occasionally in
flight.
TAXIING
Avoid tmiing through water, slush or muddy sudaces if possi-
ble. ln cold weather, water, slush or mud splashed onto landing
gear mechanisms or control sunace hinges may freeze, pre-
venting free movement and resulting in structural damage.
BEFORE TAKEOFF
After completion of the normal Before Takeotf checklist, veriw
that the airplane is still free of frozen contaminants.
June, 2003 4-31
FOR CLASSROOM USE

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5e¢¢|¢n |V nMh¢0n MfCfaf[
Ensure the runway is free from huards such as snow drifts,
glazed ice, and ruts.
TAKEOFF
Allow additional take-offdistance when snow or slush is on the
runway. Extra cycling of the landing gear when above 500 feet
AGL may help clear any contamination from the gear system.
DESCENT
During descent and landing, give special attention to engine
temperatures, since the engines will have a tendency toward
overcooling. `
LANDING
Braking and steering are less effective on slick runways. Also,
hydroplaning may occur under wet runway conditions at higher
speeds. Use the mdder to maintain directional control until the
tires make solid contact with the mnway sudace.
EXTERNAL POWER
The following precautions shall be obsewed while using exter-
nal power:
1. Battenes must be installed in the airplane. This protects

the voltage regulators and associated electrical equip-
ment from voltage transients (power fluctuations).
2. The airplane has a negative ground system. Connect the
positive lead of the external power unit to the positive ter-
minals of the airplane’s emernal power receptacle and
the negative lead of the external power unit to the nega-
tive terminal of the external power receptacle.
3, In order to prevent arcing, ensure external power unit is
oft while the connection is being made.
4-32 June, 2003
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@h%n Aircrah Company Section lV
STARTING ENGINES USING EXTERNAL POWER

1. Alternators, Electrical and Avionics Equipment .... OFF
2. External Power Unit ................... CONNECT
3. External Power Unit SET OUTPUT (27.0 to 28.5 volts)
4. Banew .................................... ON
5. External Power Unit .......................... ON
6. Right Engine .... START (use normal stan procedures)
7. External Power Unit ......................... OFF
(after engine has been staned)
8. External Power Unit ................ DISCONN ECT
(before staning engine)
left
9. Alternators .............. ON (check right Ioadmeter)
10. Leh Engine ..... START (use normal stan procedures)
1 1. Loadmeters ............................. CHECK
HEATER OPERATION
NOTE
During preflight, ensure the heater over-tempera-
ture switch located on the aft end of the heater is
not tripped. Push the switch in to reset, if required.
1. Cabin Vent Air Control ........... ON (Va OR MORE)
NOTE
Heater will not operate if control is pulled aft more
than half way.
2. Heater Switch ........ .... O N
3. Heater Blower Switch .... .... O N
June, 2004 4-33
FOR CLASSROOM USE

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Section IV AircraH Company
NOTE
Blower will automatically turn off when the landing
gear is retracted.
4. Cabin Heat Control .................. PULL AH TO
INCREASE TEMPERATURE
5. Pilot Air, Copilot Air, Defrost Controls ......
PULL OUT
TO INCREASE AIR FLOW
To Increase Heat To The Cabin:
6. Pilot Air, Copilot Air, Defrost Controls ........ PUSH IN
To Turn Heater OH During Ground Operations:
7. ...................... PUSH
Cabin Heat Control IN
8. Cabin Vent Air ............ (Full Fomard)

ON
9. Heater ................................... OFF
10. Heater Blower (a minimum of 2
minutes aher turning heater oh) .... OFF
NOTE
Blower must be Iett on for a minimum of two min-
utes aher turning the heater oft to ensure heater
does not over temp causing the over-temperature
switch to open.
WINDSHIELD DEFOGGING
To Achieve Maximum Windshield Defogging.'
1. Heater Switch ................... ......... O N
2. Heater Blower Switch ............ ON
3. Cabin Heat Control .................. PULL AH TO
INCREASE TEMPERATURE
4. Pilot Air and Copilot Air Controls ............ PUSH IN
5. Defrost Control ............. PULL OUT
4-34 June, 2004
FOR CLASSROOM USE

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AlrcraH Company Section IV
If View Wrough Windshield ls lnsudicient For Landing:
6. Pilot's Storm Window ...................... OPEN

ICE PROTECTION SYSTEMS
Airplanes are approved for flight in icing conditions only when
properly equipped and operated per the prmedures herein and
the applicable 14 CFR’s (also refer to the Kinds Of Operations
Equipment List in Section ll, LIMITATIONS).
BEFORE TAKEOFF
SURFACE DEICE SYSTEM
1. Right Throttle ......................... 2000 RPM
2. sunacé oei¢e ............ AUTO (up), and HELEASE
Check visually for inflation and 15 psi minimum deice
a.
pressure.
b. Check visually for hold down when cycle is complete.
3. Right Throttle .......... ..................

L
IDLE
4. Leh Thronle .............. 2000 RPM (Repeat Step 2)
5. Sudace Deice ....................... MAN‘(down)
UNTIL PRESSURE PEAKS (not more than 8 seconds)
Then RELEASE
a. Check visually for inflation and 15 psi minimum deice
pressùre.
b. Check visually for hold down when cycle is complete.
6. Leh Throttle ............................... IDLE
ELECTROTHERMAL PROPELLER DEICE

1. Propeller Deice .............................. ON
2. Propeller Deice Ammeter ..... CHECK (14 to 18 amps)
3. Propeller Deice ............................. OFF
(if not required for takeoff)
June, 2004 4-35
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S€Cl|0nIV Alrcrah Company
FUEL VENT HEAI STALL WARN/NG HEAI P/TOT
HEAI W/NDSH/ELD HEAF AND /CE LIGHT
1. Either Alternator ........................... OFF
2. Switches ..... CYCLE ON AND OFF, ONE AT A TIME
(Note needle deflation on operating alternator‘s loadme-
ter. The Stall Warning Heat and lce Light produce only a
slight needle movement on the loadmeter.)
3. Both Alternatom ............................. ON
4. All Heat Switches .. ON (if take-oH conditions require)
Prolonged operation on the ground can damage

the pitot heat system.
IN FLIGHT
Minimum airspeed for flight in icing conditions is

130 KIAS. This applies to all phases of flight ex-
cept takeoH and landing. lf airspeed is decreasing
due to ice accumulation, and power or altitude
changes fail to cunail airspeed dxeleration, alter
flight to exit icing conditions before speeds of less
than 130 KlAS are reached.
Flight in icing conditions may eventually cause

the cowling inlets to become panially blocked, re-
sulting in higher cylinder head temperatures. It
cowl flaps are required to keep cylinder head tem-
peratures below the red line, the flight should be
altered to leave the icing conditions as soon as
possible.
4-36 June, 2004
FOR CLASSR%M USE

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Aircrah Company Section IV
NOTE
Deicing pressure gage will indicate approximately
5 psi during periods when boots are not utilized.
When ice accumulates 1/2 to 1 inch:

1. Sunace Deice ............. ..... A UTO (up)
2. Deice Pressure:
a. While Boots Are lnllating ............ 9 TO 20 PSI
b. When Boots Are Fully inflated .... 15 PSI MINIMUM
3. Repeat .......................... AS REQUIRED
Rapid cycles in succession or cycling before at

least 1/2 inch ol ice has accumulated may cause
thel ice to grow outside the contour of the inflated
boots and prevent ice removal.
NOTE
Either engine will supply suhicient vacuum and
pressure for deice operation.
ELECTHOTHEHMAL PHOPELLER DEICE
~ Propeller Deice .................................ON
(the system may be operated continuously in flight and will
function automatically until the switch is turned OFF)
ELECTROTHERMAL HEATED WINDSH/ELD SEG-
MENT
Prior to Entering Icing Conditions:
~ Windshield Heat ............. ..... O N
June, 2004 4-37
FOR CLASSROOM USE

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SGCIIOD IV Aircrah Company
NOTE
Continuous operation is permiued. If directional
gyro is to be reset, turn the Windshield Heat OFF
for 15 seconds to allow a stable reading of the
standby compass.
P/TOT HEAI STALL WARNING HEAR AND FUEL
VENTHEAT
Switches should be ON prior to entering icing conditions.
Switches may be leh ON during flight.
AHER LANDING
° Fuel Vent, Stall Warning, Pitot, Propeller
and Windshield Heat .................. .... O FF
ENGINE BREAK-IN INFORMATION

Refer to Section VII, Systems Description.
SlMULATIi1G ONE-ENGINE-INOPERATIVE
(ZERO THR? iST)
Use the following power sening (only on one engine at a time)
to establish zero thrust. Use of this power setting avoids the dif-
ficulties of restaning an engine and presewes the availability of
power to counter potential hazards.
The following procedure should be accomplished by alternating
small reductions of propeller and then throttle, until the desired
sehing has been reached.
1. Propeller Lever ..... RETARD TO FEATHER DETENT
2. Throttle Lever .SET 12 in. Hg MANIFOLD PRESSURE
NOTE
This setting will approximate Zero Thrust using
the recommended One-Engine-inoperative Climb
speed.
4-38 June, 2004
FOR CLASSROOM USE

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Alrcrah Company Section IV
PRACTICE DEMONSTRATION OF VMCA
VMQA demonstration may be required for multi-engine pilot cer
tltlcation. The following procedure shall be used at a safe alti
tude of at least 5000 feet above the ground in clear air only
INFLIGHT ENGINE CUTS BELOW VSSE SPEED

OF 88 US ARE PROHIBITED.
Landing Gear ............................
Flaps ........ ..................
Airspeed ......... ..... BOVE 88 KTS (VSSE)
A
Propeller Levers ...................... HIGH RPM
Throttle (simulated inoperative engine)......... DLE
Throttle (other engine) ........ MAXIMUM MANIFOLD
PRESSURE
Airspeed .............. REDUCE APPROXIMATELY
1 KNOT PER SECOND UNTIL EITHER VMCA
OR STALL WARNING IS OBTAINED
Use rudder to maintain directional control (head-

ing) and ailerons to maintain 5° bank towards the
operative engine (lateral attitude). At the first sign
of either VMCA or stall warning (which may be ev-
idenced by: inability to maintain heading or lateral
attitude, aerodynamic stall buhet, or stall warning
horn sound) immediately initiate recovew: reduce
power to idle on the operative engine and imme-
diately lower the nose to regain Vsgg.
June 2004 4 39
FOR CLASSROOM USE

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Section IV
Normal Procedures
NOISE CHARACTERISTICS
& Aircrah Company
Baron 58
Approach to and depanure from an airpon should be made so

as to avoid prolonged flight at low altitude near noise-sensitive
areas. Avoidance of noise-sensitive areas, if practical, is prefer-
able to ovenlight at relatively low altitudes.
For VFR operations over outdoor assemblies of persons, recre-
ational and park areas, and other noise-sensitive areas, pilots
should make evew eWon to fly not less than 2000 feet above the
sudace, weather permlhing, even though flight at a lower level
may be consistent with the provisions of government regula-
lions.
NOTE
The preceding recommended procedures do not
apply where they would conflict with Air Trahic
Control clearances or instructions, ctr where, in
the pilot's judgement, an altitude of less than
2000 feet is necessaw to adequately exercise his
duty to see and avoid other airplanes.
Flyover noise level established in compliz.| foe with 14 CFR Pan
36 is:
Using Maximum Continuous Power:

Full Throttle at 2700 RPM .................... 77.6 dB(A)
No determination has been made by the Federal Aviation Ad-
ministration that the noise level of this airplane is or should be
acceptable or unacceptable for operation at, into, or out of any
airpon.
4-40 June, 2004
FOR CLASSROOM USE

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Bawheon Mrcraft B°°°“ ““'°“ 5°
g SECTION V
P ERFORMANCE
TABLE OF CONTENTS
SUWECT PAGE
Introduction To Pedormance ........... 5-5

Penormance ln lcing Conditions ....... .........5-5
How To Use The Graphs ...............
Example Calculations .........5-7
Conditions ............... .........5-7
Pressure A|IlIUd6 ......... .........5-8
Take-OH Weight .....
Take-OH Distance...
Flight Time, Block S peed and Fuel Requirement ....,....... 5-12
Cruise Climb ......
’ Cruise ................ ........................................ ....... 5 -12
Descent ............. .......5-15
Resewe Fuel ..... .......5-15
Total Fuel Required ........ .......5-15
Landing .............. .......5-16
Graphs:
Airspeed Calibration - Normal System ........ .......5-17
Altimeter Correction - Normal System ................ .......5-18
Airspeed Calibration - Emergency System ......... .......5-19
Altimeter Correction - Emergency System ......... ...5-20
ISA Conversion .......
Fahrenheit to Celsius Temperature Conversion ........._.... 5-22
Stall Speeds - Powe r Idle .....,...,............................ ....... 5 -23
Manifold Pressure vs RPM .,............................... .......5-24
Take-Oh Weight .................. .......5-25
Wind Components ............ .......5-26
Take-Off Distance... .......5~27
Accelerate~Stop Distance ................................................ 5-28
Accelerate-Go Distance ...._.._..._....................................... 5-29
Take-Off Climb Gradient- One Engine lnoperatlve ......... 5-30
June, 2003 5-1
FOR CLASSROOM USE

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B h B
ee° °'°" 58 Bawheun mrcraft -
SECTION V
PEnF0nMANcE
TABLE OF CONTENTS (Conf’d)
SUBJECT PAGE
Climb - Two Engine ............ ........5-31

Climb One Engine inoperative .........,.....
- ........5-32
Service Ceiling - One-Engine-inoperative ........5-33
Time, Fuel, and Distance to Cruise Climb ........ ........5-34
Tables:
Maximum Cruise Power
25 in. Hg @ 2500 RPM, Rich _........ ........5-36
Recommended Cruise Power
25 in. Hg @ 2500 RPM, Lean .__...... .......,5-37
23 ln. Hg @ 2300 RPM, Rich ,.......5-38
23 in Hg @ 2300 RPM Lean ........5-39
25 in .Hg @ 2100 RPM Rich ........5-40
25 in Hg @ 2100 RPM Lean ......... ........5-41
21 in Hg @ 2100 RPM Rich ........5-42
Economy Cruise Power
21 ln. Hg @ 2100 RPM Lean ......... ........5-43
Graphs:
Cruise Speeds - Rich .......... ........5-44
Cruise Speeds - Lean ......... ........5-45
Range Profile - 136 Gallons - Rich ......... ........5-46
Range Profile - 136 Gallons - Lean ..._..... ........5-47
Endurance Profile - 136 Gallons - Rich ........5-48
Endurance Profile - 136 Gallons - Lean... ........5-49
Range Profile - 166 Gallons - Rich ....._.... ........5-50
Range Profile - 166 Gallons - Lean _._...... ........5-51
Endurance Profile - 166 Gallons Rich ~ ........5-52
Endurance Profile - 166 Gallons - Lean... ........5-53
Range Profile - 194 Gallons - Rich .......... ........5-54
Range Profile - 194 Gallons - Lean _........ ........5-55
Endurance Profile - 194 Gallons - Rich ........5-56
5-2 June, 2003
FOR CLASSROOM USE

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Rmheun Mrcraft B°°°" B°'°" 5°
SECTION V
PERFORMANCE
TABLE OF CONTENTS (Cont’d)
SUBJECT PAGE
Endurance Profile - 194 Gallons Lean ...,...

~
5-57
Holding Time ................._.......................... 5-58
Time, Fuel, and Distance to Descend .......... 5-59
Climb - Balked Landing ............................ 5-60
Landing Distance ................ 5-61
June, 2003 5-3
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Beech Baron 58
Section T|t|e Bmhenn mrcraft °
THIS PAGE INTENTIONALLY LEFT BLANK
5-4 June, 2003
FOR CLASSROOM USE

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nawh¢0“ MfCf3fI Section V
Beech Baron 58 Penormance
Except as noted, all airspeeds quoted in this section are indicat-
¢ ed airspeeds (IAS) and assume zero instmment error.
INTRODUCTION TO PERFORMANCE
The graphs and tables in this section present penormance in-
formation tor flight planning at various parameters of weight,
power, altitude and temperature. Examples have been present-
ed on all penormance graphs.
NOTE
Pedormance with a grow weight of 4990 lbs
(Beech Baron 58A) will be equal to or better than
that of the higher gross weight Beech Baron 58.
PERFORMANCE IN ICING CONDITIONS
/,,_ 1. On a clean airplane (no ice build-up) stall speeds are in-
creased 4 knots in all configurations when sunace deice
boots are inflated.
2. Residual ice on the airplane can disrupt the ainlow over
sunaces and may cause an increase in the stall
lining
speeds and a change in the amount ot warning provided
by the stall warning vane.
3. The wings, stabilizers, and all control sudaces must be
cleared of frost, ice or snow prior to takeoh.
4. Ice accumulations on unprotected sudaces will decrease
climb rates, cruise speeds, and range. Therefore, flight
planning should be accomplished for altitudes where ad-
equate penormance margins exist.
5. Two-engine climb penormance at mwimum continuous
power will be reduced due to the 130 KIAS minimum
climb speed.
.f 6. The minimum recommended holding speed in icing con-
ditions is 140 KlAS.
June, 2003 5-5
FOR CLASSROOM USE

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Section v Bawheon Mrcraft
Pedormance Beech Baron 58
| HOW T0 USE THE GRAPHS
1. ln addition to presenting the answer for a panicular set of
conditions, the example on the graph also presents the
order in which the various scales on the graph should be
used. For instance, if the first item in the example is OAT,
then enter the graph at the known OAT and proceed to
the remaining item(s) in the order given in the example.
2. The reference lines indicate where to begin following the
guidelines. Always project to the reference line first, then
follow the guidelines to the next known item by maintain-
ing the same PROPORTIONAL DISTANCE bemeen the
guideline above and guideline below the projected line.
For instance, if the projected line intersects the reference
line in the ratio of 3O°A downNO°/a up between the guide-
lines, then maintain this same 30%NOV¢ relationship be-
Meen the guidelines all the way to .the next known item
or answer.
3. The associated conditions define the specific conditions
from which penormance parameters have been deter-
mined. They are not intended to be used as instructions;
however, penormance values determined from chans
can only be achieved if the specified conditions exist.
4. Indicated airspeeds (IAS) were obtained by using the
AIHSPEED CALIBRATION-NORMAL SYSTEM graph.
5. The full amount of usable fuel is available for all approved
flight conditions.
5-6 June, 2003
FOR CLASSROOM USE

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Bawhenn Mrcraft Section V
Beech Baron 58 Pedormance
EXAMPLE CALCULATIONS
The calculations for flight time, block speed and fuel required
tor a proposed flight are listed below:
CONDITIONS
At Depanure:
Outside Air Temperature .... _ _ 15°C (59°F)
........
Field Elevation _ 5333 H
Altimeter Sehing ..... _ .29_6O in. Hg

Runway 26L Length _ _ _10,004 it
Wind ...__....... _ 300° at 13 kts
At Destination:
Outside Air Temperature .... _ .25°C (77°F)
.._...._..
Field Elevation _ _ 3605 ft
.....
Altimeter Seuing .29.56 in. Hg
Wind ....._........ 190° at 12 kts

Runway 22 Length .... _ _ _13,502 H
June, 2003 5-7
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Section V Rmheon Mrcraft
ROUTE AVERAGE AVERAGE WIND AT OAT

SEGMENT MAGNETIC MAGNETIC DIST 11 500 11 500
COURSE VARIATION M FEET FEET C
DIWKTS
A 155° 12° 51 010° 30 -5

LEG B 153° 12E
° I 40 O10 ° /30 -5
LEG C 135° 12E
° 74 100 ° /20 0
LEG D 132° 1 1°E 87 200 ° /20 9
LEG E 126° 10E ° 70 200°/20 10
PRESSURE AL TITUDE
To determine pressure altitude at depanure and destination air-
pons, add 1000 H to field elevation for each 1.00 in. Hg below
29.92, and subtract 1000 ft from field elevation for each 1.00 in.
Hg above 29.92.
Pressure Altitude at Depanure:
29.92 29.60 = 0.32
- in. Hg
0.32 x 1000 = 320 ft
The Pressure Altitude at the depanure airpon is 320 H above
the field elevation.
5333 + 320 = 5653 ft
5-8 June,2003
FOR CLASSROOM USE

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Bawheun Mrcraft se¢ri6n v
Beech Baron 58 P€HOfm8nCe
Pressure Altitude at Destination:
29.92 - 29.56 = 0.36 in. Hg
0.36 X 1000 = 360 H
The Pressure Altitude at the destination airpon is 360 ft
above the field elevation.
3605 + 360 = 3965 n
NOTE
For flight planning, the diherence between cruise
altitude and cruise pressure altitude has been ig-
nored.
TAKE-OFF WEIGHT
Maximum Allowable Take-oh Weight = 5500 lbs
Ra|11p Weight‘= 5500 + 24 = 5524 lbs
NOTE
Fuel for stan, taxi and run-up is normally 24 lbs.
Enter the Take-OH Weight graph at 5653 ft pressure altitude
and 15°C, to determine the maximum take-oft weight to achieve
a positive one-engine-inoperative rate~of-climb at lift-off.
Take-oft Weight = 4870 lbs
TAKE-OFF DISTANCE
Enter the Take-Ott Distance graph at 15°C, 5653 tt pressure al-
titude, 5500 lbs, and 10 knots headwind component:
Ground Roll ............................... 2200 H
Total Distance over 50-tt Obstacle .... .... 3 775 H
June, 2003 5-9
FOR CLASSROOM USE

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Se¢¢i°n v Bawhaun Mrcraft
Enter the Accelerate-Stop graph at 15°C, 5653 ft pressure alti-
tude, 5500 lbs, and 10 knots headwind component:
Accelerate-Stop Distance ..................... 3960 ft
NOTE
Since 3960 ft is less than the available field length
of 10,004 ft, the accelerate-stop procedure can
be penormed at any weight.
Take-off at 5500 lbs can be accomplished. However, if an en-
gine failure occurs before becoming airborne, the accelerate-
stop procedure must be pedormed.
The following example assumes the airplane is loaded so that
the take-oH weight is 4700 lbs.
Although not required by regulations, information has been pre-
sented to determine the take-oh weight, field requirements and
take-off flight path assuming an engine failure occurs during the
take-off procedure. The following illustrates the use of these
graphs.
Enter the Accelerate~Go graph at 15°C, 5653 h pressure alti-
tude, 4700 lbs, and 10 knots headwind component:
Total Distance Over 50-H Obstacle ............. 9400 H
Ground Roll Distance ........................ 3760 ft
Enter the graph for Take-Off Climb Gradient One-Engine-ln-

-
operative at 15°C, 5653 H pressure altitude, and 4700 lbs:

Climb Gradient .............................. 2.6°/°
climb gradient
A 2.6°/0 is 26 H of venical height per 1000 H of
honzontal distance.
/
5-10 June, 2003
FOR CLASSROOM USE

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Rawheon Mrcraft section v
NOTE
The Take-on Climb Gradient One-Engine-Inop-
-
erative graph assumes zero wind conditions.

Climbing into a headwind will result in higher an-
gles ot climb, and hence, better obstacle clear-
ance capabilities.
Calculation of horizontal distance to clear an obstacle 90 ft
above the runway sudace:
Horizontal distance used to climb from 50 lt to 90 h =
(90-50) X (1000 + 26) = 1539 H
Total Distance = 9400 + 1539 = 10,939 H
The above results are illustrated as fo//ows.'
90 FT
ABOVE
RUNWAY
50 FT
ABOVE
RUNWAY ,f ,/26
FE NIO I NREE /’ FT
A LU
HETE ///, //T lOOO
FT
_|_
F ® ~i‘ ® _
~l
® ACCELERATE - GU TAKE-OFF DISTANCE

= 9400 FEET
®OISTANCE TO CLIMB FROM 50 FT TO 90 FT
ABOVE RUNWAY = |539 FEET
C95THO5C2403 C
June, 2003 5-11
FOR CLASSROOM USE

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Section V MICf&fIn3whBDn
FLIGHT TIME, BLOCK SPEED AND FUEL REQUIRE-
MENT
CRUISE CL/MB
Enter the TIME, FUEL AND DISTANCE TO CRUISE CLIMB
Graph at the takeoff temperature of 15°C and trace up to 5653
h pressure altitude. Then trace right to 5500 lbs. and then down
to obtain the time, luel, and distance to climb from S.L to 5653
ft. Repeat the process staning with the cmise
temperature of -
5°C, cruise altitude of 11,500 H, and initial cruise weight oi 5500

lbs. to obtain the time, fuel and distance to climb from S.L. to
11,500 h. Subtract the former values from the latter values to
obtain the time, fuel and distance to climb from 5653 ft to 11,500
h.
Time to Climb = (13 - 5) = 8 min

Fuel Used to Climb = (9.5 - 3.9) = 5.6 gal
Distance Traveled = (32 - 11.5) = 20.5 nm
CHU/SE
The temperatures for cruise are presented for a Standard Day
(lSA); 20°C above a Standard Day; and 20°C below a Standard
Day. These should be used for flight planning. The lOAT values
are true temperature values which have been adjusted for
compressibiliw ehects. IOAT should be used for setting cruise
power while enroute.
5-12 June, 2003
FOR CLASSROOM USE

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nawhE0“ MfCfaf[ Section V
Enter the ISA CONVERSION Graph at 11,500 and the true
¢ temperature for the route segment:
h
SSQSQQT OAT |sA CONDITION
LEG A-E -s°C |sA + 3°C

LEG C o°C |sA + a°C
LEG D 9°C |sA + 17°C
LEG E 10°C |sA + 18°C
Enter the MAXIMUM CRUISE POWER table at 10,000 H and at

12,000 h at ISA and ISA + 20°C:
TEMPERATURE
|sA |sA + 20°C
/T
FUEL FLOW FUEL FLOW
ALTITUDE PER ENG TAS TAS
FEET KNoTs PER ENG KNoTs
GAUHR GAUHR
10,000 14.8 198 14.3 199
12,000 3.8 195 13.3 196
1
Interpolate for 1,500 h and the temperature for the appropriate

1
route segment. Results of the interpolations are:
ROUTE |sA CONDITION FUEL FLow TAS

SEGMENT PER ENG KNOTS
GAUHR
LEG A-B ISA + 3°C 14.0 196
LEG C |sA + 3°C 13.9 199
,\ LEG D |sA + 17°C 13.6 197
LEG E |sA + 18°C 13.6 197
June, 2003 s- 3
FOR CLASSROOM USE

ONLY
Section v Rwheun mrcraft _

Time and fuel used are calculated as follows:
Time = Distance + Ground Speed
Fuel Used = (Distance + Ground Speed) x Fuel Flow
Results are:
ROUTE DISTANCE EST TIME AT FUEL

SEGMENT NM GROUND CRUISE USED
SPEED ALTITUDE CRUISE
KNOTS HRS:MIN GAL
LEG A *3O.5 224 ;03.2 3.8
LEG 3 40.0 223 ¢10.3 5.0
LEG c 74.0 182 124.4 11.3
LEG D 87.0 186 123.1 12.7
LEG E '22.0 188 207.0 3.2
TOTAL “ 253.5 1:10 36.0
* Distance required to climb or descend has been subtractec

from segment distance.
DESCENT
Enter the TIME, FUEL, and DISTANCE TO DESCEND Graph
at the cruise pressure altitude of 11,500 ft and trace right to the
reference line. Then trace downto obtain the time, Iuel, and dis-
tance to descend to S.L. Repeat the process staning with des-
tination field pressure altitude of 3965 h. to obtain the time, fuel
and distance to descend from 3965 feet to S.L. Subtract the
former values from the latter values to obtain the time, fuel and
distance to descend from 11,500 H. to 3695 h.
Time to Descend = (23 7.8) - = 15.2 min
Fuel Used to Descend = (8.7 - 2.8) = 5.9 gal
Descent Distance = (70 - 22) = 48 NM /
5-14 June, 2003
FOR CLASSROOM USE

ONLY
nmh¢0n MfCfafI Section V
TIME - FUEL - DISTANCE SUMMARY
ITEM TIME FUEL DISTANCE

HRS:MlNS GAL NM
Stan, Runup, T&i, 0:00 4.5 0

and Take-off
acceleration
Climb 0:08.0 5.6 20.5
Cruise 1219.0 36.0 253.5
Descent O:15.2 5.9 48.0
Total 1:42.2 52.0 322.0
Total Flight Time: 1 lrour, 42.2 min

Block Speed: 322 NM 4 1 hour, 42.2 min = 189 kts
RESERVE FUEL
Enter the ECONOMY CRUISE POWER table at ISA and ISA +
20°C at 10,000 0 and 12,000 lt. lnterpolate to find the Fuel Flow
at 11,500 H at ISA + 18°C:
Total Fuel Flow ................... ..... 7.4 gph
1
Resewe Fuel (45 minutes) (17.4 gph) _ _ _ ..... 13.1 gal

TOTAL FUEL REQUIRED
Total Fuel Required = Calculated Fuel Usage + Resewe Fuel
Total Fuel Required
= 52.0 +13.1= 65.1 gal
June, 2003 5-15
FOR CLASSROOM USE

ONLY
se¢¢;°n v Rawheon Mrcraft
MNDING
The estimated landing weight is determined by subtracting the
fuel required for the trip from the ramp weight:
Assumed Ramp Weight ............... .... 524 lbs 5
.....
Estimated Fuel (52.0 gal at 6 lbs/gal) 312 lbs
. _ _
Estimated Landing Weight (5524 312)

- ........ 5212 lbs
NOTE
For the Landing Distance example, a 5039-lb
weight and a 9.5-M headwind component were
assumed.
Enter the LANDING DISTANCE graph at 25°C, 3965 ft pres-
sure altitude, 5039 lbs landing weight an 9.5 Ms headwind com-
ponent:
Ground Roll .... ................ .... 450 1 H
Total Distance over 50-ft. Obstacle .... .... 2 500 H
Approach Speed ........................... 91 kts
BALKED LAND/NG CL/MB PERFORMANCE
NOTE
For the Balked Landing Climb pedormance ex-
ample, a weight of 5166 lbs was assumed.
Enter the CLIMB-BALKED MNDING graph at 25°C. 3965 ft
pressure altitude and 5166 lbs:
Rate-of-Climb .......... ..... 7 65 fUmin
Climb Gradient .... ..... 6 .9°/°
5-16 June, 2003
FOR CLASSROOM USE

ONLY
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mrc
Rawhenn
V
Section
58
Beech
Baron
Performance
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TH05C
V
Section
raft
IC
58
Pedormance
Bnch
Baron
VVWO L66
O90Hl DEGREES C
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THIS PAGE INTENTIONALLY LEFT

BLANK
June, 2003 5-35
FOR CLASSROOM USE

ONLY
seczion v Bawheon Mrcraft
cnunse Powen SEWINGS

20° n|cH MAx|MuM cnunse Powen
25 nu. HG (on FULL THROTTLEI
05 PEAK ser @ 25% RPM (5200 Lssl
FUEL
PRE$. MAN. FLOW/
ALT. 1oAT PRES. ENGINE Annsveen
°c °F
;5 FEET
2000
SL -2
-5
29
22
1~_HG
25
25
PPH GPH KIASI KTAS
101
1% 17.5 195
.I
16.8 1mI 187

193
W woo -9 15 25 1m 18.2 1% 199
5
=
..9
22”
I'
9 11 81%
K
3
I
g.
< S11
9
2 SL 18 55 25 M 16.3 189 188
Q 20% 15 sa 25 101 16.8 1% 195
Q 40% 11 51 »25 105 17.5 191 201
*__
Q
2 L.
< 5
2
<
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5 _'.,
I SL 38 101 25 95 15.8 IM 1m
§ 2000 35 m 25 w 16.3 185 196
+ 4000 31 88 25 101 16.8 185 202
2-.»
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5
2
1.
A‘ 1
8
T
'
.'l-
5
NOTES:
f.'.
1.
.. ~-..
SHADED XREA REPRESENTS OPERATION WITH

,"‘ ._.. ._
5uLL1Hn0rTL5.
2. F000-1Hn01rL5 MANIFOLD vALues ARE AP
pnox1MA1e.
3.FUEL FLOWS ARE TO BE USED FOR FLIGHT I/
PLANNING ONLY AND WILL VARY FROM AIR-
Pl ANE TO AIRPLANE. LEAN USING THE EGT.
SVC0527
5-36 June, 2003
FOR CLASSROOM USE

ONLY
Bawheon Mrcraft secaion v
;<§,
~:;x_= 3.
,f,
NOTES: 1.SHADED AREA REPRESENTS OPERATION WITH

FULLTHROTTLE.
2. FULL-THROTTLE MANIFOLD VALUES ARE AP~
PROXIMATE.
3.FUEL FLOWS ARE TO BE USED FOR FLIGHT
PLANE TO AIRPLANE. LEAN USING THE Eseggzs
June, 2003 5-37
FOR CLASSROOM USE

ONLY
section v Bawheon Mrcraft
Performance Beech Baron 58
cnunss Powen SEWINGS

aw RICH necommenoeu cnunse Powsn
23 nu. HG zon FULL THROTTLEI
or PEAK EGT 0 23W nwm ISZW L%I
FUEL
Pness. MAN. FLOW/
ALT. 1oA1 PRE$. encnne AIRSPEED
Peer °c I °F |N.uc vpn GPH ;KIAS KTAS_
; SL
-6
2 28` 23 81 13.5 176 110
g 2w0 21 23 84 14.0 178 176
" 40% -10 14 23 87 14.5 179 182
:
3
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5 1=
-
2 SL 18 M 23 78 13.0 171 171
Q W 14 57 23 13.5 111 /
;
81 173
> 4m 10 so 23 as 14.2 174 183
E sow 6 M 23 as 14.1 175 190
2
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- -i
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ifi
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@ zwo M 93 23 79 13.2 IM 178
? 4®O 30 as 23 B2 13.1 169 134
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-
FULL THROTTLE.
2.FULL~THROTTLE MANIFOLD VALUES ARE AP-
PROXIMATE.
/
PLANE TO AIRPLANE. LEAN USING THE §%L§o
5-38 June, 2003
FOR CLASSROOM USE

ONLY
Bawheon Mrcraft seczion v
5 zo° LEAN
caunss rowen senuuas
nscommeuoeo cnuuse #owen
za |~. HG son FULL THROTTLEI
os PEAK ear @ zaoo nvm Iszm LBS)
A FusL
Pass. MAN. FLOW/
ALT. IOAT PRE§. e~c1NE AIRWEED
Feer 3% »°F [1N.uc[vPn farm KlA§ xTAs
~1 SL -3 27 23 OO 67 11.2\ 171 IM
Q 2ooo -s 21 23 70 11.7 172 173
W 4wo -10 14 23 73 122 173 176
5 ,,,1, ,5~999,.._ 7.1.9. ., 1_,., ? 1Z;7,. _‘7f, ,‘.§?.
=
§
1
<
m 1¢> § L: ,z3. 31-1
-
_,..,. ,~,
; SL 18 m 23 M 1O.7\ 1m 165
g mo 14 57 23 67 11.2 167 171
f-_ = 40m 10 so 23 70 11.7 1m 177

Q som s 43 134
‘,f
23 73 12.2 169
<
° ~» `
E
5
' Q 'SL m1 IW 23 62 10.3 161 166
§ zm 34 93 23 as 10.8 162 172
+ 4ooo 30 as 23 w 11.3 163 178
_g ww W 1..<
ze 79` 23 70
iii. ,....
11.7 IN 184
5
2
5-
NOTES: 1,
2.
'L
FULL THROTTLE.
,M
SHADED AREA REPRESENTS OPERATION WITH

FULL-THROTTLE MANIFOLO VALUES ARE AF-
PRgXIMATE.
3.FU L FLOWS ARE TO BE USED FOR FLIGHT
> PLANNING ONLY AND WILL VARY FROM AIR-

PLANE TO AIRPLANE. LEAN USING THE EGT.
WCIDSI
June, 2003 5-39
FOR CLASSROOM USE

ONLY
Segtign V Mrcraft
Performance Beech Baron 58
CRUISE POWER SEWINGS

2? RICH RECOMMENDED CRUISE POWER
25 IN. HG (OR FULL THROTTLEI
OF PEAK EGT @ 2100 RPM (5200 LBSI
FU EL
PRESS. MAN. FLOW/
ALT. IOAT PRE$. ENGINE Annsreso
FEET °C °F IN. HG |'PPH' \GPH ,KIASI KTAs
l,
SL -2 28 25 79 13.2 175 1%
2®0 21 25 82 13.7 176 174
4®O -10 14 26 85 14.2 176 180
';;e.;. 3
§§:
523 '»?1'
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Q” ,!?.,.,, §-1 * 1
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.g .,
i
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QS.
9 _, ,,_...
*> 1
F31 SL 18 M 25 77 112.8 110 169'

: 2000 14 57 25 80 13.3 171 175
> 59W.. ,,‘“9, W.'_ 25_. ._ 3?.,. 1.3¢7, 171_,_..__‘?‘
5 $81
E
= §
5
w
SL '38 1 00 25 74 12.3 165 170
2000 34 93 25 77 12.8 166 176
4WD 30 86 25 80 13.3 166 181
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$>‘
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ff
§»183?
&2'>
..-
i.»
NOTES: 1. SHADED AREA REPRESENTS OPERATION WITH

FULLTHROTTLE.
2. FULL-THROTTLE MANIFOLD VALUES ARE AP-
PROXIMATE.
3. FUEL FLOWS ARE TO BE USED FOR FLIGHT
WC1032
5-40 June, 2003
FOR CLASSROOM USE

ONLY
Bawheon Mrcraft secrion v
CRUISE POWER SEWINGS

ZW LEAN RECOMMENDED CRUISE POWER
25 IN. HG (OR FULL THROTTLEI
OF PEAK EGT 6 2100 RPM (52% L§I
sue L
PRESS. MAN. FLOW/
ALT. IOAT PRE§. ENGINE AIRSPEED
FEET °C °F IN. HG PPH GPH KIAS KTASi
I SL -3 27 25 & 10.5 167 1%
°W 2®0 -6 20 25 M 11.0 1& 1%
W 4m -10 14 25 w 11.3 1m »171_
< ma.
3
§
1
Q; ;»,<~ §:
' <. >._
‘2 . '
»
3 SL 17 w 25 61 10.2 162 161
Q 2% 14 56 25 M 10.7 1% 167
E 4wo 10 so 25 w 11.0 163 172
'~< ~,.~ .~
°
1
,<, as
2
<
2
<
5 ”
E SL 37 99 25 59 9.8 157 162

°D mo M Q w 61 10.2 158 167
N
4am ao as 25 a 10.1 1m 173
‘
g
§
Q
<
Q .*
NOTE$:1. SHADED AREA REPRESENTS OPERATION WITH
2.
FULL THROTTLE.
F ULL-THROTTLE MANIFOLD VALUES ARE
AP-
=
3. FPH2f'¥Cg&S
U ARE TO BE USED FOR F LIGHT
P LANNING ONLY AND WILL VAR Y FROM AI R-
= PLANE T0 Al HP LAN E. LEAN USING THE EGT.
SVC1 033
June, 2003 5-41
FOR CLASSROOM USE

ONLY
Section V nawh¢0d &fCfaf[
cnunsz Powen ssnuncs

20° nucn necommeunen cnunss Powen
21 IN. HG (on FULL THROTTLE)
or PEAK 501 0 2100 arm 15200 LBS)
FUEL
PRE$. FLOW/
MAN.
ALT. IOAT PRE$. ENGINE Aunspssn
FEET °c °F 1~.H6 PPH GPH x1As K1As
I SL -3 27 21 62 10.3155 149
g 20% -1 20 21 65 10.8157 155
W 4®0 -11 13 21 67 11.2158 161
5 sm -14 5 21 70 11.1 159 167
= emo -15 -1 21 72 12.0160 172
5 .,1_QOQ ;22., .¢9 _...Zi__,,, ..,73 ,12~2 155. 175
.W
3 .1..
94.
<
9
;3 2m
SL 17 63 21 60 10.0150 150
1'3 56 21 m 10.5152 156
> mo 9 49 21 65 10.8153 162
§ emo 6 42 21 w 11.3154 167
am
2
g
2
?,£_..._..;.;£ 2 35 21 70
».L,
11.7155
5~»'
.1§;. ,I .-
173
;;;_
.,»2
w
I SL 37 99 21 59 9.8145 150
§ 2WD w 92 21 61 10.2 141 156
+ 4WD 30 85 21 63 10.51% 162
g emo 26 78 21 66 11.0149 167
= em 22 72 21 6B 11.3149 173
S ..1.UW._ ,.1,9..
1.
_.65. .2,1._ ._§§ _.,_ .1.1:5_ .149 177
2 .5
<
9 »1_1B02

FULL THHOTTLE.
2. FULL-THROTTLE MANIFOLD VALUES ARE AP-
PROXIMATE.
f f
svc1034
5-42 June, 2003
FOR CLASSROOM USE

ONLY
Bawhenn &fCf3f[ Section V
Beech Baron 58 Performance
cnuase POWER ssrrumcs

20° LEAN ecoNoMv cnuuse Powen
21 IN. HG 108 FULL THROTTLEI
OF PEAK E01 @ 2100 RPM (5200 LBS)
FUEL
PRE%. MAN. FLOW/
.5
ALT. 1oAT PRESS. swcnme AIRSPEED
FEEI °c °P IN. uc PPH GPH KIAS KTAS
.
Q SL -3 m 21 50 8.3 147 141
g zmo -1 19 21 52 8_1 149 147
W 4000 ~11 13 21 M 9.0 1w 153
5 swo -15 5 21 w 9.3 158
: emo -18 -1 21 58 9.7
151
152 164
§ 10000 -22 A-8 21 58 9.7 150 167
< '<
2
EI SL 17 62 21 m 8.0 142 141
Q 2000 13 55 21 50 8.3 144 141
,f 2 ww 9 49 21 52 8.7 145 153
Q emo 5 42 21 54 9.0 146 159
3 8000 2 35 21 55 9.3 146 154
< IOWO -2 28 21 55 9.3 145 167
2
‘ '_ ‘2.~
4.
`;5
F
& 20%
SL 37
33
98 21 47
49
i2s1,»f;»'_~.;1las;§.';'41.51;
7.8
8.2
137 '141
91 21 1% 147
9 4000 29 85 21 51 8.5 140 152
5 ww 25 78 21 52 8.7 141 158
= 8000 22 71 21 54 9.0 141 164
§ ,.,.1°°Q¢ ...'¢. L.,§4_ ..2.1 _.5S_,9~2 2.9 16?
N -162
»i`56
5
FULLTHROTTLE.
2.FULL~THROTTLE MANIFOLD VALUES ARE AP-
PROXIMATE.
3.FUEL FLO% ARE TO BE USED FOR FLIGHT
/ '\\ PLANNING ONLY AND WILL VARY FROM AIR-
SVCID35
June, 2003 5-43
FOR CLASSROOM USE

ONLY
Section V Bawheon mrcraft
CRUISE SPEEDS
20°C RICH
0 ' KE
AVERAGE CRUISE WEIGHT 52% LBS CRUISE ALTITUDE 11,5W FT

TEMPERATURE STD DAY (ISA) POWER SEWING FULL THHOWLE.
2500 RPM
IRUE AIHSPEED 196 K §
16' | nluln un
143
all
nom I
Uil
T
%
5-44
ONLY
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nayiheon Aircraft Beech Baron 58
SECTION VI
WEIGHT AND BALANCE/EQUIPMENT LIST
TABLE OF CONTENTS
SUBJECT PAGE
Basic Empty Weight and Balance - Actual ........ .......... 6 -3

Sample Loadlng ....................... .... ........,........... .......... 6 4
-
Weighing Instructions .................................. .......... 6-5

Dimensional Data ..........,._........_._...........__.__.... .......... 6-7
Basic Empty Weight and Balance Form ......... .......... 6 -8
Weight and Balance Record ................................... ........ 6 -10
Loading Instructions ...................,........................,............. 6-12
Seating, Baggage and Equipment Arrangements ........... 6-13
Moment Llmlts vs Weight Graph ....................................... 6-14
Moment Llmlts vs Weight Table ............................. ........ 6 -15
Computing Procedure ........ .... .............
Q ........ 6-16
Weight and Balance Loading Form ........ ........ 6 -17
Useful Load Weights And Moments
Occupants ................,......................... ,....... 6 -19
Baggage ............................................. ........ 6-20
Baggage, FWD of Spar
(Center Seats Removed) Arm 108 .......... ........ 6 -21
Baggage, AFT ol Spar
(Center & Aft Seats Removed) Arm 145 ............._......... 6-22
Usable Fuel ................................................................ ..... 6-23
Equipment Llst ...... Prepared on an individual airplane basls
June, 2003 6-1
FOR CLASSROOM USE

ONLY
B°°°“ B°'°" 5° Ilaylllellll Aircraft
62 June, 2003
FOR CLASSROOM USE

ONLY
naynlellll Aircraft Section VI
Beech Baron 58 Wt and Bal/Equip List
BASIC EMPTY WEIGHT AND BALANCE -

ACTUAL
(THIS PAGE TO BE REPLACED UPON
AIRCRAFT DELIVERY)
June, 2003 6-3
FOR CLASSROOM USE

ONLY
Sggfign VI
Wt and Ba|lEquip List Beech Baron 58
SAMPLE LOADING
(THIS PAGE TO BE REPLACED UPON
AIRCRAFT DELIVERY)
6-4 June, 2003
FOR CLASSROOM USE

ONLY
llaylhellll Aircraft semen vi
WEIGHING INSTRUCTIONS
Periodic weighing of the airplane may be required to keep the
Basic Empty Weight current. All changes to the airplane affect-
ing weight and balance are the responsibility of the airplane's
owner and/or operator.
1. Three jack points are provided for weighing: two on the
wing front spar at Fuselage Station 83.1 and one on the
aft fuselage at Fuselage Station 271 .0.
2. Fuel should be drained prior to weighing. Tanks are
drained from the regular drain ports with the airplane in
static ground attitude. When tanks are drained, 5.7
pounds of trapped fuel remain in the airplane at Fuselage
Station 81.6. The remainder of the unusable fuel to be
added to a drained system is 30.3 pounds at Fuselage
Station 78.5.
3. Engine _oil must be at the full levei or completely drained.
Total engine oil when full is 45 pounds at Fuselage Sta-
tion 43.
4. To determine airplane configuration at time of weighing,
installed equipment is checked against the airplane
equipment list or superseding forms. All installed equip-
ment must be in its proper place during weighing.
5. The airplane must be longitudinally and laterally level with
the landing gear fully extended at the time of weighing.
Leveling screws are located on the left side of the fuse-
lage at Fuselage Station 152.25 (approximately). Longi-
tudinally level attitude is determined with a plumb bob.
Laterally level attitude is obtained when the vertical dis-
tance from each wing tip to the floor is equal.
6. Measurement of the reaction arms for a wheel weighing
is made using a steel measuring tape. Measurements are
taken with the airplane level on the scales, from the refer-
ence (a plumb bob dropped from the center of either main
jack point) to the axle center line of the main gear and
then to the nose wheel axle center line. The main wheel
June, 2003 6-5
FOR CLASSROOM USE

ONLY
semen vi llaylhenll Aircraft
Wt and Bal/Equip List Beech Baron 58
axle center line is best located by stretching a string
across from one main wheel to the other. All measure-
ments are to be taken with the tape level with the hangai
floor and parallel to the fuselage center line. The loca-
tions of the wheel reactions will be approximately at Fu-
selage Station 96.7 for main wheels and Fuselage
Station -10.3 for the nose wheel.
Jack point weighings are accomplished by placing scales
at the jack points specified in step 1 above. Since the
center of gravity of the airplane is fonivard of Fuselage
Station 83.1, the tail reaction of the airplane will be in an
up direction. This can be measured on regular scales by
placing ballast of approximately 200 pounds on the
scales to which the att weighing point is attached by cable
of adjustable length. The up reaction will then be total bal-
last weight minus the scale reading and is entered in the
weighing form as a negative quantity.
Weighing should always be made in an enclosed area
which is free from air currents. The scales used should be
properly calibrated and certified.
June, 2003
FOR CLASSROOM USE

ONLY
Ililylhlhllli Aircraft semon v|
Baron 58 Wt and Bal/Equip List
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January, 2006 6-7
FOR CLASSROOM USE

ONLY
Section V naymenn Aircraft
Wt and Bal/Equip List Baron 58
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FO R CLASSROOM USE
ONLY
||ay"\El||| AirCfaft Section Vl
NOTE
f-\ Each new airplane is delivered with a completed
sample loading, basic empty weight and center of
gravity, and equipment list, all pertinent to that
specific airplane. It is the owner and/or operator's
responsibility to ensure that changes in equip-
ment are reflected in a new weight and balance
and in an addendum to the equipment list. There
are many ways of doing this; it is suggested that
a running tally of equipment changes and their ef-
fect on basic empty weight and CG is a suitable
means for meeting both requirements.
The current equipment list and basic empty
weight and CG information must be retained with
the airplane when it changes ownership. Raythe-
on Aircraft cannot maintain this information; the
current status is known only to the owner.
,_
,%
June, 2003
FOR CLASSROOM USE

ONLY
Section v| llaylheull Lfhrcraft
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640 June,2003
FOR CLASSROOM USE

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||ay|'|'|Q0|\ Aircraft Section VI
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June, 2003 6-11
FOR CLASSROOM USE

ONLY
Segtign v| ||3y|'|lB0ll Aircraft
Wt and BallEquip List Beech Baron 58
LOADING INSTRUCTIONS
It is the responsibility ofthe airplane operator to ensure that thr
airplane is properly loaded. At the time of delivery, Raytheon
Aircraft provides the necessary weight and balance data to
compute individual loadings. All subsequent changes in air-
plane weight and balance are the responsibility ol the airplane
owner and/or operator.
The basic empty weight and moment of the airplane at the time
of delivery are shown on the airplane Basic Empty Weight and
Balance form. Useful load items which may be loaded into the
airplane are shown on the Useful Load Weight and Moment ta-
bles. The minimum and maximum moments are indicated by
the heavy border line on the Moment Limits vs Weight graph.
These moments correspond to the ton/vard and aft center of
gravity flight limits for a particular weight. All moments are divid-
ed by 100 to simplify computations.
6-12 June, 2003
FOR CLASSROOM USE

ONLY
llilylllellll Aircraft semian v|
"` SEATING. BAGGAGE AND EQUIPMENT

ARRANGEMENTS
F540
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NOTE
The floor structure load limit is 100 pounds per

square foot, except for the area between the
/ front and rear spars, where the floor structure
load limit is 50 pounds per square foot.
All baggage must be secured with an approved

retention system.
>MAXIMUM WEIGHT 300 POUNDS INCLUDING
EQUIPMENT AND BAGGAGE.
MAXIMUM WEIGHT 120 POUNDS INCLUDING
EQUIPMENT AND BAGGAGE.
MAXIMUM WEIGHT 400 POUNDS INCLUDING
EQUIPMENT AND BAGGAGE WITH 5th and 6th SEATS
REMOVED OR STOWED.
MAXIMUM WEIGHT 200 POUNDS FORWARD OF
REAR SPAR INCLUDING EQUIPMENT AND BAGGAGE
WITH 3rd and 4th SEATS REMOVED.
MAXIMUM WEIGHT 400 POUNDSAFT OF REAR SPAR
INCLUDING EQUIPMENT AND BAGGAGE WITH 3rd.
4th, Sth and 6th SEATS REMOVED. moec
99‘|016AA
June, 2003 6 -13
FOR CLASSROOM USE

ONLY
Seghgn VI
MOMENT LIMITS ve WEIGHT
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CENT!! O¢ GRAVITY - INDOEI AH OV DAIUI
JG
Moment limits ere based on the following weig ht and

center of gravity limit data (landing gear down). mosc
991011AA
WEIGHT FORWARD AFT

CONDITION CG LIMIT CG LIM IT
5500 (58 max. take-off)

Ib. 78.3 86.0
5400 (58 max. landing)
lb. 78 0 86.0
4990 lb (58A 76 6 86.0
max. take-off or
la nding)
4200 lb. or less 74 0 86.0
17
6-14 June, 2003
FOR CLASSROOM USE

ONLY
llaylhellll Aircraft semian v|
Beech Baron 58 Wt and Bal/Equip Lust
»- MOMENT LIMITS vs WEIGHT

WEIGHT MOMENT/100 wemm, MOMENT/100
vouuns 'WU
LIMIT
4"
LIMIT
Pouuos "W°
LIMIT
4"
LIMIT
3500 2590 3010 4550 3420 3913

3525 2609 3032 4575 3442 3935
3550 2627 3053
3575 2646 3075 4600 3465 3956
4625 3488 3978
3600 2664 3096 4650 3510 3999
3825 2683 3118 4675 3534 4021
3650 2701 3139
3675 2720 3161 4700 3556 4042
4725 3579 4064
3700 2738 3182 4750 3602 4085
3726 2757 3204 4775 3625 4107
3760 2775 3225
3775 2794 3247 4800 3848 4128
4825 3671 4150
3®0 2812 3268 4850 3694 4171
3825 2831 3290 4875 3717 4193
3850 2649 3311
3875 2888 3333 4900 3740 4214
4915 3764 4236
3900 2886 3354 4950 3786 4257
3925 2905 3376 4975 3810 4279
/- 3950 2923 3397 4990 3824 4291
3975 2942 3419
5000 3833 4300
4030 2960 3440 5025 3856 4322
4025 2979 3462 5050 3880 4343
4050 2997 3483 5075 3904 4365
4075 3016 3505
5100 3926 4386
4100 3034 3528 5125 3950 4408
4125 3053 3548 5150 3974 4429
4150 3071 3569 5175 3998 4451
4176 3090 3591
5200 4021 4472
42% 3108 3612 5225 4045 4494
4225 3130 3634 5250 4068 4515
4250 3152 3855 5276 4092 4537
4275 3174 3677
5300 4116 4558
4300 3196 3698 5325 4140 4580
4325 3218 3720 5350 4164 4601
4350 3240 3741 5375 4188 4623
4375 3263 3763
5400 4212 4644
4400 3285 3784 5425 4238 4666
4425 3308 3806 5450 4260 4667
4450 3330 3827 ‘ 5475 4284 4709
4475 3352 3849
5500 4307 4730
4500 3374 3870
/~ 4525 3398 3892
$VC0418
June,2003 6-15
FOR CLASSROOM USE

ONLY
section vi llaylheull Aircraft
Wt and BaIlEquip List Beech Baron 58
COMPUTING PROCEDURE
1Record the Basic Empty Weight and Moment from the
Basic Empty Weight and Balance form (or from the latest
superseding form) under the Basic Empty Condition
block. The moment must be divided by 100 to correspond
to Useful Load Weights and Moments tables.
2 Record the weight and corresponding moment from the
appropriate table of each of the useful load items (except
fuel) to be carried inthe airplane.
3 Total the weight column and moment column. The SUB-
TOTALS are the Zero Fuel Condition.
4 Determine the weight and corresponding moment for the
total fuel loading to be used. This fuel loading includes
fuel for the flight, plus that required for start, taxi, and run-
up. Add the Total Fuel Loading Condition to Zero Fuel
Condition to obtain the SUB-TOTAL Ramp Condition.
5 Subtract the fuel to be used for start, taxi, and run-up, to
arrive at the SUB-TOTAL Take-off Condition.
6. Subtract the weight and moment ofthe FUEL TO DESTI-
NATION from the lake-off weight and moment. (Deter-
mine the weight and moment of this fuel by subtracting
the amount on board at landing from the amount on board
at take-off.) The Zero Fuel Condition, the Take-Off Con-
dition, andthe Landing Condition moments must be with-
in the minimum and maximum moments shown on the
Moment Limits vs Weight graph for that weight. If the total
moment is less than the minimum moment allowed, use-
ful load items must be shifted aft or forward load items re-
duced. lf the total moment is greater than the maximum
momeht allowed, useful load items must be shifted for-
ward or aft load items reduced. lf the quantity or location
of load items is changed, the calculations must be revised
and the moments rechecked.
6-16 June, 2003
FOR CLASSROOM USE

ONLY
||3y|'|l¢|l|l Ai1‘CI‘ aft Section Vl
WEIGHT AND BALANCE LOADING FORM
BARON DATE
SERIAL NO. REG NO.
1. aslc mpty on ition

2. Front Seat Occupants
3. 3rd and 4th Seat
Occupants
4. 5th and 6th Seat
I Occupants
5. Nose Baggage
'6. AFT Baggage
|7. Baggage I
8. Subtotal: Zero Fuel _
Condition
|9. Fuel Loading ‘
10. Subtotal: Ramp Condition

11. 'Less Fuel for Start, Taxi,
and Run-up
|12. Subtotal: Take-oft I
Condition
13. Less Fuel To Destination
14. Landing Condition
' Fuel lor start, taxi, and run-up is normally 24 lbs at an average
mom/100 of 20.
June, 2003 6-17
FOR CLASSROOM USE

ONLY
Section VI nay|'|l¢|||\ AiI'CI‘3fil
WEIGHT AND BALANCE LOADING FORM
BARON DATE
SERIAL NO. REG NO.
ITEM WEIGHT MOM/100

_ SSIC mpty on ation
2. Front Seat Occupants
3. 3rd and 4th Seat
Occupants
4. 5th and 6th Seat
Occupants
5. Nose Baggage
6. AFT Baggage
-7. Baggage
|8. Subtotal: Zero Fuel
Condition
9. Fuel Loading
10. Subtotal: Ftamp Condition
|11. *Less Fuel for Start, Taxi,
and Run-up
12. Subtotal: Take~oft
Condition
|13. Less Fuel To Destination
14 Landing Condition
"Fuel for start, taxi, and run-up is normally 24 lbs at an average

mom/100 ot 20.
6-18 June, 2003
FOR CLASSROOM USE

ONLY
||ay|'|l&l|l\ Aircraft Sectlon VI
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June,2003 6-19
FOR CLASSROOM USE

ONLY
secaian v| Ilaylhellll Aircraft
USEFUL LOAD WEIGHTS AND MOMENTS

BAGGAGE
NOSE REAR AFT

Wt COMPT FS 131 TO 170 FS 170 TO 190
ARM15 ARM150 ARM180
"Mom/100 Mom/1 00 Mom/1 00
10 2 15 18
20 3 30 36
30 5 45 S4
40 6 60 72
50 8 75 90
60 9 90 108
70 11 105 126
80 12 120 144
90 14 135 162
100 15 150 180
110 17 165 198
120 18 180 216
130 20 195
140 21 210
150 23 225
160 24 240
170 26 255
180 27; 270
190 29 285
200 30 300
220 33 330
240 36 360
260 39 390
280 42 420
300 45 450
320 480
340 510
360 540
380 570
“D MD
SVCMZ1
5-20 June, 2003
FOR CLASSROOM USE

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||ay“'|¢|||\ AiI`CI°21f[ Section VI

BAGGAGE
FWD OF SPAR
(CENTER SEATS REMOVED)
ARM 108
Weight M- Weight
10 1 1 1 10 1 19
20 22 120 130
30 32 130 140
40 43 140 151
50 54 150 162
60 65 160 173
70 76 170 184
80 86 180 194
90 97 190 205
100 108 200 216
BT05074
June, 2003 6-21
FOR CLASSROOM USE

ONLY
Segflgn V| Aircraft

BAGGAGE
AFT OF SPAR
T
(CENTER & AFT SEATS REMOVED)
ARM 145
Welght
_
10
Moment _
Wélghf W
Moment
15 210 305
20 29 220 319
30 44 230 334
40 58 240 348
50 73 250 363
60 87 260 377
70 102 270 392
80 116 280 406
90 131 290 421
100 145 300 435
110 160 310 450
120 174 320 464
130 189 330 479
140 203 340 493
150 218 350 508
160 232 360 522
170 247 370 537
180 261 380 551
190 276 390 566
200 290 400 580
BT05075
6-22 June,2003
FOR CLASSROOM USE

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||ay|'|l&0ll Aircraft semion v|

USABLE FUEL
136 1 66 1 94
Gallons Welght GAL GAL GAL

Mom/100
10 60 46 46 46
20 120 92 92 92
30 180 140 140 140
40 240 189 189 189
50 300 238 238 238
60 360 288 288 288
70 420 338 338 3 38
80 480 388 388 388
90 540 439 439 4 39
100 600 489 48 9 489
110 660 539 539 539
120 720 590 590 590
130 780 641 641 641
136 816 671
140 840 692 692
150 900 743 743
160 960 793 793
166 996 824
170 1020 8 45
180 1080 899
190 1 140 953
194 1 164 974
BT05071
June, 2003 6-23
FOR CLASSROOM USE

ONLY
||ly|‘|lB0lI Aircraft Company BBW" 55
SECTION VII
SYSTEMS DESCRIPTION
TABLE o|= coNTENTs
SUBJECT PAGE
Alrframe ............................ ...,.....7-5

Seating Arrangements ........ .........7-5
Fllght Controls ................. ...,.....7-5
Control Surfaces ........ ..........7-5
Control Columns ........ ..........7-5
Rudder Pedals ....... ..........7-5
Trim Controls ......... .........7-6
Instrument Panel ............. .........7-6
Flight Instruments .............. .........7-6
Engine Instrumentation ......_.. ..7-6
Annunclator System ............ ..7-7
Annunclator Panel .........
Typlcal lllustratlons .;; ........... ..7-9
Left Slde Panel ..................... ..7-9
Typlcal Instrument Panel .......... 7-10
Pedestal ........................................... 7-11
Pilot’s and Copilot' s Subpanel ......... 7-12
Ground Control ........................ . .... 7-13
Wing Flaps .................................. 7-13
Landing Gear System ....... 7-14
Control Switch ........... . 7-14
Position Lights ........................................... 7-14
Safety Switches ............................................ 7-15
Warning Horn and Gear Up Annunciator .......... 7-15
Manual Extension 7-16
Brakes ....................................................... 7-17
Baggage Compartments ............ 7-17
Alt Baggage Compartment .......... 7-17
Nose Baggage Co mpartment .......... 7-18
Seating. .......................................... 7-18
June, 2004 7-1

/
FOR CLASSROOM USE

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Baron 58 |\ly|‘|l¢0l\ Aircraft Company
Section Vll
Systems Description
TABLE o|= coNTENTs (coNT'o)
SUBJECT PAGE
Seat Belts and Shoulder Harnesses ........ .........7-19
Doors, Windows and Exits .................. .........7-20
Cabin Door .......................... .........7-20
umny Doors .._...................... .........7-21
Openable Cabin Windows ....... .........7-21
Emergency Exits .................. .........7-22
Control Locks ........ .........7-23
Engines ............................................... .........7-24
Engine Controls ...................._............ .........7-24
Propeller, Throttle and Mixture .......... .........7-24
lnductlon Alr .................................... .........7-24
Engine Ice Protection ........ .........7-25
Engine Lubrication ........ .........7-25
Cowl Flaps .tt ................. .........7-26
Propellers ............................. .........7-26
Propeller Synchronizer ..... .........7~26
.WI
Propeller Synchroscope .......
Fuel System .......................... .........7-27
Fuel Cells ............................. .........7-28
Fuel Quantity Indicators ..............._. .........7-29
Fuel Flow Indicators ........................... .........7-29
142 Gallon Capacity Fuel System ......... .........7-30
172 Gallon Capacity Fuel System ,............ .............. .........7-31
200 Gallon Capacity Fuel System ........................... ............7-32
Fuel Crossteed (One-Engine-inoperative Only) ...... ............7-33
Qingine Driven Fuel Pumps ..............._..................... .........7-33
r-uel Boost Pumps ................ .........7-34
LO Position ........... .... .7-34
Hl Position ................ .........7-34
Fuel OH-Loading ............... .7-34
Fuel Required For Flight ...... .........7-34
Electrical System ....... ........ .........7-35
Batteries ....................... .........7-35
7-2 June, 2004
FOR CLASSROOM USE

ONLY
Aircraft Company Baron 58
Section VII
__\ Systems Description
TABLE OF CONTENTS
SUBJECT PAGE
Alternators ............................ 7-35
Starters ..................................... 7-36
Electrlcal System Schematic .......... 7-37
Power Distribution Schematic .....,.... 7-38
External Power ............................ 7-39
Lighting System ........................... 7-39
Interior Lighting ............. 7-39
Exterior Lighting ................ 7-40
Environmental System ........ 7-40
Cabin Heating ................... 7-40
Enviromental Schematic ............................. 7-43
Cabin Ventilation .............................................. 7-44
Individual Overhead Fresh Air Outlets .......... 7-44
f Exhaust Vents ..........................................

Oxygen System (It Installed) ...................
Pitot and Static System ..............
7-44
7-44
7-45
Pitot System ............................ 7-45
Normal Static Alr System ............ 7-46
Emergency Static Air System ......... 7-46
Instrument Alr Pressure System ...... 7-46
Stall Warning ................................... 7-47
Ice Protection Systems .................................... 7-47
Surlace Deice System ...................................... 7-47
Electrothermal Heated Windshield Segment ....... ....... 7-48
Electrothermal Propeller Deice .......................... 7-49
Pitot Heat ....................................................... 7-49
Stall Warning Anti-Ice ............... 7-50
Heated Fuel Vents ....................... 7-50
Engine Break-In information ........ 7-50
,/\
June, 2004 7-3
FOR CLASSROOM USE

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||€ly|'|l¢0lIAircraft Company
Section VII - Systems Description Bawn 58
7-4 June, 2004
FOR CLASSROOM USE

ONLY
||3y|'|lB0ll Aircraft section v||
Beech Baron 58 Systems Description
AIRFRAME
The Beech Baron 58 is an all-metal, low-wing, twin-engine
monoplane with full retractable tricycle landing gear and a con-
ventional horizontal and vertical stabilizer.
SEATING ARRANGEMENTS
The Beech Baron 58 is a four- to six-place airplane. ln the stan-
dard configuration, four forvvard-facing seats are installed. The
fifth and sixth forward-tacing seats are optional.
Inthe optional club-seating configuration, the third and fourth

seats are aft-facing and the fitth and sixth are forward-facing.
FLIGHT CONTROLS
CONTROL SURFACES
Control surfaces are bearing supported and operated through
push-pull rods and conventional chain/cable systems terminat-
ing in bellcranks.
CONTROL COLUMNS
The airplane is equipped with dual control columns for the pilot
and copilot. The control wheels are interconnected and provide
aileron and elevator control.
RUDDER PEDALS
To adjust the rudder pedals, press the spring-loaded lever on
the side of each pedal and move the pedal to its fonlvard or aft
position. The adjustment lever can also be used to place the
right set of rudder pedals against the floor (when the copilot
brakes are not installed) when not in use.
June, 2003 7-5
FOR CLASSROOM USE

ONLY
Sedign v|| nay|'|\$0|| Aircraft
Systems Description Beech Baron 58
TRIM CONTROLS
Trim tabs on the rudder, left aileron, and elevator are adjustable
with the controls that are mounted on the center console. The
trim tabs and controls are connected through closed cable sys-
tems. Mechanical position indicators for each of the trim tabs
are integrated with their respective controls. The left aileron tab
incorporates servo action in addition to its trimming purpose. El-
evator trim is accomplished through the manual pitch trim sys-
tem.
INSTRUMENT PANEL
FLIGHT INSTRUMENTS
The flight instruments are located on a panel directly in front of
the pilot’s seat. Standard flight instrumentation includes attitude
and directional gyros, airspeed, altimeter, vertical speed, turn
coordinator, and gyro pressure gages. A magnetic compass is
mounted above the instrument panel and an outside air temper-
ature indicator is located on the left side panel. A quartz digital
readout clock is mounted in the center of the pilot’s control
wheel.
ENGINE INSTRUMENTATION
Most of the engine instruments are located in two columns on
the left of the center instrument panel. Each column provides
gages for its respective engine. At the top are the engine man-
ifold pressure gages followed by the tachometers and the fuel
flow gages. Below these are the four multiple readout indica-
tors; two for cylinder head temperature (CHT) and exhaust gas
temperature (EGT) and two for oil temperature and pressure.
The left and right loadmeters, the bus voltmeter and the left and
right fuel quantity indicators are located on the center subpanel.
7-6 June, 2003
FOR CLASSROOM USE

ONLY
||ay|'||e||l\ Aircraft Section VII
ANNUNCIATOR SYSTEM
?5
The annunciator system consists of an annunciator panel
mounted in the glareshield above the pilot's control column, an
ANNUN TEST switch onthe left side of the pilot's subpanel, and
a photoelectric cell dimmer switch on the right side of the pilot's
subpaneL
The annunciators are the legible-when-lit type. Whenever an
advisory or a warning condition covered by the annunciator sys-
tem occurs, a signal is generated and the appropriate annunci-
ator is illuminated. Any illuminated lamps in the annunciator
panel will remain on while the advisory or warning condition ex-
ists.
The annunciators have both a bright and a dim mode of illumi-

nation intensity,` with the exception of the START, AFT DOOR
and GEAR UP (if installed) annunciators, which are always in
the bright mode. The dim mode will be selected automatically
>,.`
whenever the ambient light level in the cockpit as sensed by the
photoelectric cell on the pilot's subpanel is below a preset val-
ue. lf the ambient light level is above the preset value, the bright
mode will be selected automatically.
The lamps in the annunciator panel should be tested before ev-
ery flight, and anytime the integrity of a lamp is in question. De-
pressing the ANNUN TEST switch button on the pilot's
subpanel illuminates all of the annunciators. Any lamp that fails
to illuminate when tested should be replaced. Refer to LAMP
REPLACEMENT GUIDE in Section Vlll, HANDLING, SERVIC-
ING & MAINTENANCE.
The photoelectric cell dimmer switch can be tested by covering
the switch with the finger, which should cause the applicable
bright annunciators to dim.
/\
June, 2003 7-7
FOR CLASSROOM USE

ONLY
Section VII llaylhellll Aircraft
ANNUNCIATOR PANEL
NOMENCLATURE COLOR PROBABLE CAUSE FOR

ILLUMINATION
LEFT ALTR Red Left Alternator Off The Line
RIGHT ALTR Red Right Alternator Off The Line
START Red Starter Energized
AFT DOOR Red Aft UtilityDoor Unlatched
GEAR UP Red Landing gear is up with full
flaps or landing gear is up and
manifold pressure is below
approximately 13 in. Hg on
both engines (TH-1543, TH-
1545 and After)
7-8 June, 2003
FOR CLASSROOM USE

ONLY
||ay|'|\e|||'| A_II'CI°afII Sect|on VII
Beech Baron 58 Systems DBSCFIPIIOI1
TYPICAL ILLUSTRATIONS
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June 2003
FOR CLASSROOM USE

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Section VII
Systems Description
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FOR CLASSROOM USE

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June,2003 741
FOR CLASSROOM USE

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7-12 June, 2003
FOR CLASSROOM USE

ONLY
llaylllellll Aircraft Section vn
GHOUND CONTROL
Spring-loaded linkage from the nose gear to the adjustable rud-
der pedals allows for nose wheel steering. Smooth turning is
accomplished by allowing the airplane to roll while depressing
the appropriate rudder pedal. Sharper turns require light brake
pedal pressure on the depressed rudder pedal.
The minimum wing tip turning radius, using partial braking ac-
tion and differential is 31 feet 6 inches.
WING FLAPS
A three-position wing flap switch, UP (0°), APH (15°), and DN
(3O°), islocated on the copilot’s subpanel. The switch must be
pulled out of a detent to change flap position. The flaps can be
moved to either position desired from any previously selected
position; there are no intermediate positions.
Three flap position lights, placarded IN TRANSIT (red), APH
(blue), and DN (amber), are located immediately to the left of
the flap switch. All ofthe lights are extinguished when the flaps
are in the UP position. The illumination intensity of the lights is
controlled by the photoelectric cell dimmer switch on the above
the landing gear handle. The lamps can be tested by pressing
the ANNUN TEST button on the left side of the pilot’s subpanel.
Lowering the flaps in flight will produce the following effects:
° Attitude - Nose Down
- Airspeed - Reduced
° Stall Speed - Lowered
June, 2003 7-13
FOR CLASSROOM USE

ONLY
semen v|| Ililylhellll Aircraft
LANDING GEAR SYSTEM
CAUTION
Never taxi with a flat strut.
CONTROL SWITCH
The landing gear is controlled by a two-position switch on the
right side of the pi|ot's subpanel. The switch handle must be
pulled out of the safety detent before it can be moved to the op-
posite position. Never operate the landing gear electrically with
the handcrank engaged.
On serials TH-1543, TH-1545 and After, the land-

Do not change the position of the control switch to

reverse the direction of the landing gear while the
gear is in transit, as this could cause damage to
the retract mechanism.
POSITION LIGHTS
Landing gear position lights are located above the control
switch. Three green lights, forming a triangle to represent the
individual gears, are illuminated whenever the gears are down
and locked. A red light, immediately to the right of the three
green lights, illuminates anytime one or all of the landing gears
are in transit or in any intermediate position. All of the lights are
extinguished when the gears are up and locked.
7-14 June, 2003
FOR CLASSROOM USE

ONLY
||ay“l20|| AiI'CI`2lf[ Section VII
The photoelectric cell dimmer switch on the right side of the pi-
lot’s subpanel controls the illumination intensity of the landing
gear position lights. The ANNUN TEST switch on the pilot’s left
subpanel is pressed to determine lamp integrity.
SAFETY SWITCHES
Retractlon of the landing gear on the ground is prevented by
compressing the two main strut safety switches (or, on serials
TH-1543, TH-1545 and After, by retarding both throttles below
approximately the 15 in. Hg manifold pressure position.) When
either strut is compressed (or both throttles are below the pre-
set position), the control circuit is open and the gear cannot re-
tract. However, maneuvering over rough terrain with at least
one throttle above approximately 15 in. Hg manifold pressure
may allow the gear struts to extend momentarily, closing the cir-
cuit long enough to begin retraction. NEVER RELY ON THE
SAFETY SWITCHES TO KEEP THE GEAR DOWN DURING
GROUND MANEUVERING. CHECK TO SEE THAT THE
LANDING GEAR HANDLE IS DOWN.
WARNING HORN AND GEAR UP ANNUNCIATOR

lf either or both throttles are retarded below an engine setting
sufficient to sustain two engine flight with the landing gear re-
tracted, a warning horn will sound intermittently and, on serials
TH-1543, TH-1545 and After, the GEAR UP annunciator will
flash. During one engine operation, the horn can be silenced by
advancing the throttle of the inoperative engine until the throttle
warning horn switch opens the circuit.
June, 2003 7-15
FOR CLASSROOM USE

ONLY
Segtion v|| ||3y|’|lEllll Aircraft
NOTE
The switches which activate the warning horn and
GEAR UP annunciator are operated by the throt-
tles, thus the horn (and GEAR UP annunciator, if
installed) will always activate at the same throttle
position. The resultant manifold pressure is de-
pendent on altitude and rpm. On serials TH-1543,
TH-1545 and After, the warning horn and GEAR
UP annunciator are also activated when the flaps
are full down and the landing gear is retracted.
MANUAL EXTENSION
The landing gear can be manually extended, but not retracted,
by operating the handcrank at the rear of the pilot’s seat. Make
certain that the landing gear handle is in the down position and
pull the landing gear MOTOR circuit breaker before manually
extending the gear. When the electrical system is operative, the
landing gear may be checked for full down with the gear posi-
tion lights, provided the landing gear RELAY circuit breaker is
engaged. After the landing gear is down, disengage the hand-
crank. For electrical retraction of the landing gear after a prac-
tice manual extension use the procedures outlined in Section
Ill, EMERGENCY PROCEDURES.
lf the landing gear was extended for emergency reasons, do not

move any landing gear controls or reset any switches or circuit
breakers until the airplane is on the ground and the malfunction
has been determined and corrected, to prevent a gear retrac-
tion on the ground. These procedures are outlined in Section Ill,
EMERGENCY PROCEDURES.
7-16 June, 2003
FOR CLASSROOM USE

ONLY
Ilaylheoll Aircraft semen vu
BRAKES
The brakes on the main landing gear wheels are operated by
applying toe pressure to the top of the rudder pedals.
The parking brake control is located just left of the elevator tab
wheel on the pilot’s subpanel. To set the parking brakes, pull
the control out and pump each toe pedal until solid resistance
is felt. Push the control in to release the brakes.
The parking brake should be left off and wheel

chocks installed if the airplane is to be left unat-
tended. Changes in ambient temperature can
cause the brakes to release or exert excessive
pressures.
The brake hydraulic fluid reservoir is accessible through the
nose baggage door. Fluid level is checked with the dipstick at-
tached to the reservoir cap. The brakes require no adjustments,
since the pistons move outward to compensate for lining wear.
BAGGAGE COMPARTMENTS
AFT BAGGAGE COMPARTMENT
The aft baggage compartment is accessible through the utility
door on the right side of the fuselage. This area extends alt of
the pilot’s seats to the rear bulkhead. Because of structural lim-
itations, this area is divided into three sub-compartments, each
having a different weight limitation. Loading within the baggage
compartment must be in accordance with the data in Section VI,
WEIGHT AND BALANCE/EQUIPMENT LIST. All baggage
must be secured with the approved cargo retention systems.
June, 2003 7-17
FOR CLASSROOM USE

ONLY
Segtign V"
Unless authorized by applicable Department of

Transportation regulations, do not carry hazard-
ous material anywhere in the airplane.
Do not carry children in the baggage compart-
ment unless secured in a seat.
NOSE BAGGAGE COMPAFITMENT

The fon/vard baggage compartment is easily accessible through
a large door on the right side ofthe nose. The door incorporates
a pair of push-to-release type latches and a lift-to-release sec-
ondary Iatch. Hinged at the top, the door swings upward, clear
of the loading area. Loading within this area must be within the
limitations according to Section VI, WEIGHT AND BALANCE/
EQUIPMENT LIST. The nose baggage compartment incorpo-
rates the full width of the fuselage as usable space. This com-
partment also affords accessibility to the oxygen cylinder and to
some of the airplane’s avionics. Straps are provided and should
be used to secure any baggage loaded into the nose baggage
compartment.
SEATING
To adjust any of the four standard seats forward or aft, pull up
on the release bar below the seat and slide the seat to the de-
sired position. The pilot’s Seat (and optional copiIot’s seat) can
be adjusted vertically by pulling up on the release lever below
the forward right side of the seat and leaning forward. Weight
must be shifted to the forward edge of the seat for proper ad-
justment. The seatbacks of all standard seats can be placed in
any of four positions by operating a release lever on the inboard
side of each seat. An option is available that provides for the
seatbacks on all seats (except the pilot’s) to be placed in any
position from vertical to fully reclined. Outboard armrests for all
7-18 June, 2003
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|l3yl|lB0l\ Aircraft Section v||
standard seats are built into the cabin sidewalls. Center arm-
f` rests can be elevated or positioned flush with the seat cushions.
The 3rd and 4th place seats are equipped with a locking back
to accommodate the shoulder harness, and the seatback can
be folded over for access by rotating the red handle located on
the lower inboard side of the seatback. The optional fifth and
sixth seats can be folded up to provide additional floor space,
or folded down to provide access to the extended baggage
compartment.
Club seating is available. When occupied, aft facing chairs in
the club seating arrangement must have the headrests in the
fully raised position during takeoff and landing. When alt facing
seats are reversed to the forward facing configuration, mainte-
nance personnel must refer to the model 58 shop manual be-
fore making the conversion in order to assure proper
installation.
,a SEAT BELTS AND SHOULDER HARNESSES

The shoulder harness is standard with all seats. The spring
loading at the inertial reel keeps the harness snug but will allow
normal movement during flight operations. The inertial reel is
designed with a locking device that will secure the harness in
the event of sudden forward movement or an impact action.
When using the shoulder harness, the limitations stated on the
cabin window placards must be obsen/ed.
Each strap is worn over the shoulder and down across the
body, where it is fastened by a metal loop into the seat belt
buckle. For the pilot seats, the harness strap is contained in an
inertial reel attached to the side canopy structure of the cockpit.
The inertial reel is covered with an escutcheon and the strap
runs up from the reel location to a looped fitting attached to the
window frame just aft of the pilot seats. For the third and fourth
passenger seats, the inertial reel is attached into the seatback
I/-\ structure and is covered with the seatback upholstery. The
strap runs up the seatback and over the outboard corner of the
seatback. For the fifth and sixth passenger seats, the strap is
June, 2003 7-19
FOR CLASSROOM USE

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Segtign V" llaylheull Aircraft
contained in an inertial reel attached to the upper fuselage side
structure, just aft of the seatback and is covered with an es-
cutcheon.
NOTE
The seat belt is independent of the shoulder har-
ness, but the outboard seat belt and the shoulder
harness must be connected for stowage when the
seat is not occupied.
DOORSQWHNDOWESANDEDUTS
CABIN noon
The airplane has a conventional cabin door on the forward right
side of the fuselage. The spring-loaded outside handle will fit
into the door recess creating a flat, aerodynamically clean sur-
face. The door may be locked with a key.
To open the door from the outside, lift the handle from its recess
and pull until the door opens.
To close the cabin door from the inside, observe that the door
handle is in the open position. ln this position, the latch handle
is free to move approximately one inch in either direction before
engagement of the locking mechanism. Grasp the door and
firmly pull the door closed. Rotate the door handle fully counter-
clockwise into the locked position. ObS6l'V9 that the door handle
indicator is in the CLOSED position (serials TH-1543, TH-1545
and After). When the door is properly locked, the door latch
handle is free to move approximately one inch in either direc-
tion.
NOTE
When checking the door latch handle, do not
move it lar enough to engage the door latch re-
lease mechanism.
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Ilaylllellll Aircraft seciicn vu
Press firmly outward at the top rear corner of the door. If any
fa movement of the door is detected, completely open the door
and close again following the above instructions.
To open the door from the inside, depress the lock button and
rotate the handle clockwise.
UTILITY DOORS
The utility doors located on the aft right side of the cabin provide
for loading and unloading of passengers and baggage. Each
door is half-hinged at the forward and aft edge of the door open-
ing. The aft door must be closed first. A latch on the forward
edge of the aft door moves downward to a locked position to se-
cure the hooks at the top and bottom of the door to the door
frame. The ton/vard door cannot be fully closed until the latch of
the aft door is latched and flush with the edge of the door. After
the forward door is closed, it can be latched from the outside by
/_._
rotating the half-moon shaped handle to the CLOSED position.
A conventional handle on the inside of this door provides for
opening or closing from the inside.
The AFI' DOOR annunciator, located on the glareshleld, re-
mains illuminated until the doors are properly latched.
OPENABLE CABIN WINDOWS
NOTE
Windows are to be closed before and during
flight.
A plastic covered multi-purpose latch on each openable window

is used to provide partial opening of the window for ventilation
during ground operations, and also quick unlatching for emer-
gency egress.
/\
June, 2003 7-21
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Segtlgn V|| Aircraft
To Open Window For Venti/ation (Only On Ground).'
NOTE
Red handle for emergency exit only.
1. Lock Handle .... ROTATE TO UNLOCKED POSITION
2. Thumb Catch ............. LIFI' (window release)
will
3. Latch ....... .......... P USH UP AND OUT
TO OVER-CENTER POSITION
To Close Window:
1. Latch ...... ..... ULL INWARD AND PUSH DOWN
P
UNTIL LOCKED (listen for detent)
2. Lock Handle ....... ROTATE TO LOCKED POSITION
EMERGENCY EXITS
To open the emergency exit provided by the openable window
on each side of the cabin:
1. Remove cover as indicated by placard in the center of the

openable Window/Emergency Exit latch cover.
2. Rotate handle up as indicated by placard, breaking safety
wire, and push window out.
NOTE
Anytime the window has been opened by break-
ing the safety wire on the red emergency latch,
the window must be reattached and wired by a
qualified mechanic using a single strand of QO-
W-343, Type S, .020 diameter copper wire prior
to further airplane operation.
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naw|l¢0|l Aircraft Sectlon VII
CONTROL LOCKS
The control column lock assembly is placarded with the instal-
lation instructions. The placard reads:
On instruction Side:
INSTALLATION INSTRUCTIONS
INSTALL OTHER SIDE FACING RILOT
I. ROTATE CONTROL WHEEL APRROX |2° TO

THE RIGHT. INSTALL LOCK RIN THROUGH
COLLAR LOCK & CONTROL COLUMN (RILOT'Sl
ROTATE HOOK OVER CONTROL COLUMN.
2, ROSITION REDALS IN AFT ROSITION G
INSTALL LOCK IN RILOT'S RUDDER REDALS
WITH CABLE AROUND RIGHT SIDE OF
CONTROL COLUMN.
3. REMOVE IN REVERSE ORDER.
c9s£Ao7co574
On Side Facing Pilot with Locks Properly Installed:
CONTROLS
LOCKED
REMOVE
BEFORE
FLIGHT C95E At'J7CO573
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_
Segfign V||
ENGINES
The Beech Baron 58 is powered by two Teledyne Continental
IO-550-C, normally aspirated, six-cylinder, horizontally-op-
posed, fuel-injected engines rated at 300 hp at 2700 rpm. Early
airplanes (TH-1472 thru TH-1840, not in compliance with Flay-
theon Aircraft S.B. 28-3052) are equipped with engine driven
fuel pumps that automatically lean the mixture as the airplane
climbs; later airplanes (TH-1841 and Alter, and prior airplanes
in compliance with Raytheon Aircraft S.B. 28-3052) require
manual leaning.
ENGINE CONTROLS
PROPELLEFI, THFIOTTLE, AND MIXTURE
The control levers are grouped along the upper portion of the
pedestal. Pushing fon/vard on a control lever increases its ap-
propriate function, pulling back decreases it. The knobs on the
levers are shaped to standard FAA configuration so they can be
identified by touch. The controls are centrally located for ease
of operation from either the pilot’s or the copilot’s seat. An ad-
justable lriction knob, located on the right side of the pedestal,
is provided to prevent creeping of the control levers.
INDUCTION AIR
Induction air is available from filtered ram air or unfiltered alter-
nate air. Filtered ram air enters from the intake air scoop on top
of the cowling. Should the filter become obstructed, a spring-
loaded door on the alternate air intake will open automatically
and the induction system will operate on alternate air taken
from the engine accessory section.
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||3y|'|l&0ll Aircraft section vu
ENGINE ICE PROTECTION
Engine ice protection consists of electrothermal fuel vent heat-
ers controlled by a switch on the left panel, and an automatic al-
ternate air induction system.
The only significant ice accumulation is impact ice on the inlet
scoop and filter. Should the induction air scoop or filter become
clogged with ice, a spring-loaded door on the firewall will open
automatically, and the induction system will operate on alter-
nate air.
ENGINE LUBFIICATION
The engine oil system for each engine is the full pressure, wet
sump type, with a full flow, integrally mounted oil filter and has
a 12-quart capacity. Oil operating temperatures are controlled
by an automatic thermostat bypass control. The bypass control
will limit oil flow through the oil cooler when operating tempera-
tures are below normal and will permit the oil to bypass the cool-
er ii it should become blocked.
The oil system may be checked through access doors in the en-
gine cowling. A calibrated dipstick attached to the filler cap indi-
cates the oil level. Due to the canted position of the engines, the
dipsticks are calibrated for either right or left engines and are
not interchangeable.
The oil grades listed in Section Vlll, HANDLING, SERVICING
& MAINTENANCE are general recommendations only, and will
vary with individual circumstances. The determining factor for
choosing the correct grade of oil is the average ambient tem-
perature.
June, 2003 7-25
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Section Vll nily"\¢|||l AiI'CI'3f[
COWL FLAPS
The cowl flap for each engine is controlled by a manual control
lever located on the lower center console. The cowl flap is
closed when the lever is in the up position and open when the
lever is down.
PROPELLERS
Installed as standard equipment are two McCauley constant-
speed, variable-pitch, 77-inch diameter propellers, each with
three aluminum alloy blades. The pitch setting at the 30-inch
station is 15.2° 1 0.2° low pitch and 82.5° i O.5° feathered.
Propeller rpm is controlled by a governor in each engine which
regulates hydraulic oil pressure to the hubs. Push-pull levers on
the center pedestal allow the pilot to select each governor’s rpm
range.
ll engine oil pressure is lost,
the propeller will goto the full high
pitch position. This is because propeller
low pitch is obtained by
governor boosted engine oil pressure working against the cen-
trifugal twisting moment of the blades.
The propellers should be cycled occasionally during cold
weather operation. This will help maintain warm oil in the pro-
peller hubs so that the oil will not congeal.
PROPELLER SYNCHRONIZER
The propeller synchronizer automatically matches the rpm of
both propellers. The system's range of authority is limited to ap-
proximately 25 rpm. Normal governor operation is unchanged
but the synchronizer will continuously monitor propeller rpm
and adjust one governor as required.
A magnetic pickup mounted in each propeller governor trans-
mits electric pulses to a transistorized control box installed be-
hind the pedestal. The control box converts any pulse rate
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||ay“l¢0|\ Air craft Sectlon Vll
differences into correction commands, which are transmitted to
the appropriate governor.
A toggle switch installed on the pilot’s subpanel turns the sys-
tem on. To operate the system, synchronize the propellers in
the normal manner and tum the PROP SYNC switch ON. To
change rpm, adjust both propeller controls at the same time.
This will keep the setting within the limiting range of the system.
lf the PROP SYNC switch is ON but unable to adjust the propel-
ler rpm, the system has reached its range limit. Turn the PROP
SYNC switch OFF, synchronize the propellers manually, and
turn the PROP SYNC switch ON.
PROPELLER SYNCHROSCOPE
A propeller synchroscope, located below the Manifold Pressure
Gages, operates to give an indication of synchronization of pro-
pellers. lf the right propeller is operating at a higher rpm than the
left, the lace of the synchroscope, a black and white cross pat-
tern, spins in a clockwise rotation. Counterclockwise rotation in-
dicates a higher rpm of the left propeller. This instrument aids
the pilot in accomplishing manual synchronization of the propel-
Iers.
FUEL SYSTEM
The fuel system is an OFF-ON-CROSSFEED arrangement.
The fuel selector panel, located on the floor fonrvard of the front
seats, contains the fuel selector for each engine and a sche-
matic diagram of fuel flow.
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Section Vll Aircraft Company
Systems Description Baron 58
Position selectors in detents only. There is no fuel

flow to the engines between detents (indicated by
red arcs on serials TH-1799 and After and prior
serials in compliance with S.B. 2670). Visually
confirm fuel selector position.
FUEL CELLS
The standard wing fuel system has a total capacity of 142 gal-
Ions. Two optional systems are available. The first has a total
capacity of 172 gallons; the second, comprising of the 172 gal-
lon system plus wet wing tip tanks, provides a total capacity of
200 gallons. The fuel value placarded adjacent to each filler cap
indicates fuel capacity and usable fuel when that wing fuel sys-
tem is full. Refer to Section Il, LIMITATIONS for usable fuel in
each system.
A vapor return line returns excess fuel from the engine to its re-
spective wing system. All of the fuel cells, standard or optional,
in each wing are interconnected in order to make all the usable
fuel in each wing available to its engine when the fuel selector
valve is turned to ON. The standard 142 gallon and optional 172
gallon fuel systems are filled through a single filler located in
each wing. When the wet wing tip option is installed (200 gal-
Ions total), there are two additional filler caps, one per wing. Fie-
fer to Section Vlll, HANDLING, SERVICING & MAINTENANCE
for additional information.
When the wet wing tip tanks are filled with fuel,
DO NOT OPEN the inboard wing leading edge fill-
er caps, as fuel will exit from respective filler port.
7-28 June, 2004
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Aircraft Company SBCIIOH VII
Baron 58 Systems Description
The standard 142 gallon fuel system and the optional 172 gal-
g\ lon fuel system have six drain locations. There are two addition-
al drain locations when the wet wing tip tanks are installed.
FUEL QUANTITY INDICATORS

Fuel quantity is measured by float type transmitter units which
transmit the common level indication to a single indicator for
each respective wing system.
NOTE
lf the optional 200 gallon capacity fuel system is
installed, the fuel quantity gages will not register
fuel remaining in the wet wing tip tanks. Thus,
each fuel quantity indicator will indicate FULL un-
til the fuel quantity remaining in the respective
wing is approximately 75 gallons. As the remain-
ing fuel is used, each indicator will begin to de-
crease, and will indicate, EMPTY when all usable
/-2 fuel has been depleted.
FUEL FLOW INDICATORS

The fuel flow indicators on the instrument panel are controlled
electrically and indicate fuel flow to each engine respectively, in
gallons per hour. A turbine meter installed in the fuel line rotates
in proportion to the fuel flow. The speed of rotation is converted
to an electrical signal which is then interpreted by the fuel flow
indicator. The green arc indicates the normal operating range
while the red radial indicates maximum allowable fuel flow.
On serials TH-1472 thru TH-1840, in compliance with Raytheon
Aircraft S.B. 28-3052 (option 2), a placard on the instrument
panel notes the need for manual leaning. A second placard in-
dicates the appropriate leaning schedule for takeoff and climb.
On serials TH-1841 and After, and prior airplanes in compliance
with Raytheon Aircraft S.B. 28-3052 (option 1), a placard on the
instrument panel notes the need for manual leaning. The fuel
flow indicators are marked to indicate the appropriate leaning
/` schedule for takeoff and climb.
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FOR CLASSROOM USE

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Sedion V|| |\8y||\¢0|\ Aircraft Company
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FOR CLASSROOM USE

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7-32 June, 2004
FOR CLASSROOM USE

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Il ylheon Aircraft Seaton vu
FUEL cnossr=EEo (one-ENc|NE-|NoPEnAr|vs
ONLY)
The fuel lines for the engines are interconnected by crossfeed
lines. During normal operation each engine uses its own fuel
pumps to draw fuel from its respective wing fuel system. How-
ever, on emergency crossfeed operations either engine can
consume the available fuel from the opposite side.
Position selectors in detents only. There is no fuel

flow tothe engines between detents (indicated by
red arcs on serials TH-1799 and after and prior
serials in compliance with S.B. 2670). Visually
confirm fuel selector position.
The fuel crossfeed system is provided for use during emergen-
cy conditions. The system cannot transfer fuel from one wing
system to the other. The procedure for using the crossfeed sys-
tem is described in Section Ill, EMERGENCY PROCEDURES.
ENGINE DRIVEN FUEL PUMPS

On serials TH-1472 thru TH-1840, not in compliance with Ray-
theon Aircraft S.B. 28-3052, the IO-550-C engines are
equipped with altitude compensating engine driven fuel pumps.
These pumps automatically lean or enrich engine fuel mixture
as the airplane changes altitudes. Leaner engine mixtures can
be set by pulling the mixture levers aft from the full rich position
while maintaining the EGT within limits.
On serials TH-1841 and After, and prior airplanes in compliance
with Raytheon Aircraft S.B. 28-3052, the IO-550-C engines are
equipped with engine driven fuel pumps that require manual
leaning.
June, 2003 7-33
FOR CLASSROOM USE

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Secgign V|| |\ay|'||e0l| /\iI`CI'3f[
FUEL BOOST PUMPS
The fuel boost pumps are dual-speed, dual-pressure, electrical-
ly-driven, vane-type pumps. Hl pressure, LO pressure or OFF
is selected with each fuel boost pump switch on the pilot’s sub-
panel. The LO position is used to supply a low boost to the fuel
flow during all flight conditions as required_ The pumps are used
to perform the following functions:
LO POSITION
1. Minorvapor purging
2. Increasing fuel flow
3. Crossfeeding fuel for One-Engine-inoperative Operation
H/ POSITION
1. Normal start, priming
2. Extreme vapor purging
3. to provide fuel pressure in the event of engine-driven fuel
pump failure
FUEL OFF-LOADING
A visual fuel level sight gage in each wing leading edge, out-
board ofthe engine nacelle, can be used for partial filling or off-
loading of fuel. This gage is to be used only when it reads within
the calibrated areas.
FUEL REQUIRED FOR FLIGHT

Flight planning and fuel loading is facilitated by the use of fuel
quantity indicators that have been coordinated with the usable
fuel supply. lt is the pllot’s responsibility to ascertain that the fuel
quantity indicators are functioning and maintaining a reason-
able degree of accuracy, and be certain of ample fuel for a
flight. A minimum of 13 gallons of fuel is required in each wing Z
system before takeoff.
7-34 June, 2003
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llaylllellli Aircraft semen vu
ELECTRICAL SYSTEM
ln general, the airplane’s circuitry is the single-wire, ground re-
turn type. The battery, magneto/start, and altemator switches
are located on the pilot’s subpanel. This panel contains most of
the electrical system switches and switch type circuit breakers.
Each is placarded as to its function. The remainder of the elec-
trical equipment circuit breakers are located on the pilot's side
panel. Avionic circuit breakers are located on the copilot's sub-
panel.
BATTERIES
The standard battery installation consists of two 25 ampere-
hour, 12-volt, lead-acid batteries connected in series and locat-
ed beneath the floor of the nose baggage compartment. Battery
servicing procedures are described in Section Vlll, HANDLING,
SEFlVlClNG AND MAINTENANCE.
ALTERNATORS
Two standard 60-ampere, or optional 100-ampere, 28-volt,
gear-driven alternators are individually controlled by alternator
control units which regulate the voltage, balance the load and
provide overvoltage protection. Each alternator system is con-
trolled by a switch located on the subpanel.
Individual alternator output is indicated by two vertical scale
loadmeters on the center subpanel, which register alternator
load in amperes. A horizontal scale voltmeter immediately be-
low the loadmeters monitors bus voltage. The normal voltmeter
reading of 28 to 29 volts with the alternator operating will drop
to 24 volts il both alternators are switched oll and electrical
power is received directly from the battery installation.
Two red annunciators placarded LEFT ALTR and RIGHT AL-
TR, located in the annunciator panel will flash whenever the re-
spective alternator is disconnected trom the bus by low voltage
June, 2003 7-35
FOR CLASSROOM USE

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_
Seglign VII
or an over-voltage condition. The annunciators will stay illumi-
nated whenever the respective LEFT ALT or RIGHT ALT
switches are placed in the OFF position. Any time a failure is
detected, the appropriate altemator should be turned off. The
LEFT ALTR and RIGHT ALTR annunciators are tested by
pressing in on the ANNUN TEST switch located on the pilot's
subpanel.
STARTE RS
The starters are relay-controlled and are actuated by rotary
type, momentary-on switches incorporated in the magneto/start
switches located on the pilot’s subpanel. To energize the starter
circuit, hold the magneto/start switch in the START position.
The red annunciator placarded START will illuminate whenever

electrical power is being supplied to either the left or right start-
er. ll the annunciator -remains illuminated after starting, the
starter relay has remained engaged and loss of electrical power
may result. The battery and both alternator switches should be
placed in the OFF position if the annunciator remains illuminat-
ed after starting. It the annunciator does not illuminate during
starting, that portion of the annunciator system is inoperative
and the Ioadmeters should be monitored to ensure that the
starters do not remain energized after starting. This annunciator
can be tested by the ANNUN TEST switch, located on the pilot’s
subpanel.
7-36 June, 2003
FOR CLASSROOM USE

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7-33 June, 2003
FOR CLASSROOM USE

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nay|'||¢|||| Aircraft Section Vll
EXTERNAL POWER
An external power receptacle is located in the outboard side of
the left nacelle and accepts a standard AN-type plug. The pow-
er unit should be capable of delivering at least 300 amperes for
starting. Make certain that the battery switch is ON, all avionic
and electrical switches OFF, and a battery is in the system be-
fore connecting an external power unit. This protects the elec-
tronic voltage regulators and associated electrical equipment
from voltage transients (power fluctuations). If polarity is re-
versed, a diode in the coil circuit will prevent contactor opera-
tion.
LIGHTING SYSTEM
INTERIOR LIGHTING
The instrument panel ON-OFF switches, placarded FLOOD
and PANEL, are located on the pilot’s subpanel. When these
switches are ON, light intensity forthe instrument panel is con-
trolled by knob-type rheostats located on the copilot’s subpanel.
The rheostat placarded FLIGHT INST controls the lighting of
the flight instrument panel and the rheostat placarded INST
FLOOD controls the glareshield lighting which illuminates the
full upper panel. The ENG INST AVIONICS rheostat controls
the lighting forthe vertical array of engine instruments and the
avionic panel. All subpanel lighting is controlled by the rheostat
placarded SUBPANEL LIGHTING. When FLOOD and PANEL
light switches are OFF, the four rheostats mentioned above are
OFF.
The cabin close locus reading lights, located on the overhead
console, and the optional reading lights, located above the rear
seats. are operated by a push-on, push-off switch adjacent to
each light. The map, compass and OAT indicator lights are con-
trolled by a push-on, push-off switch located on the pilot’s con-
trol wheel.
June, 2003 \ 7-39
FOR CLASSROOM USE

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Section V|| ||8y||l¢0ll Aircraft Company
A step light, located above the step on the right fuselage and a
courtesy light, located in the upper cabin door, will illuminate
any time the utility door or cabin door is opened.
The step light and courtesy light are connected to a timer which
will extinguish the lights approximately 15 minutes after the
door is opened. To reset the timer for the step light and the
courtesy light, both doors must be closed and latched. The
lights will illuminate when either door or both doors are opened.
On TH-1825 and after, the courtesy light on the door is replaced
by the illumination of the three cabin reading lights located on
the right side of the cabin ceiling.
EXTERIOR LIGHTING
The switches for the navigation lights and landing lights plus the
switches for the anticollision lights, nose gear taxi light, and
wing ice light are grouped on the pilot's subpanel. The landing
lights in the leading edge of each wing tip or on the front lower
section of each engine cowling are operated by separate
switches. For longer lamp service life, use the landing lights
only when necessary. Avoid prolonged operation during; ground
maneuvering which could cause overheating. The nose gear
taxi light should be used during ground operation. At night, re-
flections from anticollision lights on clouds, dense haze, or dust
can produce optical illusions and venigo. The use of these
lights is not advisable under instrument or limited VFR condi-
tions.
ENVIRONMENTAL SYSTEM
The environmental system consists of heating and ventilating
systems and their associated controls. An optional cooling sys-
tem is also available.
CABIN HEATING
A 50,000 BTU combustion heater, located in the nose gear
wheel well, supplies heated air to the cabin. Ram air enters
through intakes located on each side of the nose cone, or
7-40 June, 2004
FOR CLASSROOM USE

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||8y|‘|I¢0ll Aircraft Company SeCli°l1 Vll
through a single intake located on the left side of the nose cone
/\ if a radar is installed. After the air passes through the heater, it
isdistributed to five cabin outlets. Outlets are located above the
pilot’s and copilot's rudder pedals, at the rear of the copilot's
chair, and at the rear of the No. 4 passenger chair position. A
fifth outlet provides heated air for windshield defrosting. Fuel for
the heater is obtained from the left fuel tank. Fuel consumption
is approximately 1 GPH.
The heater is controlled by a HEATER and a BLOWER switch

located on the pilot’s subpanel, a CABIN VENT AIR control Io-
cated on the pilot’s left sidewall, a CABIN HEAT control knob lo-
cated below the pilot’s left subpanel, and a landing gear
position switch.
HEATER switch If sufficient air flow is present, this switch
-
tums the heater on by activating the heater fuel pump, combus-

tion air blower, igniter, and heater blower. The heater blower
will automatically turn off when the landing gear is retracted and
automatically turn back on when the landing gear is extended.
BLOWER switch - This switch also turns the heater blower on.
It may be used independent of heater operation to increase air
circulation during ground operations. If the heater blower is ac-
tivated by this switch, it will automatically turn off when the land-
ing gear is retracted and automatically turn back on when the
landing gear is extended. li the heater is to be shut down during
ground operations, the blower should be left on for approxi-
mately 2 minutes after turning the HEATER switch olf to pre-
vent over-temping the heater and activating the over-
temperature switch.
CABIN VENT AIR control - This Iever~type control adjusts the
iris valve located in the forwardponion of the heater. Pushing
the control forward will increase the opening ofthe valve while
pulling the control aft will decrease the opening of the valve. If
the lever control is pulled aft more than half way, the resulting
air flow will be insufficient for heater operation and the heater
,` will automatically turn oft.
June, 2004 7-41
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Sectlon VII Aircraft Company
CABIN HEAT control knob This control adjusts the thermostat
-
sensor located in the heater duct. Pulling the knob out increas-
es the thermostat setting to a maximum temperature of approx-
imately 180°F. When the duct temperature reaches the
thermostat setting, fuel is cut off to the heater.
The heater system is protected by the following items:
1. An over-temperature switch located on the aft end of the
heater which is accessible from the nose gear wheel well.
This switch will turn the heater system off if the Heater
Burner Can reaches 300°F. The switch is manually reset-
table from the nose gear wheel well.
2. An air pressure switch which removes power from the ig-
nition system andthe heater fuel pump if the heater blow-
er or combustion air blower fails.
3. A fuel pressure switch which removes power from the
heater if heater fuel flow becomes insufficient.
The distribution of the heated air is controlled by the following
controls:
1. Pilot Air control knob - This knob is located below the pi-
lot’s subpanel. Pulling the knob out increases the airflow
at the pilot’s feet.
2. Copilot Air control knob - This knob is located below the
copilot’s subpanel. Pulling the knob out increases the air-
flow at the copilot’s feet.
3. Defrost control knob - This knob is located below the pi-
lot’s subpanel. Pulling the knob out increases the airflow
to the defrost system.
The heater outlets located behind the copilot’s chair and the No.
4 passenger chair are not directly controllable. To increase the
air flow from these outlets, push in the controls forthe Pilot‘s Air,
Copilot’s Air, and Defrost.
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|\Iy||l¢0ll Aircraft Company Section VII
HEQTER QIR
RTR
,` CONDITIONER
VENTILRTION RTR
E><HRUSTRIR
COMPRESSOR 0 _§\
HEQTER
\
Q
FWD
EVRPORRTOR
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§|\
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CONDENSER
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FRESH GIR CONTROL
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OUTLETS
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FRESH MIR INTGKE
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INTQKE OR OPTIONQL
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; FRESH QIR BLOWER

i
CRBTN QIR CONTROL

®
.
(SLIDE CONTROL ON
SIDE wRLL>
I
LH
®PILOT RIR CONTROL
*;§§§|*;'E@IR @ CQBIN HERT CONTROL
@ DEFROST CONTROL
Rm* “IR INTQKE @ COPILOT QIR CONTROL
DETRIL Q ETSQSZAQ
/5 ENVIRONMENTAL SCHEMATIC
June, 2004 7-43
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SGCUOH V|| ||8y||l¢0l'l Aircraft Company
CABIN VENTILATION
ln flight, to provide unheated air for the same cabin outlets used
for heating, push the CABIN AIR and CABIN HEAT controls for-
ward.
For ventilation during ground operation, push the CABIN AIR
control forward and turn ON the BLOWER switch located on the
pilot’s subpanel. An optional fresh air blower located in the aft
fuselage provides additional ventilation through the overhead
outlets during ground operations. The blower becomes inoper-
ative when the landing gear is retracted.
/ND/VIDUAL OVERHEAD FRESH AIR OUTLETS
Fresh ram air from the intake on the left side of the dorsal fairing
is ducted to individual outlets above each seat, including the op-
tional fifth and sixth seats. A master control in the overhead
panel just aft of the front air outlets enables the pilot to adjust
the amount of ram air available to all outlets. The volume of air
at each outlet can be regulated by rotating the outlet. Each out-
let can be positioned to direct the flow of air as desired.
EXHAUST VENTS
Only one exhaust vent (a fixed exhaust vent located in the aft
cabin) is installed.
OXYGEN SYSTEM (lf Installed)
Proper safety measures must be employed when

using oxygen, or a serious fire hazard will be cre-
ated. NO SMOKING PERMITTED.
The recommended masks are provided with the system. The
masks are designed to be easily adjustable to fit the average
person comfortably, with minimum leakage of oxygen.
7-44 June, 2004
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||8y|'|l¢0ll Aircraft Company Section VII
Make certain the masks fit properly. 90% of the

system efficiency is determined by the fit of the
oxygen mask.
The oxygen cylinder is located at the aft end ofthe forward bag-
gage compartment. The system is available with either four,
five, or six outlets and with a 49.8 or 66 cu ft oxygen bottle. Sup-
ply of oxygen to the system is controlled by a push-pull control
on the pilot’s subpanel. The pressure indicator shows the sup-
ply of oxygen available (1850 psig at 15°C is nominal pressure
for a full supply in the cylinder).
The system regulator is altitude compensated to provide a vary-
ing flow of oxygen with altitude. Flow is varied automatically
from 0.5 liters per minute at 5000 feet to 3.5 liters per minute at
30,000 feet. The use of oxygen is recommended to be in accor-
dance with current_14 CFR operating regulations.
PITOT AND STATIC SYSTEM
The pitot and static system provides a source of impact air and
static air for the operation of flight instruments.
PITOT SYSTEM
A standard pitot tube for the pilot’s flight instruments is located
immediately to the left of the nose gear doors. The optional pitot
tube for the copiIot’s flight instruments is located to the right of
the nose gear doors.
Left and right pitot heat switches, located on the pilot’s subpan-
el, supply heat to the left and right pitot masts respectively.
The pitot system needs no drain because of the location of the

components.
June, 2004 7-45
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S€Cfi0nVII ||8y|'|l¢0l\ Aircraft Company
NORMAL STATIC AIR SYSTEM
The normal static air system opens to the atmosphere through
two static air ports: one on each side of the aft fuselage. The
static air obtained at these ports is routed to the airspeed indi-
cator(s), altimeter(s), and the vertical speed indicator(s).
The static air line is drained by raising the lever to the OPEN
DRAIN position. Return the lever to CLOSE DRAIN position af-
ter the line is completely drained.
EMERGENCY STATIC AIR SYSTEM

The emergency static air system is designed to provide a
source ol static pressure to the instruments from inside the cab-
in should the normal outside static air ports become blocked.
An abnormal reading of the instruments supplied with normal
static air could indicate a restriction in the outside static air
ports. A two-position lever, located on the left sidewall adjacent
to the pilot, is placarded OFF NORMAL, ON EMERGENCY.
When it is desired or required, select the ON EMERGENCY po-
sition. Refer to the Airspeed Calibration and Altimeter Correc-
tion graphs in Section V, PERFORMANCE when operating on
normal or emergency static air.
The static air plumbing is drained by placing the lever in the ON
EMERGENCY position and then returning it to the OFF NOR-
MAL position.
INSTRUMENT AIR PRESSURE SYSTEM

Pressure lor the flight instruments, deice boots, and autopilot (if
installed) is supplied by two, engine-driven, dry pressure pumps
interconnected to form a single system. If either pump fails,
check valves automatically close and the remaining pump con-
tinues to operate all gyro instruments. A pressure gage on the
instrument panel indicates pressure in inches of mercury. Two
red buttons on the pressure gage serve as source failure indi-
cators, each for its respective side ofthe system. The pressure
system incorporates two filters per engine. One is located on
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Aircraft Company 5661500 V||
Baron 58 Systems Descrlptlon
the rear baffle of the engine to filter intake air to the pressure
pump. The other is downstream of the pump and is located aft
of the firewall in the upper nacelle. This filter protects the instru-
ments from carbon dust.
STALL WARNING
An electronic stall warning horn forward of the instrument panel
sounds a waming signal while there is time for the pilot to cor-
rect the attitude. The signal is triggered by a sensing vane on
the leading edge of the left wing and is effective in all flight atti-
tudes and at all weights and airspeeds. irregular and intermit-
tent at first, the warning signal will become steady as the
airplane approaches a complete stall.
NOTE
Stall warning hom is inoperative when the battery
and alternator switches are turned off. Airplane
certification requires the stall warning system to
be on during flight except in emergency condi-
tions as stated in Section lll, EMERGENCY PRO-
' CEDURES.
A switch on the left subpanel placarded STALL WARN HEAT
controls electrical power to the stall warning heater elements.
ICE PROTECTION SYSTEMS.
Deice boots cemented to the leading edges ofthe wings, hori-
zontal tail surfaces and vertical tail surface are operated by en-
gine-driven pump pressure. Compressed air, after passing
through the pressure regulators, goes to the distributor mani-
fold. When the deice system is not in operation, the distributor
valve applies vacuum to the boots to deflate and hold the boots
flat against the surface. Then, when the deice system is oper-
ated, the distributor valve changes from vacuum to pressure
June, 2004 7-47
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Se¢li0I1 Vll Aircraft Company
and the boots inflate. After the cycle is completed, the valve re-
turns to vacuum hold-down.
A three-position, spring loaded switch, with a center OFF posi-
tion, a down MAN (manual inflate) position, and an up SUR-
FACE AUTO position, controls the system. When the switch is
in the auto position, the deice boots inflate for a period of ap-
proximately 12 seconds, then deflate automatically and return
to the vacuum hold-down position. The switch must be tripped
for each complete cycle. The MAN (manual) position will inflate
the boots only as long as the switch is manually engaged. When
the switch is released, the boots deflate.
Deice boots are intended to remove ice alter it has accumulat-
ed, rather than prevent its formation. If the rate of ice accumu-
lation is slow, best results are obtained by leaving the deice
system off until 1/2 to 1 inch of ice accumulates. Bridging can
occur if boots are actuated too early or too frequently.
Operation of the surface deice system in ambient

temperatures below -40°C can cause permanent
damage to the deice boots.
The wing ice light, used to check for ice accumulation during
night operation, is located on the outboard side of the left na-
celle. The light switch is on the pilot's subpanel.
ELECTROTHERMAL HEATED WINDSHIELD SEG-

MENT
The pilot’s electrically heated windshield segment is controlled
by a switch located on the pilot's subpanel. Windshield heat is
designed for continuous in-flight use and should be applied pri-
or to encountering icing conditions. This system is also benefi-
cial as an aid in preventing frost and fogging due to rapid
descents from higher altitudes into warm, moist air.
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Aircraft Company 5261500 V"
Operation of the windshield heat will cause the standby com-
f.` pass to become erratic; therefore, windshield heat should be
turned off for a period of 15 seconds to allow a stable reading
ol the standby compass.
Ground use of windshield heat is limited to 10

minutes.
ELECTROTHERMAL PROPELLER DEICE
Propeller ice removal is accomplished by the electrically heated
deice boots bonded to each propeller blade. The system uses
the airplane’s electrical power to heat portions of the deice
boots in a sequence controlled by a timer. The system is con-
trolled by an ON-OFF circuit breaker switch on the pilot’s sub-
panel. When the system is turned on, the ammeter will register
14 to 18 amperes. The system can be operated continuously in
flight; it will function automatically until the switch is tumed off.
Propeller imbalance can be relieved by varying rpm. Increase
rpm briefly, then return to the desired setting. Repeat il neces-
sary.
Do not operate the system with the engines inop-

erative.
PITOT HEAT
Heating elements are installed in the pitot mast(s). Each heat-
ing element is controlled by an individual switch located on the
pilot’s subpanel. The switches are placarded PITOT HEAT - L -
H and should remain off during ground operations, except for
testing or for short intervals ol time to remove ice or snow from
the mast(s).
,\
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Section Vll ||8y||lB0ll Aircraft Company
STALL WARNING ANTI-ICE
The mounting pad and the stall warning vane are equipped with
heating elements that are activated anytime the switch on the
pilot's subpanel, placarded STALL WARN HEAT is turned on.
HEATED FUEL VENTS
The fuel system vents, one located on the underside of each
wing outboard of the nacelle, are provided with heating ele-
ments controlled bythe FUEL VENT switch on the pi|ot’s sub-
panel
ENGINE BREAK-IN INFORMATION
MIL-C-6529 Type ll Multiviscosity 20W-50 Corrosion-Preventa-
tive Oil is installed in the engine at the factory. It is recommend-
ed that this oil be removed and the oil filter changed at 20 hours
of engine operation or no later than 25 hours. If additional oil is
needed during the first 25 hours of operation, use an approved
straight mineral oil per MIL-L-6082. li oil consumption has not
stabilized by this time, the engine should be drained and refilled
with MIL-L-6082 Mineral Oil. This oil shculd be used until oil
consumption stabilizes; usually a total of approximately 50
hours. After oil consumption has stabilized, MIL-L-22851 Ash-
less Dispersant Oil should be used. Oils must meet the require-
dyne Continental Service Bulletin. Refer to Section Vlll, HAN-
DLING, SERVICING and MAINTENANCE, for a list of
approved oils.
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||8y||l¢0ll Aircraft Company SSCUOF1 V"
?\
Do not exceed 25 hours of operation or 6 months,
whichever occurs first, with factory break-in oil
(MIL-C-6529, Type ll, Multiviscosity, 20W-50 Cor~
rosiort-preventative). When changing to MlL-L-
22851 Ashless Dispersant oil, change the oil and
filter using the procedures outlined in Section Vlll,
HANDLING, SERVICING and MAINTENANCE.
Failure to remove the corrosion-preventative oil

and replace the oil filter within the time interval
specified may cause varnish deposits to form on
the pistons and cylinder walls and deteriorate the
filter element.
Drain and replace the engine oil as recommended in Section

Vlll, HANDLING, SERVICING and MAINTENANCE. If operat-
ing conditions are unusually dusty and dirty, more frequent oil
,__
changes may be necessary. Oil changes are more critical dur-
ing break-in period than at any other time.
Use full throttle for every takeoff and maintain until at least 400
feet AGL, then reduce power as necessary for cruise climb.
Maintain the highest power recommended for cruise operation
during the break-in period (50 to 75 hrs) and interrupt cruise
power every 30 minutes or so by smoothly advancing to take-
off power seftings for about 30 seconds.
Avoid long power-off descents and altitudes above 8,000 feet

during the break-in period. Maintain sufficient power during de-
scent to permit cylinder head temperatures to remain in the
green arc.
Minimize ground operation time, especially during warm weath-
er. During the break-in period, avoid idling in excess of 15 min-
utes, especially in high ambient temperatures.
/`
June, 2004 7-51
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|\8y|’|lBl|ll Aircraft Company Baron 58
SECTION 8
HANDLING, SERV & MAINT
TABLE OF CONTENTS
SUBJECT PAGE
Introduction To Servicing 8-5
Publications .............. 8-5
Airplane Inspection Periods .......... 8-6
Preventative Maintenance That May Be
Accomplished By A Certificated Pilot 8-7
Alterations Or Repairs To The Airplane .... 8-7
Ground Handling ...................... 8-9
Towing .......... 8-9
Parking ....... 8-10
Tie-Down ............... 8-10
Main Wheel Jacking ....... 8-11
Prolonged Out of Service Care 8-11
Storage ..................... 8-11
Flyable Storage (7 to 30 Days) 8-12
Mooring ..................... 8-12
Engine Preparation For Storage .... 8-12
During Flyable Storage ........ 8-12
Fuel Cells ............. 8-13
Flight Control Surfaces.... 8-13
Grounding ............. 8-13
Engines/Pilot Tube(s) ..._. 8-13
Vlhndshield and Vlhndows .... 8-13
Preparation For Service .... 8-13
External Power ........_....... 8-13
Checking Electrical Equipment 8-14
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Ba|'°"| 53 ||3y||lB0ll Aircraft Company
SECTION 8
TABLE OF CONTENTS (CONT’D)
SUBJECT PAGE
Servicing ...... .... 8-14
Fuel System ..._ .... 8-14
Fuel Cells ..... .... 8 -14
Fuel Drains ..... .... 8 -16
Fuel Strainers .. .... 8-16
OilSystem .... .... 8-17
Batteries .... .... 8 -18
Tires ........ .... 8 -19
Shock Struts ...... .... 8 -19
Shimmy Damper .... 8-21
Brakes ............ .... 8 -22
Induction Air Filters .... .... 8 -22
Propellers ............... .... 8 -23
Oxygen System ............ .... 8 -23
Oxygen Cylinder Retesting .... .... 8 -24
Minor Maintenance .......... .... 8 -25
Rubber Seals ................ .... 8 -25
Heating and Ventilating System .... .... 8 -25
Alternators .................. .... 8 -25
Magnetos ................. .... 8 -26
Cleaning ................. .... 8 -27

Exterior Painted Surfaces .... .... 8 -27
Landing Gear ..........._ .... 8 -29
V\Andshield and Vthndows .... 8-30
Surface Deice Boots .... .... 8 -30
Engine .......... ......... 8 -31
8-2 January, 2006
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||8y||lBOIl Aircraft Company Baron 58
SECTION 8
TABLE OF CONTENTS
SUBJECT PAGE
Interior .............. 8-31
Consumable Materials ..... 8-32
Approved Engine Oils ..... 8-33
Lamp Replacement Guide .... 8-34
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S°°*'°" 8
Handnng, servicing s. Maint
llaylhean A' ft c
'ma °'""°"y
Baron 58
8-4 January, 2006
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||Iy|'|lBl|ll Aircraft Company Section 8
Baron 58 Handling, Serv & Maint
INTRODUCTION TO SERVICING
The purpose of this section is to outline the requirements for
maintaining the Baron 58 in a condition equal to that of its orig-
inal manufacture. This information sets the time intervals at
which the airplane should be taken to a Raytheon Aircraft
authorized outlet for periodic servicing or preventive mainte-
nance.
The Title 14 Code of Federal Regulations place the responsi-
bility for the maintenance of this airplane on the owner and
operator, who must ensure that all maintenance is done by
qualihed mechanics in conformity with all airworthiness
requirements established for this airplane.
procedures, safety practices, time limits, servicing
All limits,
and maintenance requirements contained in this handbook are
considered mandatory.
Authorized Raytheon Aircraft outlets can provide recom-
mended modification, service, and operating procedures
issued by both FAA and Raytheon Aircraft, which are designed
to get maximum utility and safety from the airplane.
lfa question arises concerning the care of the Baron 58, it is

important that the airplane serial number be included in any
correspondence. The serial number appears on the manufac-
turers identification plate attached to the lower aft right side of
the fuselage on airplanes prior to TH-1531 and on the rightjust
beneath the horizontal stabilizer on TH-1531 thru TH-2124.
PUBLICATIONS
The following publications for the Baron 58 are available
through Raytheon Aircraft authorized outlets.
1. Pilot's Operating Handbook and FAA Approved Airplane
Flight Manual
2. Shop Manual
3. Parts Catalog
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Section 8 |l8y||l¢0Il Aircraft Company
Handling, Serv & Maint Baron 58
4. Service Bulletins
5. Various Inspection Forms
6. Vlhring Diagram Manual

The following information will be provided, at no charge, to the
registered owner and/or operator of this airplane:
1. Reissues and revisions of the Pilot's Operating Hand-
book and FAA Approved Airplane Flight Manual.
2. Original issues and revisions of FAA Approved Airplane
Flight Manual Supplements.
3. Original issues and revisions of Raytheon Aircraft Ser-
vice Bulletins.
The above publications will be provided only to the owner and/
or operator at the address listed on the FAA Aircraft Registra-
tion Branch List or the Raytheon Aircraft Domesticllnterna-
tional Owner’s Notification Service List. Further, the owner
and/or operator will receive only those publications pertaining
to the registered airplane serial number. For detailed informa-
tion on how to obtain “Revision Service" applicable to this
handbook or other Raytheon Aircraft Service Publications,
consult any Raytheon Aircraft Authorized Outlet or refer to the
latest revision of Raytheon Aircraft Service Bulletin No. 2001.
AIRPLANE INSPECTION PERIODS
1. FAA Required Annual Inspection.
2. FAA Required 100-Hour Inspection (for airplanes oper-
ated for hire).
3. Raytheon Aircraft Recommended Inspection Guide.
4. Continuing Care Inspection Guide.
8-6 January, 2006
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||8y|'|lB0ll Aircraft Company 396500 3
Bargn 58 Handling, Serv & Maint
Y/\ NOTE
ln event of any gear or flap extension at
speeds above the respective normal exten-
sion speeds, inspect gear retract rods, gear
doors and flaps, for damage or distortion
before the next flight.
PREVENTATIVE MAINTENANCE THAT MAY BE
ACCOMPLISHED BY A CERTIFICATED PILOT
1. A certificated pilot may perform limited maintenance.
Refer to 14 CFR Part 43 for the items which may be
accomplished.
NOTE
To ensure proper procedures are followed,
obtain a Baron Shop Manual before per-
forming preventative maintenance.
2. All other maintenance must be performed by licensed
personnel.
NOTE
Pilots operating airplanes of other than U.S.
Registry should refer to the regulations of
the registering authority for information con-
cerning preventative maintenance that may
be performed by pilots.
ALTERATIONS OR REPAIRS TO THE AIR-

PLANE
The FAA should be contacted prior to any alterations on the
airplane to ensure that the airworthiness of the airplane is not
violated.
/»
January, 2006 B-7
FOR CLASSROOM USE

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Section 8 ||8y|‘|l¢0ll Aircraft Company
NOTE
Alterations and repairs to the airplane must
be made by properly licensed personnel.
Use only genuine Raytheon Aircraft or

Raytheon Aircraft approved parts obtained
from Raytheon Aircraft approved sources,
in connection with the maintenance and
repair of Beech airplanes.
Genuine Raytheon Aircraft parts are pro-
duced and inspected under rigorous proce-
dures to ensure airworthiness and
suitability for use in Beech airplane applica-
tions. Parts purchased from sources other
than Raytheon Aircraft, even though out-
wardly identical in appearance, may not
have had the required tests and inspections
performed, may be different in fabrication
techniques and materials, and may be dan-
gerous when installed in an airplane.
Salvaged airplane parts, reworked parts
obtained from non-Raytheon Aircraft
approved sources, or parts, components, or
structural assemblies, the service history of
which is unknown or cannot be authenti-
cated, may have been subjected to unac-
ceptable stresses or temperatures or have
other hidden damage, not discernible
through routine visual or usual nondestruc-
tive testing techniques. This may render the
part, component or structural assembly,
even though originally manufactured by
Raytheon Aircraft, unsuitable and unsafe
for airplane use.
January 2006
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||8y||l¢0ll Aircraft Company Section 8
Raytheon Aircraft expressly disclaims any responsibility for
/` malfunctions, failures, damage or injury caused by use of non-
Raytheon Aircraft approved pans.
GROUND HANDLING
The three-view drawing in Section 1, GENERAL, shows the
minimum hangar clearances for a standard airplane. Allow-
ances must be made for any special radio antennas.
To ensure adequate propeller clearance,

always obsen/e recommended shock strut
servicing procedures and tire inflation pres-
sures.
TOWING
One person can ‘move the airplane on a smooth and level sur-
face using the hand tow bar furnished with the loose tools and
/_ equipment. Attach the tow bar to the tow pin on the nose gear
lower torque knee. lt is recommended to have someone inthe
airplane to operate the brakes.
Do not exert force on the propellers, control

surfaces, or horizontal stabilizer. V\/hen
towing with a tug, limit turns to prevent
damage to the nose gear. Do not attempt to
tow airplane backward by the tail tiedown
ring. Do not tow when the main gear is
obstructed by mud or snow. Also ensure
the rudder lock is removed.
Care should be used when removing the tow bar to prevent
damage to the lubrication fittings on the landing gear.
,./\
January, 2006 8-9
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S€Cfl0|'\8 |\3ly||l¢0ll Aircraft Company
PARKING
The parking brake control is located just left of the elevator tab
wheel on the pilot's subpanel. To set the parking brakes, pull
control out and depress each toe pedal until tirm. Push the
control in to release the brakes.
Excessive pedal pressure may prevent

releasing of the parking brake.
The parking brake should be left off and
wheel chocks installed if the airplane is to
remain unattended. Changes in ambient
temperature can cause the parking brake to
release or to exert excessive pressures.
TIE-DOWN
lt is advisable to nose the airplane into the wind. Three tie-
down lugs are provided; one on the lower side of each wing
and a third at the rear of the fuselage.
1. Install the control locks.
2. Chock the main wheels, fore and aft.

3. Using nylon line or chain of sufficient strength, secure
the airplane at the three points provided. DO NOT
OVERTIGHTEN; if the line at the rear of the fuselage is
excessively tight, the nose may rise and produce lift due
to the angle of attack of the wings.
4. Release the parking brake.
If high winds are anticipated, a vertical tail post should be
installed at the rear tie-down lug, and a tie-down line attached
to the nose gear.
8-10 January, 2006
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||ly|’|l¢0ll Aircraft Company SGCHOI1 3
MAIN WHEEL JACKING
Individual main wheels may be jacked by placing a floor jack
under the jacking point located under each axle.
Prior to jacking the airplane, ensure that an

unbalanced fuel condition does not exist.
Fuel should be distributed evenly in both
wings to prevent an unbalanced condition
which could cause the airplane to be unsta-
ble while on jacks.
1. Check the shock strut for proper inflation to prevent

damage to the landing gear door by the jack adapter and
to facilitate installation of the adapter.
NOTE
Persons should not be in or on the airplane
while it is on a main wheel jack.
2. Insert the main wheel jack adapter into the main wheel
axle.
3. A scissors-type jack is recommended for raising and
lowering the wheel.
4. When lowering the wheel, exercise care to prevent com-
pression ofthe shock strut, which would force the land-
ing gear door against the jack adapter.
PROLONGED OUT OF SERVICE CARE

STORAGE
The storage procedures listed are intended to protect the air-
plane from deterioration while it is not in use. The primary
objectives of these measures are to prevent corrosion and
damage from exposure to the elements.
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Section 8 ||8y|'|l¢0ll Aircraft Company
Handling, Serv 8- Maint Baron 58
Flyable Storage (7 to 30 days) has been considered here. For
more extended storage periods, consult the Baron Shop Man-
ual and Continental Service Bulletin M81-3 or later issue. _
FLYABLE STORAGE (7 TO 30 DAYS)

MOORING
Place the airplane in a hangar. lf the airplane cannot be placed
ina hangar, tie down securely at the three tie-down points pro-
vided on the airplane. Do not use hemp or manila rope. lt is
recommended a tail support be used to lightly compress the
nose strut and reduce the angle of attack of the wings.
ENGINE PREPARATION FOR STORAGE
Engines in airplanes that are flown only occasionally tend to
exhibit cylinder wall corrosion much more than engines that
are flown frequently.
Run engines at least tive minutes at 1200 to 1500 rpm with oil
and cylinder head temperatures in the normal operating range.
Check for correct oil level and add oil if necessary to bring level
to full mark.
DURING FL YABLE STORAGE
Before rotation of propeller blades, ascer-

tain magneto/start switches are OFF, throt-
tles are in the CLOSED position, and
mixture controls are in the lDLE CUT-OFF
position. Always stand in the clear while
turning the propellers.
Each seven days during flyable storage, the propellers should
be rotated by hand. After rotating the engine six revolutions,
stop the propeller 60° to 120° from the position they were in.
8-12 January, 2006
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||8y|'|l¢llll Aircraft Company Section 8
If at the end of 30 days, the airplane has not been removed
from storage, the engines should be started and run. The pre-
ferred method is to fly the airplane for 30 minutes, and up to,
but not exceeding normal oil and cylinder head temperatures.
FUEL CELLS
Fill to capacity to minimize fuel vapor and protect cell inner lin-
ers.
FLIGHT CONTROL SURFACES
Lock with internal locks.
GROUNDING
Static ground airplane securely and effectively.
ENG /NE S/Pl TO T TUBE ( S)

Install cover(s).
W/NDSH/ELD AND WINDOWS

Close all windows and window vents. lt is recommended that
covers be installed over windshield and windows.
PREPARATION FOR SERVICE
Remove all covers and tape, clean the airplane and give it a
thorough inspection, particularly landing gear, wheel wells,
tlaps, control surfaces, and all openings.
Preflight the airplane.
EXTERNAL POWER
An external power receptacle is located on the outboard side
of the left nacelle and accepts a standard AN-type plug. The
airplane has a negative ground system. Exercise care when
utilizing any external power source to avoid reversed polarity.
An external power unit (APU) should be capable of delivering
at least 300 amperes for starting. Serviceable batteries must
January, 2006 8-1 3
FOR CLASSROOM USE

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SBCUOTI 3 nlyuléllll Aircraft Company
be installed in the airplane. Starting with external power when
the battery is dead is not recommended. The battery manufac-
turer warns against this, also, the battery will not recharge suf-
ticiently for use if an emergency arises.
Before connecting any external power source, turn the Battery
switch ON, and all Avionic/Electrical switches OFF to avoid
damage due to electrical surges. If the external power source
does not have a standard AN-type plug, check for polarity
(negative ground) and connect the positive lead from the exter-
nal power source tothe center and aft external power recepta-
cle posts. Connect the negative lead to the most forward
external power receptacle post.
NOTE
polarity is reversed, a diode in the coil cir-
lf
cuit will prevent contactor operation.
CHECKING ELECTRICAL EQUIPMENT

Connect an auxiliary power unit as outlined above. Ensure that
the current is stabilized prior to making any electrical or avionic
equipment check.
lfthe auxiliary power unit has poor voltage

regulation or produces voltage transients,
the airplane electrical equipment connected
to the unit may be damaged.
SERVICING
FUEL SYSTEM
FUEL CELLS
See Section 2, LIMITATIONS for approved engines fuels.
8-14 January, 2006
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||ly|'|I¢0ll Aircraft Company Section 8
The standard 142 gallon capacity fuel system has a fuel tiller
cap in each wing box section. The optional 172 gallon capacity
system has a filler cap in each outboard wing leading edge.
The optional 200 gallon capacity system has a filler cap in
each wet wing tip and in each outboard wing leading edge.
Refer to Section 2, LIMITATIONS for the usable fuel in each
system.
NOTE
To obtain the maximum capacity of the fuel
system when the wet wing tips are
installed, till the fuel system from the wet
wing tip tank filler caps.
Caution must be taken when the wet wing

tip tanks are filled with fuel. DO NOT open
the outboard wing leading edge tiller cap,
as fuel will exit from that opening. If this
occurs, wash the fuel from the wing surface
to prevent possible paint damage.
Ground the airplane with a static line before refueling and

secure the Gller caps immediately after illing. Before letting the
airplane stand for several days, it is a good practice to till the
wing fuel system to ensure that the cell inner liners do not dry
out and crack, allowing fuel to diffuse through the cell walls.
Also, less moisture condensation will occur when fuel cells are
full. lf the cells are to be drained before storage, a coating of
light engine oil should be sprayed or flushed onto the inner lin-
ers ofthe cells as a preservative.
January, 2006 8-15
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Section 8 ||ily||lBllll Aircraft Company
NOTE
The optional 200 gallon fuel system should '
be tilled from the wing leading edge tiller
cap when airplane must stand for several
days. Check and till to capacity at wel wing
tip filler cap before flight if required for the
mission.
The fuel fillers are equipped with spring-loaded anti-syphon
valves which may restrict large fuel nozzles. Push the valve
plate down carefully to fully insert tiller nozzle.
FUEL DRA INS
Open each of the snap-type fuel drains daily to purge any
water from the system. The two sump drains extend through
the bottom of each wing. The fuel strainer in each wheel well is
provided with a drain extending through the wheel well skin.
Two additional flush-type fuel drains are located at the mid-
point, inboard lower surface of the wet wing tip fuel system (if
installed). These tank drains should be purged daily with the
drain wrench provided in the loose tools and accessories.
FUEL STRAINERS
To preclude the possibility of contaminated fuel, always cap
any disconnected fuel lines or fittings. The fuel strainer in each
wheel well should be inspected and cleaned with solvent at
regular intervals. The frequency of inspection and cleaning will
depend upon service conditions, fuel handling cleanliness, and
local sand and dust conditions. At each 100-hour inspection,
the strainer plug should be removed from the fuel injection
control valve and the fuel injection control valve screen
washed in fresh cleaning solvent. After the strainer plug has
been reinstalled and safetied, the installation should be
checked for leakage. A leading edge sump strainer, accessible
through an access door on the bottom of the wing, should be
cleaned periodically.
8-16 January, 2006
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||8y|'|l20Il Aircraft Company Section 8
OIL SYSTEM
The engines are equipped with a wet sump, pressure type oil
system. Each engine sump has a capacity of 12 quarts. The oil
system may be serviced through access doors in the engine
cowling. A calibrated dipstick attached to the tiller cap indi-
cates the oil level. Due to the canted position of the engines,
the dipsticks are calibrated for either right or left engines and
are not interchangeable.
The oil and oil filter should be changed every 100 hours under
normal operating conditions. The oil drain is accessible
through the cowl flap opening. The engines should be warmed
to operating temperature to assure complete draining of the oil.
The engine manufacture specifies Ashless Dispersant Oils
only. However, for the first 20 hours, MIL-C-6529, Type ll Multi
viscosity 20W-50 Corrosion-Preventive Oil is used. lt is recom-
mended that this oil be removed and the oil filter changed at 20
hours of engine operation (not to exceed 25 hours). lf oil con-
sumption has not stabilized at this point, MIL-L-6082 Mineral
Oil may be used.
After the break-in period, when oil consumption has stabilized,

MIL-L-22851 Ashless Dispersant Oil should be used. Oils must
meet the latest revision of Teledyne Continental Motors Corpo-
ration Specification MHS-24B or current applicable Teledyne
Continental Service Bulletin. Refer to APPROVED ENGINE
OILS in this section for a list of approved oils.
CAUTION
Do not exceed 25 hours of operation with
factory break-in oil (MIL-C-6529, Type ll,
Multi viscosity, 20W-50 Corrosion-preven-
tative). When changing to MIL-L-22851
Ashless Dispersant oil, change the oil and
oil Hlter as previously described.
January, 2006 ' 8-17
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Secti0n 3 ||8y||l¢0ll Aircraft Company
Failure to remove the corrosion-preventative oil and replace
the oil filter within the time interval specified may cause varnish
deposits to form on the pistons and cylinder walls and deterio-
rate the filter element.
Ambient Air Single Viscosity Multiviscosity

Temperature Grade Oil Grade Oil
Below 5°C SAE 30 (Max.l 15W-6O,2OW-50
Above 5°C SAE 50 (Min.) 15W-50,20W-50,
25W-60
SVC0425
When operating temperatures overlap indicated ranges, use

the lighter grade of oil.
BATTERIES
The lead-acid batteries are accessible by opening the forward
baggage compartment door and removing the battery box
cover from the floor of the compartment. Check the electrolyte
level of each battery after each 25 hours of operation; maintain
the electrolyte level to cover the plates by adding distilled bat-
tery water. Avoid filling over the baffles and never fill more than
one-quarter inch over the separator tops.
Excessive water consumption may be an indication that the
voltage regulators require resetting. The specific gravity of the
electrolyte should be checked periodically.
The battery box is vented overboard to dispose of electrolyte
and hydrogen gas fumes discharged during the normal charg-
ing operation. To ensure disposal of these fumes, the vent
hose connections at the battery box should be checked fre-
quently for obstructions.
Refer to the Baron Shop Manual for additional procedures in
maintaining and servicing the batteries.
8-18 January, 2006
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||ly||l¢0lI Aircraft Company Section 8
TIRES
An inflation pressure of 52 to 56 psi should be maintained on
the 6.50 x 8 main wheel tires. The 5.00 x 5 nose wheel tire
should be inflated to 55-60 psi. Maintaining recommended tire
intlation will minimize tread wear and aid in preventing tire fail-
ure caused from running over sharp stones and ruts. When
inflating tires, visually inspect them for cracks and breaks, or
evidence of internal damage.
Raytheon Aircraft cannot recommend the

use of recapped tires. Recapped tires have
a tendency to swell as a result of the
increased temperature generated during
takeoff. Increased tire size can jeopardize
proper function of the landing gear retract
system, with the possibility of damage to
the landing gear doors and retract mecha-
nism.
NOTE
While Raytheon Aircraft cannot recom-
mend the use of recapped tires, tires
retreaded by an FAA-approved repair sta-
tion with a specialized service-limited rating
in accordance with the latest revision of
TSO-C62 may be used.
SHOCK STRUTS
CAUTION
DO NOT taxi with a flat shock strut.
January, 2006 8-19
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SBCUOH 3 ||8y||\&0ll Aircraft Company
The shock struts are filled with dry air or nitrogen and hydraulic
fluid. The same procedure is used for servicing both the main
and the nose gear shock struts. To service a strut, proceed as
follows:
1. Jack the airplane, remove the air valve cap, depress the
valve core, and allow the strut to fully deflate.
Do not unscrew the air valve assembly until

all air pressure has been released or it may
be blown off with considerable force, caus-
ing injury to personnel or damage to equip-
ment.
2. Carefully remove the air valve assembly.
3.Compress the strut and fill through the air valve assem-
bly hole with hydraulic fluid (approximately one pint) until
the fluid overflows.
4. Cycle the strut from full extension to compressed and
refill. Repeat until no more fluid can be added to the strut
in the compressed position.
NOTE
Cycling of the shock strut is necessary to
expel any trapped air within the strut hous-
ing.
5. Install the air valve assembly.

6. \Mth the airplane resting on the ground and the fuel cells
full, inflate the nose gear strut until 3-1/2 to 3-3/4 inches
of the piston are exposed and intlate the main gear struts
until 3 inches of the piston are exposed. Rock the air-
plane gently to prevent possible binding of the piston in
the barrel while inflating.
8-20 January, 2006
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|lly||l¢0ll Aircraft Company Section 8
NOTE
lt isrecommended that the nose strut infla-
tion dimension and the tire inflation pres-
sures be carefully adhered to. Properly
inflated tires and struts reduce the possibil-
ity of ground damage occurring to the pro-
pellers. Exercise caution when taxiing over
rough surfaces.
7. The shock strut piston must be clean. Remove foreign
material from the exposed piston with a soft cloth moist-
ened with hydraulic fluid.
lfa compressed air bottle containing air

under extremely high pressure is used,
exercise care to avoid over-inflating the
shock strut.
NEVER FILL SHOCK STRUTS WITH

OXYGEN.
SHIMMY DAMPER
The shimmy damper has a reservoir of fluid carried in the pis-
ton rod. Two coil springs installed in the piston rod keep fluid in
the shimmy damper under pressure. As fluid is lost through
leakage it is automatically replenished from the reservoir until
the reservoir supply is exhausted.
To check the fluid in the shimmy damper, insert a wire approx-
imately 1/32 inch in diameter through the hole in the disc at the
aft end of the piston rod until it touches the bottom of the hole
in the floating piston. Mark the wire, remove it, and measure
the depth of the insertion. When the shimmy damper is full,
insertion depth is 2-3/16 inches; when empty, 3-1/16 inches.
January, 2006 8-21
FOR CLASSROOM USE

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Section 8 |\ily|'|l¢0Il Aircraft Company
NOTE
The measuring wire should be inserted in
the hole in the floating piston rather than
against the piston face, to give a more
accurate reading. To determine if the wire
is inserted in the hole in the floating piston,
insert the wire several times, noting inser-
tion depth each time. When the wire is
inserted in the hole, the depth will be about
1/4-inch greater than when it rests against
the piston face.
When the shimmy damper is found empty or nearly empty, it
should be renlled. See Baron Shop Manual.

BRAKES
The brake hydraulic fluid resen/oir is accessible through the
nose baggage compartment. A dipstick is attached to the res-
en/oir cap. Refer to the Baron Shop Manual for hydraulic fluid
specitication.
The brakes require no adjustments since the pistons move to
compensate for lining wear. The brake linings should be
replaced before the metal back plate is exposed through the
abrasive surface. The minimum allowable thickness for the
abrasive surface is .010 inch. The brake disc should be
replaced when its thickness measures .330 inch.
INDUCTION AIR FILTERS
The filters should be inspected for foreign matter at least once
during each 50-hour operating period. In adverse climatic con-
ditions, or if the airplane is stored, pretlight inspection is rec-
ommended.
To Remove and Clean the Filter'
1. Remove the access plate in the top of the engine cowl-
ing.
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||8y||\¢0ll Aircraft Company $86300 8
2. Remove the tilter and clean as noted by the manufac-
/` 3.
turer’s instructions.
Reinstall the filter and the plate.
PROPELLERS
The daily preflight inspection should include a careful examina-
tion of the propeller blades for nicks and scratches.
Propeller operation, servicing, and maintenance instructions

are contained in the propeller owner's manual furnished with
the airplane.
When sen/icing a propeller, always make

certain that the ignition switch is off and that
the engine has cooled completely. WHEN
MOVING A PROPELLER, STAND IN THE
CLEAR; THERE IS ALWAYS SOME DAN-
,_ GER OF A CYLINDER FIRING WHEN A
PROPELLER IS MOVED.
OXYGEN SYSTEM
Keep hands, tools, clothing, and oxygen

equipment clean and free from grease and
oil. KEEP FIRE AWAY FROM OXYGEN.
DO NOT USE MEDICAL or INDUSTRIAL

OXYGEN, it caintains moisture which can
cause the oxygen valve to freeze.
1. Read the pressure indicator on the cabin left side panel
(The shutoff valve on the oxygen cylinder must be open).
lf the oxygen cylinder is equipped with a gage, system
pressure may be checked at the cylinder.
,`
January, 2006 8-23
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Section 8 |l8y||l¢0ll Aircraft Company
Handling, Serv 8. Maint Baron' 58
Always open the cylinder shutoff valve

slowly to prevent damage to the system.
2. Make certain that the oxygen control valve is closed
(PUSH IN).
3. Close the cylinder shutoff valve, remove the cap from
the tiller valve, and attach the recharging outlet. Open
valve on supply bottle.
4. Open the cylinder shutoff valve and Htl the cylinder to
1800 i 50 psi (add 3.5 psi per degree above 70°F; sub-
tract 3.5 psi per degree below 70°F).
5. Close the cylinder shutoff valve, close valve on the sup-
ply bottle, remove the recharging outlet, and replace the
Gller valve cap.
6. Reopen the cylinder shutoff valve to prepare system for
use.
OXYGEN CYLINDER RETEST/NG
There are two types of oxygen cylinders used in the airplane.
Light weight cylinders, stamped "3HT" on the plate on the side,
must be hydrostatically tested every three years and the test
date stamped on the cylinder. This cylinder has a service life of
4380 pressurizations or twenty-four years, whichever occurs
tirst, and then must be discarded.
Regular weight cylinders, stamped "3A", or "3AA", must be
hydrostatically tested every tive years and stamped with the
retest date. Service life on these cylinders is not limited.
8-24 January, 2006
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|||\y|‘|l¢0ll Aircraft Company Section 8
MINOR MAINTENANCE
RUBBER SEALS
To prevent sticking of the rubberseals around the windows,
doors, and engine cowling, the seals should be coated with
Oakite 6 compound. The compound is noninjurious to paint
and can be removed by employing normal cleaning methods.
HEATING AND VENTILATING SYSTEM

The heater fuel pump filter in the nose wheel well should be
removed and cleaned after each 100 hours of airplane opera-
tion. Remove the tilter by turning the base of the pump coun-
terclockwise. Wash the Hlter in fresh cleaning solvent_and dry
with compressed air.
The iris valve at the heater blower inlet should be lubricated
occasionally with molybdenum disulhde. The valve should
never be lubricated with oil or any liquid lubricant which would
collect dust.
Do not reset the overheat circuit breaker until a thorough
inspection of the system has determined the cause and the
malfunction has been corrected.
ALTERNATORS
Since the alternator and electronic voltage regulator are
designed for use on only one polarity system, the following
precautionary measures must be observed when working on
the charging circuit, or serious damage to the electrical equip-
ment will result:
1. When installing a battery, make certain that the ground
polarity of the battery and the ground polarity of the alter-
nator are the same.
January, 2006 8-25
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5eCti0|1 8 ||8y||\B0ll Aircraft Company
2. When utilizing an external power source, ensure polarity
of the external power source and polarity of the airplane
electrical system is maintained (Negative to Negative;
Positive to Positive).
3. Do not operate an alternator on an open circuit. Be sure
all circuit connections are secure.
4. Do not short across or ground any of the terminals on
the alternator or electronic voltage regulator.
5. Do not attempt to polarize an alternator.
6. Do not charge batteries while installed in the airplane.

Refer to the Baron Shop Manual for battery removal and
charging procedures.
MAGNETOS
Drdinarily, the magnetos will require only occasional adjust-
nent, lubrication, and breaker point replacement. This work
should be done by a Raytheon Aircraft Authorized Outlet.
To be safe, treat the magnetos as hot

whenever a switch lead is disconnected at
any point; they do not have an internal
automatic grounding device. Otherwise, all
spark plug leads should be disconnected or
the cable outlet plate on the rear of the
magneto should be removed.
a-ze January, zoos
FOR CLASSROOM USE

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|\8y|||80ll Aircraft Company Section 8
CLEANING
EXTERIOR PAINTED SURFACES
CAUTION
Polyester urethane finishes undergo a cur-
ing process for a period of 30 days after
application. Wash uncured painted sur-
faces with a mild non~detergent soap (MILD
detergents can be used on urethane tin-
ishes) and cold or lukewarm water only.
Use soft cloths, keeping them free of dirt
and grime. Any rubbing of the surface
should be done gently and held to a mini-
mum to avoid damaging the paint tilm.
Rinse thoroughly with clear water. Stubborn
oil or soot deposits may be removed with
automotive tar removers.
Prior to cleaning, cover the wheels, making certain the brake
discs are covered. Attach the pitot covers securely, and plug or
mask off all other openings. Be particularly careful to mask off
all static air buttons before washing or waxing. Use special
care to avoid removing lubricant from lubricated areas.
Hand washing may be accomplished by flushing away loose
dirt with clean water, then washing with a mild soap and water,
using soft cleaning cloths or a chamois. Avoid harsh, abrasive,
or alkaline soaps or detergents which could cause corrosion or
scratches. Thorough clear-water rinsing prevents buildup of
cleaning agent residue, which can dull the paint’s appearance.
To remove oily residue or exhaust soot, use a cloth dampened
with an automotive tar remover. Wax or polish the affected
area if necessary.
January, 2006 8-27
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Section 8 |lIly|'|\60ll Aircraft Company
Handling, Serv 8. Maint Baron 58
Do not expose control surface trim tab

hinge lines and their pushrod systems to
the direct stream or spray of high-pressure,
soap and water washing equipment. Fluid
dispensed at high pressure could remove
the protective lubricant, allowing moisture
from heavy or prolonged rain to collect at
hinge lines, and then to freeze at low tem-
peratures. After high pressure or hand
washing, and at each periodic inspection,
lubricate trim tab hinge lines and trim tab
pushrod end httings (Brayco 300 per Fed-
eral Specification VV-L-800 preferred).
When using high-pressure washing equipment, keep the spray
or stream clear of wheel bearings, propeller hub bearings, etc.,
and openings such as pitot tubes, static air buttons, and bat-
tery and avionic equipment cooling ducts, which should be
securely covered or masked off. Avoid directing high-pressure
sprays toward the fuselage, wings, and empennage from the
rear, where moisture and chemicals might more easily enter
the structure, causing corrosion damage to structural members
and moving parts.
When cleaning landing gear areas with sol-

vent, especially if high-pressure equipment
is used, exercise care to avoid washing
away grease from landing gear compo-
nents. After washing the landing gear areas
with solvent, lubricate all lubrication points,
or premature wear may result.
8-28 January, 2006
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lllylhéllll Aircraft Company Section 8
During the curing period, do not make prolonged flights in
heavy rain or sleet, and avoid all operating conditions which
might cause abrasion or premature finish deterioration.
Do not apply wax, polish, rubbing com-

pound or abrasive cleaner to any uncured
painted surface. Use of such items can per-
manently damage the surface finish. Also,
waxes and polishes seal the paint from the
air and prevent curing.
Waxing of polyester urethane Gnishes, although not required,
is permitted; however, never use abrasive cleaner-type waxes,
polishes, or rubbing compounds, as these products cause
eventual deterioration of the characteristic urethane gloss.
For waxing, select a high quality automotive or aircraft waxing
product. Do not use a wax containing silicones, as silicone pol-
ishes are difficult to remove from surfaces. A buildup of wax on
any exterior paint tinish will yellow with age; therefore, wax
should be removed periodically. Generally, aliphatic naphtha is
adequate and safe for this purpose.
NOTE
Before returning the airplane to service,
remove all maskings and coverings, and
relubricate as necessary.
LANDING GEAR
After operation on salty or muddy runways, wash the main
gear and nose landing gears with low-pressure water and a
mild detergent as soon as practical. Rinse with clear water and
blow dry with low-pressure air immediately after rinsing. Relu-
bricate as necessary.
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SeCti0I1 8 ||ay||lB0ll Aircraft Company
WINDSHIELD AND WINDOWS
The windshield and plastic windows should be kept clean and
waxed. To prevent scratches, wash the windows carefully with
plenty of soap and water, using the palm of the hand to dis-
lodge dirt and mud. Flood the surface with clean water to rinse
away dirt and soap. After rinsing, dry the windows with a clean,
moist chamois. Rubbing the surface of the plastic with a dry
cloth should be avoided, as it builds up an electrostatic charge
on the surface which attracts dust particles. `
Remove any oil or grease with a cloth moistened with kero-

sene, then wash the surface with soap and water. Never use
gasoline, benzine, alcohol, acetone, carbon tetrachloride, fire-
extinguisher agent, anti-ice fluid, lacquer thinner, or glass
cleaner. These materials will soften the plastic and may cause
it to craze.
After a thorough cleaning, waxed the surface with a good

grade of commercial wax that does not have an acrylic base.
The wax will fill in minor scratches and help prevent further
scratching. Apply a thin, even coat of wax and bring it to a high
polish by rubbing lightly with a clean, dry, soft flannel cloth. Do
not use a power buffer; the heat generated by the bufing pad
may soften the plastic.
SURFACE DEICE BOOTS
The surfaces of the deice boots should be checked for indica-
tion of engine oil after servicing and at the end of each flight.
Any oil spots that are found should be removed with a non-
detergent soap and water solution. Care should be exercised
during cleaning. Avoid scrubbing the surface of the boots as
this will tend to remove the special graphite surfacing. The
deice boots are made of soft, flexible stock which may be dam-
aged if gasoline hoses are dragged over the surface of the
boots or if ladders and platforms are rested against them.
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||ly|'|l¢lII\ Aircraft Company Section 8
ENGINE
Clean the engine with a neutral solvent. Spray or brush the
fluid over the engine, then wash off with water and allow to dry.
Do not use solutions which may attack rub-

ber or plastic. Protect engine switches, con-
trols and seals; tluid applied at high
pressure can unseat seals, resulting in con-
tamination ofthe sealed systems.
INTERIOR
To remove dust and loose dirt from the upholstery, headliner,
and carpet, clean the interior regularly with a vacuum cleaner.
Blot up any spilled liquid promptly with cleansing tissue or
rags. Do not pat the spot; press the blotting material firmly and
hold it for several seconds. Continue blotting until no more liq-
uid is taken up. Scrape off sticky materials with a dull knife,
then spot clean the area.
Oily spots may be cleaned with household spot removers,
used sparingly. Before using any solvent, read the instructions
on the container and test it on an obscure place on the fabric to
be cleaned. Never saturate the fabric with a volatile solvent; it
may damage the padding and backing materials.
Soiled upholstery and carpet may be cleaned with a foam-type
detergent, used according to the manufacturer's instructions.
To minimize wetting the fabric, keep the foam as dry as possi-
ble and remove it with a vacuum cleaner.
The plastic trim, instrument panels, and control knobs need
only be wiped with a damp cloth. Oil and grease on the control
wheel and control knobs can be removed with a cloth moist~
ened with isopropyl alcohol. Volatile solvents, such as men-
tioned in the article on care of plastic windows should never be
used since they soften and craze the plastic.
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Section 8 |\8y||lB0ll Aircraft Company
CONSUMABLE MATERIALS
For a complete list of Consumable Materials refer to the Bafon
Shop Manual.
8-32 January, 2006
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||Hy||\00l\ Aircraft Company $861500 3
APPROVED ENGINE OILS

COMPANY BRAND NAME
BP Oil Corporation BP Aero Oil D65/80
Castrol Ltd (Australia) Grade 40, Castrolaero AD Oil
Continental Oil Co. Conoco Aero S (SAE 10W30)

Delta Petroleum Co. Delta Avoil
Exxon Company, USA Exxon Aviation Oil EE
Gulf Oil Corporation Gulfpride Aviation AD
Mobil Oil Co. Mobil Aero, Super Aero Oil
20W50
Phillips Petroleum Co. Phillips 66 Aviation Oil Type A
Quaker State Oil and Quaker State AD Aviation Engine
Ref. Corp. Oil
Red Ram Ltd (Canada) Red Ram X/C Aviation Oil 20W50
Sinclair Refining Co. Sinclair Avoil 2OW40
Shell Oil Co. Aeroshell Oil W (in 4 grades)
Shell Canada, Ltd Aeroshell Oil W
Socony - Mobil Mobil Aero Oil

Texaco, lnc. Texaco Aircraft Engine Oil
Premium AD
Union Oil of California Union Aircraft Engine Oil HD
This chart lists all oils which were certified as meeting the
requirements of Teledyne Continental Motors Corporation
Specitication MHS-24 at the time this handbook was
published. Any other oil which conforms to this speciication
may be used.
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Section B |lIy||lG0ll Aircraft Company
LAMP REPLACEMENT GUIDE

Alternator Failure Annunciator ...................... 327
Anticollision Light, Flashing ........ 34-0226010-91 (WheIen)
Anticollision Light, Oscillating ......... A-7079B-24 (Grimes)
Close Focus Reading Light ..... ................. 3 03
Compass Light .................... 327
Courtesy Light, Cabin and Door ....
Utility .... 864 1
Electrical Panel Light .............. 327

Flap Position Indicator Light .... ........ 3 56
Ice Light ................. A-7079B-24
Instrument Light, Flood .... ....... 3 13
Instrument Light, Post ......... _ 327
Landing Gear Position Light .... 327
Landing Light........... .... 4 596
Map Light ,.......... .... 1 495
Navigation Light, Tail .............................. 93
Navigational Light,
Tail w/Strobe ...._.... 70 1557-6SD1, or 30-0815-5 (Grimes)
Navigation Light, ................ A7512-24 (Grimes)
V\Ang
Reading Light ......... ........., ....... 3 03

Rotating Beacon ......... ..... -70798-24 (Grimes)
A
Step Light ................ ......_......... 495 1
Tab Position Indicator Light .... .... 8191
Taxi Light ............._ .... 4 596
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Qeechcratt
Twln Engine (Piston)
SECTION X
SAFETY INFORMATION
TABLE OF CONTENTS
SUBJECT PAGE
Introduction ........... 3
General ............ 5_
Do‘s .............. ....... 5
Don'ts ......................... 6
Sources ot information ............................................. 7

Pllot's Operating Handbook and FAA Approved
Alrplane Flight Manual .............................................. 7
BEECHCRAFT Servlce Publications ...... 7

Federal Avlatlon Regulations ........... 9
Airworthiness Directives ............. 10
Airman‘s information Manual ...... 10
AOVISOY Information ....................... 11
FAA A visorr Circulars ...................... 11
FAA Genera Aviation News ..................
FAA Accident Prevention Program ........
Additional information ............................... 16
General information on Specific Toplcs ....... 17
Maintenance ............................................. 17
Hazards of Unapproved Modifications ..... ~19
Flight Planning ....................................... 20
Passenger Information Cards ............ 20
Stowag)e ot Articles ..................... 21
Flight perations ..................... 21
General ............................................. 21
Preflight Inspection .............................. 21
Weight and Balance ................................ 22
Autopilots and Electric Trim Systems ...... 23
Flutter ................................................... 26
Turbulent Weather ............................ 28
Wind Shear ............................ 30
Flight in Icing Conditions ....... 31
Weather Radar .................... 36
Mountain Fléing ............... 39
VFR - Low ei ings ...... 39
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‘Deechcmft
Twln Englne (Plston)
SECTION X
SAFETY INFORMATION
TABLE OF CONTENTS (Contlnued)
SUBJECT PAGE
VFR at Night ...................................................... 40
Vertigo Disorientation ......................................
- 40
Flight of Multi-Engine Airplanes With One
Engine inoperative ........................................ __ 42
Air Minimum Control Speed (VMCA) .................. 44
Intentional One-Engine inoperative Speed
(VSSE) ................... .............................. ........
_ 45
One- ngine-inoperative Best Ftate-ol-Climb
Speed (VYSE) ..................................................... 45
One-Engine-inoperative Best Angle-of-Climb
Speed EVXSE) ................................................ _. 46
Single ngine Service Ceiling ........... ._ 46
Basic Single Engine Procedures ........... ._ 46
Engine Failure on Takeoff ........................ ._ 47
When to Fly VX, VY, VXSE and VYSE ....... ._ 48
Stalls, Slow Flight and Training ............. ._ 48
Spins .................................................. ._ 51
Descent ........................................... __ 53
Vortices - Wake Turbulence .............. ._ 54
Takeoli and Landing Conditions ........ ._ 55
Medical Facts tor Pilots ....................... ._ 55
General ....................................... ._ 55
Fatigue ................... __ 56
Hypoxia ............_..... ._ 56
Hyperventilation ..... ._ 58
/Slcohol ._...._......._. ._..._..__........ _ 59
rugs ...........__.._............................... ._ 60
Scu a Diving ............._......_............_.... ._ 61
Carbon Monoxide and Night Vision ....... ._ 61
Decompression Sickness ..._............... ._ 61
A Final Word .._.._.........._._..._...... ._ 63
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Qeeghqafl Section X
Twin Engine (Piston) Safety information
INTRODUCTION
Beech Aircraft Corporation has developed this special sum-
mary publication of safety information to refresh pilots' and
owners' knowledge of safety related subjects. Topics in this
publication are dealt with in more detail in FAA Advisory Cir-
culars and other publications pertaining to the subject of
safe flying.
The skilled pilot recognizes that safety consciousness is an
integral - and never-ending part of his or her job. Be thor-
-
oughly familiar with your airplane. Know its limitations and

your own. Maintain your currency, or fly with a qualified
instructor until you are current and proficient. Practice emer-
gency procedures at safe altitudes and airspeeds. prefer-
ably with a qualified instructor pilot, until the required action
can be accomplished without reference to the manual. Peri-
odically review this Safety lnformation as part of your recur~
rency training regimen.
BEECHCRAFT airplanes are designed and built to provide
you with many years of safe and efficient transportation. By
maintaining your BEECHCRAFT properly and flying it pru-
dently you will realize its full potential.
_ _ . _ _ . _ . Beech Aircraft Corporation
May, 1994 10-3
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Section X Qeechgrati
Safety information Twln Engine (Piston)
Because your airplane is a high perfor-

mance, high speed transportation vehicle,
designed for operation in a three-dimensional
environment, special safety precautions must
be observed to reduce the risk of fatal or seri-
ous injuries to the piIot(s) and occupant(s).
Itis mandatory that you fully understand the contents of this

publication and the other operating and maintenance manu-
als which accompany the airplane; that FAA requirements
for ratings, certifications and review be scrupulously com-
plied with; and that you allow only persons who are properly
licensed and rated, and thoroughly familiar with the contents
of the Pilot's Operating Handbook and FAA Approved Air-
plane Flight Manual to operate the airplane.
IMPROPER OPERATION OR MAINTENANCE OF AN AIR-
PLANE, NO MATTER HOW WELL BUILT INITIALLY, CAN
RESULT IN CONSIDERABLE DAMAGE OR TOTAL
DESTRUCTION OF THE AIRPLANE, ALONG WITH SERI-
OUS OR FATAL INJURIES TO ALL OCCUPANTS.
1 0-4 May, 1 994
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Qeeghgmh Section X
Twln Engine (Piston) Safety information
GENERAL
As a pilot, you are responsible to yourself and to those who
fly with you, to other pilots and their passengers and to
people on the ground, to fly wisely and safely.
The following material in this Safety information publication
covers several subjects in limited detail. Here are some con-‘
densed Do's and Don'ts.
D0’S
Be thoroughly familiar with your airplane, know its limitations
and your own.
Be current in your airplane, or fly with a qualified instructor
until you are current. Practice until you are proficient.
Preplan all aspects of your flight - including a proper

weather briefing and adequate fuel resen/es.
Use sen/ices available - weather briefing, inflight weather

and Flight Service Station.
Carefully preflighl your airplane.
Use the approved checklist.

Have more than enough fuel for takeoff, plus the trip, and an
adequate reserve.
Be sure your weight loading and C.G. are within limits.
Use seatbelts and shoulder harnesses at all times.

Be sure all loose articles and baggage are secured.
Check freedom and proper direction of operation of all con-

trols during preflight.
Maintain the prescribed airspeeds in takeoff, climb, descent,
and landing.
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Sectlon X 'Deedmah
Safety information Twln Engine (Plston)
Avoid wake turbulence (Vortices).
Preplan fuel and fuel tank management before the actual

flight. Utilize auxiliary tanks only in level cruise flight. Take
off and land on the fullest main tank, NEVER use auxiliary
fuel tanks for take off or landing.
Practice emergency procedures at sale altitudes and air-

speeds, preferably with a qualified instructor pilot, until the
required action is instinctive.
Keep your airplane in good mechanical condition.

Stay informed and alert; fly ln a sensible manner.
DON’TS
Don't take off with frost, ice or snow on the airplane.
Don't take off with less than minimum recommended fuel,

plus adequate reserves, and don’t run the tank dry before
switching.
Don't fly in a reckless, show-off, or careless manner.
Don't fly into thunderstorms or severe weather.
Don't fly in possible icing conditions unless the airplane is

approved, properly equipped, and all required equipment is
operational for flight in icing conditions.
Don't fly close to mountainous terrain.
Don't apply controls abruptly or with high forces that could

exceed design loads of the airplane.
Don't fly into weather conditions that are beyond your rat-
ings or current proficiency.
Don't fly when physically or mentally exhausted or below

par.
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Qwdqgmh Section X
Don't trust to luck.
SOURCES OF INFORMATION
There is a wealth of information available to the pilot created
for the sole purpose of making your flying safer, easier and
more efficient. Take advantage of this knowledge and be
prepared for an emergency in the event that one should
occur.
P|LOT’S OPERATING HANDBOOK AND

FAA APPROVED AIRPLANE FLIGHT
MANUAL
You must be thoroughly familiar with the contents of your
operating manuals, placards, and check lists to ensure safe
utilization of your airplane. When the airplane was manufac-
tured, it was equipped with one or more of the following:
placards, Owner's Manual, FAA Flight Manual, Approved
Airplane Flight Manual Supplements, Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual.
Beech has revised and reissued many‘of the early manuals
for certain models of airplanes in GAMA Standard Format as
Pilot's Operating Handbooks and FAA Approved Airplane
Flight Manuals. For simplicity and convenience, all official
manuals in various models are referred to as the Pilot's
Operating Handbook and FAA Approved Airplane Flight
Manual. if the airplane has changed ownership, the Pilot's
Manual may have been misplaced or may not be current.
Replacement handbooks may be obtained from any
BEECHCRAFT Authorized Outlet.
BEECHCRAFT SERVICE PUBLICATIONS

Beech Aircraft Corporation publishes a wide variety of
manuals, service letters, service instructions, service bulle-
tins, safety communiques and other publications forthe vari-
ous models of BEECHCRAFT airplanes. information on how
May, 1994 1 0-7
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Section X ‘Deechgrah
Safety Information Twin Engine (Plston)
to obtain publications relating to your airplane is contained in
BEECHCRAFT Service Bulletin number 2001, entitled
"General - BEECHCRAFT Sen/ice Publications What is -
Available and How to Obtain lt."

Beech Aircraft Corporation automatically mails original
issuesand revisions of BEECHCRAFT Service Bulletins
(Mandatory, Recommended and Optional), FAA Approved
Airplane Flight Manual Supplements, reissues and revisions
of FAA Approved Airplane Flight Manuals, Flight Hand-
books, Owners Manuals, Pilot's Operating Manuals and
Pilot's Operating Handbooks, and original issues and revi-
sions of BEECHCRAFT Safety Communiques to BEECH-
CRAFT Owner addresses as listed by the FAA Aircraft Reg-
istration Branch List and the BEECHCRAFT International
Owner Notification Sen/ice List. While this information is dis-
tributed by Beech Aircraft Corporation, Beech can not make
changes in the name or address furnished by the FAA. The
owner must contact the FAA regarding any changes to
name or address. Their address is: FAA Aircraft Registration
Branch (AAC250) P.O. Box 25082, Oklahoma City, OK
73125, Phone (405) 680-2131.
lt is the responsibility of the FAA owner of record to ensure
that any mailings from Beech are forwarded to the proper
persons. Often the FAA registered owner is a bank or
financing company or an individual not in possession of the
airplane. Also, when an airplane is sold, there is a lag in
processing the change in registration with the FAA. lf you
are a new owner, contact your BEECHCRAFT Authorized
Outlet and ensure your manuals are up to date.
Beech Aircraft Corporation provides a subscription service
which provides for direct factory mailing of BEECHCRAFT
publications applicable to a specific serial number airplane.
Details concerning the fees and ordering information for this
owner subscription service are contained in Sen/ice Bulletin
number 2001.
For owners who choose not to apply for a Publications Revi-
sion Subscription Service, Beech provides a free Owner
1 0-8 May, 1 994
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@eed'tcralt Section X
Notification Service by which owners are notified by post
card of BEECHCRAFT manual reissues, revisions and
supplements which are being issued applicable to the air-
plane owned. On receipt of such notification, the owner may
obtain the publication through a BEECHCFIAFI' Authorized
Outlet. This notification service is available when requested
by the owner. This request may be made by using the owner
notification request card furnished with the loose equipment'
of each airplane at the time of delivery, or by a letter
requesting this service, referencing the specific airplane
serial number owned. Write to :
Supervisor, Special Services

Dept. 52
Beech Aircraft Corporation
P.O. Box 85
Wichita, Kansas 67201-0085
From time to time Beech Aircraft Corporation issues

BEECHCRAFT Safety Communiques dealing with the safe
operation of a specific series of airplanes, or airplanes in
general. It is recommended that each owner/operator main-
tain a current file of these publications. Back issues of
BEECHCFIAFT Safety Communiques may be obtained with-
out charge by sending a request, including airplane model
and serial number, to the Supervisor, Special Services, at
the address listed above.
Airworthiness Directives (AD's) are not issued by the manu-

facturer. They are issued and available from the FAA.
FEDERAL AVIATION REGULATIONS

FAR Part 91, General Operating and Flight Flules, is a docu-
ment of law governing operation of airplanes and the own-
er’s and pilot's responsibilities. Some of the subjects cov-
ered are:
Responsibilities and authority of the pilot-in-command
May, 1994 10-9
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Sectlon X ‘Qeedygmft
Certificates required
Liquor and Drugs
Flight plans
Preflight action
Fuel requirements
Flight Rules
Maintenance, preventive maintenance, alterations, inspec-

tion and maintenance records
You, as a pilot, have responsibilities under government

regulations. The regulations are designed for your protection
and the protection of your passengers and the public. Com-
pliance is mandatory.
AIRWORTHINESS DIRECTIVES
FAR Part 39 specifies that no person may operate a product
to which an Airworthiness Directive issued by the FAA
applies, except in accordance with the requirements of that
Ainivonhiness Directive.
A|RMAN'S INFORMATION MANUAL

The Airman's information Manual (AIM) is designed to pro-
vide airmen with basic flight information and ATC proce-
dures for use in the national airspace system of the United
States. It also contains items of interest to pilots concerning
health and medical facts, factors affecting flight safety, a
pilot/controller glossary of terms in the Air Traffic Control
system, information on safety, and accident/hazard report-
ing. lt is revised at six-month intervals and can be pur-
chased lrom the Superintendent of Documents, U.S. Gov-
ernment Printing Office, Washington, D.C. 20402.
This document contains a wealth of pilot information. Among
the subjects are:
Controlled Airspace
10-10 M y, 1994
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Qwghgmfi Section X
Services Available to Pilots
Weather and lcing
Radio Phraseology and Technique
Mountain Flying
Airport Operations
Wake Turbulence - Vortices
Clearances and Separations
Medical Facts for Pilots
Preflight
Bird Hazards
Departures IFR -
Good Operating Practices

Enroute - IFR
Airport Location Directory
Arrival - IFR
pilots must be thoroughly familiar with and use the infor-

All
mation in the AIM.
ADVISORY INFORMATION
NOTAMS (Notices to Airmen) are documents that have
information of a time-critical nature that would affect a piIot's
decision to make a flight; for example, an airport closed, ter-
minal radar out of service, or enroute navigational aids out
of service.
FAA ADVISORY CIRCULARS
The FAA issues Advisory Circulars to inform the aviation

public in a systematic way of nonregulatory material of inter-
est. Advisory Circulars contain a wealth of information with
which the prudent pilot should be familiar. A complete list of
current FAA Advisory Circulars is published in AC 00-2,
which lists Advisory Circulars that are for sale. as well as
those distributed free of charge by the FAA, and provides
May, 1994 10-11
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Section X QQ-gdqqrah
Safety Information Twin Engine (Piston)
ordering information. Many Advisory Circulars which are for
sale can be purchased locally in aviation bookstores or at
FBO’s. These documents are subject to periodic revision.
Be certain the Advisory Circular you are using is the latest
revision available. Some ofthe Advisory Circulars of interest
to pilots are:
'00-6 Aviation Weather

00-24 Thunderstorms
00-30 Rules of Thumb for Avoiding or Mini-
mizing Encounters with Clear Air Tur-
bulence
'00-45 Aviation Weather Sen/ices
00-46 Aviation Safety Reporting Program
20-5 Plane Sense
20-32 Carbon Monoxide (CO) Contamination
in Aircraft - Detection and Prevention
20-35 Tie-Down Sense

20-43 Aircraft Fuel Control
20-105 Engine-Power Loss Accident Preven-
tion
20-113 Pilot Precautions and Procedures to
be Taken in Preventing Aircraft Recip-
rocating Engine lnduction System and
Fuel System Icing Problems
20-125 Water in Aviation Fuels
21-4 Special Flight Permits for Operation of
Overweight Aircraft
43-9 Maintenance Records: General Avia-
tion Aircraft
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Qgedygfaff Sectlon X
43-12 Preventive Maintenance
60-4 Pilot‘s Spatial Disorientation
60-6 Airplane Flight Manuals (AFM),

Approved Manual Materials, Markings
and Placards - Airplanes
60-12 Availability of lndustry~Developed~
Guidelines forthe Conduct of the Bien-
nial Flight Review
60-13 The Accident Prevention Counselor
Program
'61-9 Pilot Transition
Courses for Complex
Single-Engine and Light Twin-Engine
Airplanes
'61-21 Flight Training Handbook
'61-23 Pilot‘s Handbook of Aeronautical
Knowledge
'61-27 instrument Flying Handbook
61-67 Hazards Associated with Spins in Air-
planes Prohibited from Intentional
Spinning.
61-84 Role of Preflight Preparation
'67-2 Medical Handbook for Pilots
90-23 Aircraft Wake Turbulence
90-42 Traffic Advisory Practices at Nontower
Airports
90-48 Pilot‘s Role in Collision Avoidance
90-66 Recommended Standard Traffic Pat-
terns for Airplane Operations at
Uncontrolled Airports
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Sectlon X ‘Qeechcraft
90-85 Severe Weather Avoidance Plan
(SWAP)
91-6 Water, Slush and Snow on the Plun-
way
91-13 Cold Weather Operation ol Aircraft
'91-23 Piiot's Weight and Balance Handbook
91-26 Maintenance and Handling of Air
Driven Gyroscopic Instruments
91-33 Use of Alternate Grades of Aviation
Gasoline for Grade 80/.87
91-35 Noise, Hearing Damage, and Fatigue
in General Aviation Pilots
91-43 Unreliable Airspeed indications

91-44 Operational and Maintenance Prac-
tices for Emergency Locator Transmit-
ters and Receivers
91-46 Gyroscopic Instruments - Good Oper-
ating Practices
91-50 importance of Transponder Operations
and Altitude Fleporting
91-51 Airplane Deice and Anti-ice Systems
91-59 Inspection and Care of General Avia-
tion Aircraft Exhaust Systems
91 -65 Use of Shoulder Harness in Passenger
Seats
1 03-4 Hazards Associated with Sublimation
of Solid Carbon Dioxide (Dry Ice)
Aboard Aircraft
135-9 FAR Part 135 Icing Limitations
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Qeechcralt Sectlon X
Twln Engine (Piston) Safety Information
210-5A Military Flying Activities
° For Sale
FAA_ GENERAL AVIATION NEWS
FAA General Aviation News is published by the FAA in the

interest of flight safety. The magazine is designed to pro-
mote safety in the air by calling the attention of general
aviation airmen to current technical, regulatory and proce-
dural matters affecting the safe operation of airplanes. FAA
General Aviation News is sold on subscription by the Super-
intendent of Documents, Government Printing Office, Wash-
ington D.C., 20402.
FAA ACCIDENT PREVENTION PROGRAM

The FAA assigns accident prevention specialists to each
Flight Standards and General Aviation District Office to
organize accident prevention program activities. In addition,
there are over 3,000 volunteer airmen serving as accident
prevention counselors. sharing their technical expertise and
professional knowledge with the general aviation commu-
nity. The FAA conducts seminars and workshops, and dis-
tributes invaluable safety information under this program.
Usually the airport manager, the FAA Flight Service Station
(FSS), or Fixed Base Operator (FBO), will have a list of
accident prevention counselors and their phone numbers
available. All Flight Standards and General Aviation District
Offices have a list of the counselors serving the District.
Before flying over unfamiliar territory, such as mountainous

terrain or desert areas, it is advisable for transient pilots to
consult with local counselors. They will be familiar with the
more desirable routes, the wind and weather conditions, and
the sen/ice and emergency landing areas that are available
along the way. They can also offer advice on the type of
emergency equipment you should be carrying.
May, 1 994 10-15
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Section X Qeedtcrafi
ADDITIONAL INFORMATION
The National Transportation Safety Board and the Federal

Aviation Administration periodically issue, in greater detail,
general aviation pamphlets concerning aviation safety. FAA
Regional Offices also publish material under the FAA Gen-
eral Aviation Accident Prevention Program. These can be
obtained at FAA Offices, Weather Stations, Flight Service
Stations or Airport Facilities. Some of these are titled:
12 Golden Rules for Pilots
Weather or Not
Disorientation
Plane Sense
Weather lnfo Guide for Pilots
Wake Turbulence
Don‘t Trust to Luck, Trust to Safety
Rain, Fog, Snow
Thunderstorm ~ TRW
Icing
Pllot's Weather Briefing Guide
Thunderstorms Don‘t Flin Skirt 'em
IFR-VFR - Either Way Disorientation Can Be Fatal
IFR Pilot Exam-O-Grams
VFR Pilot Exam-O-Grams
Flying Light Twins Safely
Tips on Engine Operation in Small General Aviation Aircraft
Estimating lnflight Visibility
ls the Aircraft Ready for Flight
Tips on Mountain Flying
Tips on Desert Flying
Always Leave Yourself An Out
Safety Guide for Private Aircraft Owners
Tips on How to Use the Flight Planner
Tips on the Use of Ailerons and Rudder
Some Hard Facts About Soft Landings
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Qeechcraft Section X
Twln Engine (Piston) Safety Information
Propeller Operation and Care
Torque 'What it Means to the Pi|ot”
Weight and Balance. An Important Safety Consideration for
Pilots
GENERAL INFORMATION ON SPECIFIC

TOPICS
MAINTENANCE
Safety of flight begins with a well maintained airplane. Make
it a habit to keep your airplane and all of its equipment in
airworthy condition. Keep a ”squawk list" on board, and see
that all discrepancies, however minor, are noted and
promptly corrected.
Schedule your maintenance regularly, and have your air-

plane serviced by a reputable organization. Be suspicious of
bargain prices for maintenance, repair and inspections.
It is the responsibility of the owner and the operator to
assure that the airplane is maintained in an ainrvorthy condi-
tion and that proper maintenance records are kept.
Use only genuine BEECHCRAFT or BEECHCFIAFT

approved parts obtained from BEECHCRAFT approved
sources, in connection with the maintenance and repair of
Beech airplanes.
Genuine BEECHCRAFT parts are produced and inspected
under rigorous procedures to insure airworthiness and suit-
ability for use in Beech airplane applications. Parts pur-
chased trom sources other than BEECHCRAFT, even
though outwardly identical in appearance, may not have had
the required tests and inspections performed, may be differ-
ent in fabrication techniques and materials, and may be dan-
gerous when installed in an airplane.
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Section X Qwdqgfafi
Safety information Twin Engine (Piston)
Salvaged airplane parts, reworked parts obtained from non-
BEECHCRAFT approved sources or parts, components, or
structural assemblies, the service history of which is
unknown or cannot be authenticated, may have been sub-
iected to unacceptable stresses or temperatures or have
other hidden damage not discernible through routine visual
or usual nondestructive testing techniques. This may render
the part, component or structural assembly, even though
originally manufactured by BEECHCRAFT, unsuitable and
unsafe for airplane use.
BEECHCRAFT expressly disclaims any responsibility for
malfunctions, failures, damage or injury caused by use of
non-BEECHCRAFT parts.
Airplanes operated for Air Taxi or other than normal opera-
tion, and airplanes operated in humid tropics, or cold and
damp climates, etc., may need more frequent inspections for
wear, corrosion and/or lack of lubrication. ln these areas,
periodic inspections should be performed until the operator
can set his own inspection periods based on experience.
NOTE
The required periods do not constitute a
guarantee that the item will reach the period
without malfunction, as the aforementioned
factors cannot be controlled by the manufac-
turer.
Corrosion and its effects must be treated at the earliest pos-

sible opportunity. A clean, dry surface is virtually immune to
corrosion. Make sure that all drain holes remain unob-
structed. Protective films and sealants help to keep corro-
sive agents lrom contacting metallic surfaces. Corrosion
inspections should be made most frequently under high-
corrosion-risk operating conditions, such as in areas oi
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Qgedggfafi Section X
excessive airborne salt concentrations (e.g., near the sea)

and in high-humidity areas (e.g., tropical regions).
ll you have purchased a used airplane, have your mechanic

inspect the airplane registration records, logbooks and
maintenance records carefully. An unexplained period of
time for which the airplane has been out of service, or unex-
plained significant repairs may well indicate the airplane has
been seriously damaged in a prior accident. Have your
mechanics inspect a used airplane carefully. Take the time
to ensure that you really know what you are buying when
you buy a used airplane.
HAZARDS OF UNAPPROVED MODIFICATIONS

Many airplane modifications are approved under Supple-
mental Type Certificates (STC's). Before installing an STC
on your airplane, check to make sure that the STC does not
conflict with other STC's that have already been installed.
Because approval of an STC is obtained by the individual
STC holder based upon modificationlof the original type
design, it is possible for STC's to interfere with each other
when both are installed. Never install an unapproved modi-
fication of any type, however innocent the apparent modifi-
cation may seem. Always obtain proper FAA approval.
Airplane owners and maintenance personnel are particularly
cautioned not to make attachments to, or otherwise modify,
seats from original certification without approval from the
FAA Engineering and Manufacturing District Office having
original certification responsibility for that make and model.
Any unapproved attachment or modification to seat structure

may increase load factors and metal stress which could
cause failure of seat structure at a lesser "G” force than
exhibited for original certification.
May, 1994 10-19
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Section X Qwchcmft
Safety Information Twln Englne (Piston)
Examples of unauthorized attachments found are drilling
holes in seat tubing to attach fire extinguishers and drilling
holes to attach approach plate book bins to seats.
FLIGHT PLANNING
FAR Part 91 requires that each pilot in command, before

beginning a flight, familiarize himself with all available infor-
mation concerning that flight.
Obtain a current and complete preflight briefing. This should

consist of local, enroute and destination weather and
enroute navaid information. Enroute terrain and obstruc-
tions, alternate airports, airport runways active, length of
runways, and takeoff and landing distances for the airplane
for conditions expected should be known.
The prudent pilot will review his planned enroute track and
stations and make a list for quick reference. lt is strongly
recommended a flight plan be filed with Flight Service Sta~
tions, even though the flight may be VFR. Also, advise Flight
Service Stations of changes or delays of one hour or more
and remember to close the flight plan at destination.
The pilot must be completely familiar with the performance
of the airplane and performance data in the Pilot's Operat-
ing Handbook and FAA Approved Airplane Flight Manual.
The resultant effect of temperature and pressure altitude
must be taken into account in performance if not accounted
for on the charts. An applicable FAA Approved Airplane
Flight Manual must be aboard the airplane at all times and
include the weight and balance forms and equipment list.
PASSENGER INFORMATION CARDS

Beech has available, for most current production airplanes,
passenger information cards which contain important infor-
mation on the proper use of restraint systems, oxygen
1 0-20 M3Y» 1 994
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Qeed-mgft Section X
Twin Engine (Plston) Safety information
masks, emergency exits and emergency bracing proce-
dures. Passenger information cards may be obtained at any
BEECHCRAFT Authorized Outlet. A pilot should not only be
familiar with the information contained in the cards, but
should always, prior to flight, inform the passengers of the
information contained in the information cards. The pilot
should orally brief the passengers on the proper use of
restraint systems, doors and emergency exits, and other
emergency procedures, as required by Part 91 of the FAR's.
STOWAGE OF ARTICLES
The space between the seat pan and the floor is utilized to
provide space for seat displacement. lf hard, solid objects
are stored beneath seats, the energy absorbing feature is
lost and severe spinal injuries can occur to occupants.
Prior to flight, pilots should insure that articles are not

stowed beneath seats that would restrict seat pan energy
absorption or penetrate the seat in event of a high vertical
velocity accident.
FLIGHT OPERATIONS
GENERAL
The pilot MUST be thoroughly familiar with ALL INFORMA-

TION published by the manufacturer concerning the air-
plane, and is required by law to operate the airplane in
accordance with the FAA Approved Airplane Flight Manual
and placards installed.
PFIEFLIGHT INSPECTION
ln addition tomaintenance inspections and preflight informa-
lion required by FAR Part 91, a complete, careful preflight
inspection is imperative.
May, 1994 10-21
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Section X ‘Qeedygfaft
Each airplane has a checklist for the preflight inspection

which must be followed. USE THE CHECKLIST.
WEIGHT AND BALANCE

Maintaining center of gravity within the approved envelope
throughout the planned flight is an important safety consid-
eration.
The airplane must be loaded so as not to exceed the weight
and center of gravity (C.G.) limitations. Airplanes that are
loaded above the maximum takeoff or landing weight limita-
tions will have an overall lower level of performance com-
pared to that shown in the Performance section of the Pilot’s
Manual. lf loaded above maximum takeoff weight, takeoff
distance and the _landing distance will be longer than that
shown in the Performance section; the stalling speed will be
higher, rate of climb, the cruising speed, and the range of
the airplane at any level of fuel will all be lower than shown
in the Performance section.
lf an airplane is loaded so that the C.G. is forward of the for-

ward limit it will require additional control movements for
maneuvering the airplane with correspondingly higher con-
trol forces. The pilot may have difficulty during takeoff and
landing because of the elevator control limits.
lf an airplane is loaded aft of the aft C.G. limitation, the pilot
will experience a lower level of stability. Airplane character-
istics that indicate a lower stability level are; lower control
forces, difficulty in trimming the airplane, lower control forces
for maneuvering with attendant danger of structural over-
load, decayed stall characteristics, and a lower level of
lateral-directional damping.
Ensure that all cargo and baggage is properly secured

before takeoff. A sudden shift in balance at rotation can
cause controllabllity problems.
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§
Twin Englne (Piston)
S€Cl|0l'\X
Safety information
AUTOP/LOTS AND ELECTRIC TRIM SYSTEMS

Because there are several different models of autopilots and
electric trim systems installed in Beech airplanes and differ-
ent installations and switch positions are possible from air-
plane to airplane, it is essential that every owner/operator
review his Airplane Flight Manual (AFM) Supplements and
ensure that the supplements properly describe the autopilot
and trim installations on his specific airplane. Each pilot,
prior to flight, must be fully aware of the proper procedures
for operation, and particularly disengagement, for the sys-
tem as installed.
ln addition to ensuring compliance with the autopilot manu-

facturer's maintenance requirements, all owners/operators
should thoroughly familiarize themselves with the operation,
function and procedures described in the Airplane Flight
Manual Supplements. Ensure a full understanding of the
methods of engagement and disengagement of the autopi-
lot and trim systems.
Compare the descriptions and procedures contained in the

Supplements to the actual installation in the airplane to
ensure that the supplement accurately describes your instal-
lation. Test that all buttons, switches and circuit breakers
function as described in the Supplements. If they do not
function as described, have the system repaired by a quali-
fied service agency. lf field service advice or assistance is
necessary, contact Beech Aircraft Corporation, Customer
Support Department.
As stated in all AFM Supplements for autopilot systems and

trim systems installed on Beech airplanes, the preflight
check must be conducted before every flight. The preflight
check assures not only that the systems and all of their fea-
tures are operating properly, but also that the pilot, before
flight, is familiar with the proper means of engagement and
disengagement of the autopilot and trim system.
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Sectlon X (Deed-igmli
Autopilot Airplane Flight Manual Supplements caution
against trying to override the autopilot system during flight
without disengaging the autopilot because the autopilot will
continue to trim the airplane and oppose the pilot's actions.
This could result in a severely out of trim condition. This is a
basic feature of all autopilots with electric trim follow-up.
Do not try to manually override the autopilot during flight.
INCASE OF EMERGENCY, YOU CAN OVERPOWER THE

AUTOPILOT TO CORRECT THE ATTITUDE, BUT THE
AUTOPILOT AND ELECTRIC TRIM MUST THEN IMMEDI-
ATELY BE DISENGAGED.
often difficult to distinguish an autopilot malfunction from

lt is
an electric trim system malfunction. The safest course is to
deactivate both. Do not re-engage either system until after
you have safely landed. Then have the systems checked by
a qualified service facility prior to further flight.
Depending upon the installation on your airplane, the follow-

ing' additional methods may be available to disengage the
autopilot or electric trim in the event that the autopilot or
electric trim does not disengage utilizing the disengage
methods specified in the Supplements.
Transient control forces may occur when the

autopilot is disengaged.
1. Turn olf the autopilot master switch, if installed.

2. Pull the autopilot and trim circuit breaker(s) or turn off
the autopilot switch breaker, if installed.
3. Turn OII the RADIO MASTER SWITCH, if installed, and
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Qwd-,graft Section X
ifthe autopilot system and the trim system are wired
through this switch.
Fladios, including VHF COMM are also dis-

connected when the radio master switch is
off.
4. Turn off the ELECTRIC MASTER SWITCH.
Most electrically powered systems will be

inoperative. Consult the AFM lor further infor-
mation.
5. Push the GA switch on throttle grip, if installed (depend-

ing upon the autopilot system).
6. Push TEST EACH FLT switch on the autopilot control-
ler, if installed.
NOTE
After the autopilot is positively disengaged, it
may be necessary to restore other electrical
functions. Be sure when the master switches
are turned on that the autopilot does not
re~engage.
The above ways may or may not be available on your auto-

pilot. lt is essential that you read your airplane's AFM
May, 1994 10-25
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Sectlon X ‘Qeed-igfaft
SUPPLEMENT for your autopilot system and check each
function and operation on your system.
The engagement of the autopilot must be done in accor-

dance with the instructions and procedures contained in the
AFM SUPPLEMENT.
Particular attention must be paid to the autopilot settings

prior to engagement. lf you attempt to engage the autopilot
when the airplane is out of trim, a large attitude change may
occur.
IT IS ESSENTIAL THAT THE
PROCEDURES SET FORTH
IN THE APPROVED AFM SUPPLEMENTS FOR YOUR
SPECIFIC INSTALLATION BE FOLLOWED BEFORE
ENGAGING THE AUTOPILOT.
FLUTTEF?
Flutter is a phenomenon that can occur when an aerody-
namic surface begins vibrating. The energy to sustain the
vibration is derived from airflow over the surface. The ampli-
tude of the vibration can (1) decrease, if airspeed is
reduced; (2) remain constant, if alrspeed is held constant
and no failures occur; or (3) increase to the point of self-
destruction, especially if alrspeed is high and/or is allowed to
increase. Flutter can lead to an in-flight break up of the air-
plane. Airplanes are designed so that flutter will not occur in
the normal operating envelope ofthe airplane as long as the
airplane is properly maintained. ln the case of any airplane,
decreasing the damping and stiffness of the structure or
increasing the trailing edge weight of control surfaces will
tend to cause flutter. lf a combination of those factors is suf-
ficient, flutter can occur within the normal operating enve-
lope.
Owners and operators of airplanes have the primary respon-

sibility for maintaining their airplanes. To fulfill that responsi-
bility, it is imperative that all airplanes receive a thorough
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Qeechcratt section x
pretlight inspection. Improper tension on the control cables
or any other loose condition in the flight control system can
also cause or contribute to flutter. Pilots should pay particu-
lar attention to control surface attachment hardware includ-
ing tab pushrod attachment during pretlight inspection.
Looseness of fixed surfaces or movement of control sur-
faces other than in the normal direction of travel should be
rectified before flight. Further, owners should take their air-
planes to mechanics who have access to current technical
publications and prior experience in properly maintaining
that make and model of airplane. The owner should make
certain that control cable tension inspections are performed
as outlined in the applicable Beech inspection Guide. Worn
control surface attachment hardware must be replaced. Any
repainting or repair of a moveable control surface will
require a verification ol the control surface balance before
the airplane is returned to service. Control surface drain
holes must be open to prevent freezing of accumulated
moisture, which could create an increased trailing-edge-
heavy control surlace and flutter.
Ifan excessive vibration, particularly in the control column
and rudder pedals, is encountered in flight, this may be the
onset of flutter and the procedure to follow is:
1. IMMEDIATELY REDUCE AIRSPEED (lower the land-
ing gear, if necessary).
2. RESTRAIN THE CONTROLS OF THE AIRPLANE
UNTIL THE VIBRATION CEASES.
3. FLY AT THE REDUCED AIRSPEED AND LAND AT
THE NEAREST SUITABLE AIRPORT.
4. HAVE THE AIRPLANE INSPECTED FOR AIRFRAME
DAMAGE, CONTROL SURFACE ATTACHING HARD-
WARE CONDITION/SECURITY, TRIM TAB FREE
PLAY, PROPER CONTROL CABLE TENSION, AND
CONTROL SURFACE BALANCE BY ANOTHER
MECHANIC WHO IS FULLY QUALIFIED.
May, 1994 10-27
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Section X ‘Deedmah
Safety information Twln Englne (Piston)
TUHBULENT WEATHER
A complete and current weather briefing is a requirement for
a safe trip.
Updating of weather information en route is also essential.

The wise pilot knows that weather conditions can change
quickly, and treats weather forecasting as professional
advice, rather than an absolute fact. He obtains all the
advice he can, but stays alert to any sign or report of chang-
ing conditions.
Plan the flight to avoid areas of reported severe turbulence.

lt is not always possible to detect individual storm areas or
find the in-between clear areas.
The National Weather Service classifies turbulence as fol-

lows:
Class of Effect
Turbulence
Extreme Airplane is violently tossed about and
is practically impossible to control. May
cause structural damage.
Severe Airplane may be momentarily out of
control. Occupants are thrown violently
against the belts and back into the
seat. Unsecured objects are tossed
about
Moderate Occupants require seat belts and
occasionally are thrown against the
belt. Unsecured objects move about.
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Qeedmafi Section X
Light Occupants may be required to use

seat belts, but objects in the airplane
remain at rest.
Thunderstorms, squall lines and violent turbulence should
be regarded as extremely dangerous and must be avoided.
Hail and tornadic wind velocities can be encountered in
thunderstorms that can destroy any airplane, just as torna-
does destroy nearly everything in their path on the ground.
Thunderstorms also pose the possibility of a lightning strike
on an airplane. Any structure or equipment which shows
evidence of a lightning strike, or of being subjected to a high
current flow due to a strike, or is a suspected part of a light-
ning strike path through the airplane should be thoroughly
inspected and any damage repaired prior to additional flight.
A roll cloud ahead ot a squall line or thunderstorm is visible
evidence of extreme turbulence; however, the absence of a
roll cloud should not be interpreted as denoting that severe
turbulence is not present.
Even though flight in severe turbulence must be avoided,
llight in turbulent air may be encountered unexpectedly
under certain conditions.
The following recommendations should be observed for air-
plane operation in turbulent air:
Flying through turbulent air presents two basic problems, the
answer to both of which is proper airspeed. On one hand, it
you maintain an excessive airspeed, you run the risk of
structural damage or failure; on the other hand, if your air-
speed is too low, you may stall.
li turbulence is encountered, reduce speed to the turbulent
air penetration speed, if given, or to the maneuvering speed,
which is listed in the Limitations section of the Pilol`s Oper-
ating Handbook and FAA Approved Airplane Flight Manual.
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Section X Qeechqafi
These speeds give the best assurance of avoiding exces-
sive stress loads, and at the same time provide the proper
margin against inadvertent stalls due to gusts.
Beware of overcontrolling in an attempt to correct for

changes in attitude; applying control pressure abruptly will
build up G-forces rapidly and could cause structural damage
or even failure. You should watch particularly your angle of
bank, making turns as wide and shallow as possible. Be
equally cautious in applying fon/vard or back pressure to
keep the airplane level. Maintain straight and level attitude in
either up or down drafts. Use trim sparingly to avoid being
grossly out of trim as the vertical air columns change veloc-
ity and direction. If necessary to avoid excessive airspeeds,
lower the landing gear.
W/ND SHEAR
Wind shears are rapid, localized changes in wind direction,

which can occur vertically as well as horizontally. Wind
shear can be very dangerous to all airplanes, large and
small, particularly on approach to landing when airspeeds
are slow.
A horizontal wind shear is a sudden change in wind direction
or speed that can, for example, transform a headwind into a
tailwind, producing a sudden decrease in indicated airspeed
because ol the inertia of the airplane. A vertical wind shear,
is a sudden updraft or downdraft. Microbursts are intense,
highly localized severe downdrafts.
The prediction of wind shears is far from an exact science.

Monitor your airspeed carefully when flying near storms,
particularly on approach. Be mentally prepared to add power
and go around at the first indication that a wind shear is
being encountered.
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h
Twin Engine (Piston)
Section X
Safety Information
FLIGHT IN ICING COND/T/ONS
Every pilot should be intimately acquainted with the FAA
Approved National Weather Service definitions for ice inten-
sity and accumulation which we have reprinted below:
Intensity Ice Accumulation

Trace ice becomes perceptible. Rate of
accumulation slightly greater than rate
ol sublimation. lt is not hazardous
even though deicing/anti-icing equip-
ment is not utilized, unless encoun-
tered for an extended period of time
(over 1 hour).
Light The rate of accumulation may create a
problem il flight is prolonged in this
environment (over 1 hour). Occasional
use of deicing/anti-icing equipment
removes/prevents accumulation. lt
does not present a problem if the
deicing/anti-icing equipment is used.
Moderate The rate oi accumulation is such that
even short encounters become poten-
tially hazardous and use of deicing/
anti-icing equipment or diversion is
necessary.
Severe The rate of accumulation is such that
deicing/anti-icing equipment tails to
reduce or control the hazard. Immedi-
ate diversion is necessary.
lt isno longer unusual to find deicing and anti-icing equip-
ment on a wide range of airplane sizes and types. Since the
capability of this equipment varies, it becomes the pilot's pri-
mary responsibility to understand limitations which restrict
the use of his airplane in icing conditions and the conditions
which may exceed the systems capacity.
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Section X Qeediqraft
Pilots and airplane owners must carefully review the Pilot‘s
Manual in order to ascertain the required operable equip-
ment needed for flight in icing conditions. ln addition, they
must ascertain from the same source the limits of approval
or certification of their airplane for flight in icing conditions,
and plan the flight accordingly, il icing conditions are known
or forecast along the route.
Every owner and pilot of an airplane should understand that

it isnot uncommon to find airplanes equipped with less than
the full complement ol available systems and equipment.
For example, propellers and pitot tube may be protected, but
the airplane may not have wing boots or tail boots. The
reverse might be true. Windshield, pitot and airfoil surfaces
might be protected, but the propellers might not be. Before
undertaking any flight into areas where icing conditions
might be expected, inspect the airplane and review the
Pilot‘s Operating Handbook and FAA Approved Airplane
Flight Manual to be certain that you are supported by the full
complement of required IFR and deicing/anti-icing equip-
ment.
Remember that regardless of its combination of deicing/anti-
icing equipment, any airplane not fully equipped and func-
tional for IFR flight is not properly equipped for flight in icing
conditions. An airplane which is not approved or certificated
for flight in icing conditions, or which does not have all criti-
cal areas protected in the required manner by fully opera-
tional anti-icing equipment must not be exposed to icing
encounters of any intensity. When icing is detected, the pilot
of such an airplane must make an immediate diversion by
flying out of the area of visible moisture or going to an alti-
tude where icing is not encountered.
Some models of Beech airplanes were approved for flight in

certain limited icing conditions under the FAA's Bureau of
Flight Standards Release No. 434. Under this release, prop-
erly equipped airplanes are approved for flight in light to
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Qeechgmii Section X
moderate icing conditions only. Ftefer to Sections 2 and 4 of
the above document for icing limitations. These airplanes
are not approved for extended flight in moderate icing con-
ditions or flights in any severe icing conditions. Flight in
these conditions must be avoided.
Even airplanes fully equipped and certified for flight in the
icing conditions described in Appendix C to FAR Part 25
must avoid flights into those conditions defined by the
National Weather Service as ”Severe”. The National
Weather Service definition of "Severe icing" describes that
conditions as: "the rate of accumulation is such that deicing/
anti-icing equipment fails to reduce or control the hazard."
No airplane equipped with any combination of deicinglanti-
icing equipment can be expected to cope with such condi-
tions. As competent pilots know, there appears to be no
predictable limits for the severest weather conditions. For
essentially the same reasons that airplanes, however
designed or equipped for IFR flight, cannot be flown safely
into conditions such as thunderstorms, tornadoes, hurri-
canes or other phenomena likely to produce severe turbu-
lence, airplanes equipped for flight in icing conditions cannot
be expected to cope with "Severe" icing conditions as
defined by the National Weather Sen/ice. The prudent pilot
must remain alert to the possibility that icing conditions may
become ”severe" and that his equipment will not cope with
them. At the first indication that such condition may have
been encountered or may lie ahead, he should immediately
react by selecting the most expeditious and safe course for
diversion.
Every pilot of a properly fully-equipped Beech airplane who

ventures into icing conditions must maintain the minimum
speed (KIAS) for operation in icing conditions, which is set
forth in the Normal Procedures section, and in the Limita-
tions section, of his Pilot’s Operating Handbook and FAA
Approved Airplane Flight Manual. lf a minimum speed for
flight in icing conditions is not specified in the manual, the
following minimum indicated airspeeds must be maintained:
May, 1994 10-33
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Section X Qeechgrah
All Baron and Travel Air Models - 130 KlAS
All other BEECHCRAFT twin~engine models - 140 KIAS
The pilot must remain aware of the fact that if he allows his
airspeed to deteriorate below this minimum speed, he will
increase the angle of attack of his airplane to the point
where ice may build up on the under side of the wings aft of
the area protected by the boots.
The fact or extent of ice build-up in unprotected areas will

not be directly observable from the cockpit. Due to distortion
of the wing airfoil, increased drag and reduced lift, stalling
speeds will increase as ice accumulates on the airplane. For
the same reasons, stall warning devices are not accurate
and cannot be relied upon in icing conditions.
Even though the pilot maintains the prescribed minimum
speeds for operating in icing conditions, ice is still likely to
build up on the unprotected areas (the fuselage and unpro-
tected wing leading edge inboard of the engine nacelle).
Under some atmospheric conditions, it may even build up aft
ofthe boots despite the maintenance of the prescribed mini-
mum speed. The effect of ice accumulation on any unpro-
tected surface is aggravated by length of exposure to the
icing conditions. Ice buildup on unprotected surfaces will
increase drag, add weight, reduce lift, and generally,
adversely affect the aerodynamic characteristics and perfor-
mance of the airplane. lt can progress to the point where the
airplane is no longer capable of flying. Therefore, the pilot
operating even a fully-equipped airplane in sustained icing
conditions must remain sensitive to any indication, such as
observed ice accumulation, loss of airspeed, the need for
increased power, reduced rate of climb, or sluggish
response, that ice is accumulating on unprotected surfaces
and that continued flight in these conditions is extremely
hazardous, regardless of the performance of the deicing/
anti-icing equipment.
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Qeechcralt Section X
Since flight in icing conditions is not an everyday occur-
rence, it is important that pilots maintain a proper proficiency
and awareness of the operating procedures necessary for
safe operation of the airplane and that the airplane is in a
condition for safe operation.
Ensure moisture drains in the airplane structure are main-
tained open as specified in the Aircraft Maintenance Manual,
so that moisture will not collect and cause freezing in the
control cable area. Also, control surface tab hinges should
be maintained and lubricated as specified in the Aircraft
Maintenance Manual.
ln icing conditions the autopilot should be disengaged at an
altitude sufficient to permit the pilot to gain the feel of the
airplane prior to landing. In no case should this be less than
the minimum altitude specified in the Autopilot Airplane
Flight Manual Supplement.
Observe the procedures set forth in your Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual during
operation in icing conditions.
Activate your deice and anti-icing systems before entering
an area of moisture where you are likely to go through a
freezing level, to make sure all necessary equipment is
operative.
Rapid cycling of deice boots or cycling before at least one-
half inch (1/2") of ice has accumulated (measured in the
chordwise direction or forward from the leading edge), may
cause the ice to grow outside the contour of the inflated
boots and prevent ice removal.
For any owner or pilot whose use pattern for an airplane
exposes it to icing encounters, the following references are
required reading for safe flying:
o The airplane's Pilot's Operating Handbook and FAA
May, 1994 10-35
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Section X Qeechgmft
Approved Airplane Flight Manual, especially the sec-
tions on Normal Procedures, Emergency Procedures,
Abnormal Procedures, Systems, and Safety informa-
tion.
o FAA Advisory Circulars 91-51 Airplane Deice and Anti-
ice Systems
~ FAA Advisory Circulars 135-9 Icing Limitations
-
» Weather Flying by Robert N. Buck.

Finally, the most important ingredients to safe flight in icing
conditions - regardless of the airplane or the combination of
deicing/anti-icing equipment are a complete and current
-
weather briefing, sound pilot judgement, close attention to

the rate and type of ice accumulations, and the knowledge
that "severe icing" as defined by the National Weather Ser-
vice is beyond the capability of modern airplanes and imme-
diate diversion must be made. It is the inexperienced or
uneducated pilot who presses on "regardless", hoping that
steadily worsening conditions will improve, only to find him-
self flying an airplane which has become so loaded with ice
that he can no longer maintain altitude. At this point he has
lost most, if not all, of his safety options, including perhaps a
180 degree turn to return along the course already traveled.
The responsible and well-informed pilot recognizes the limi-

tations of weather conditions, his airplane and its systems,
and reacts promptly.
WEA THEH RADAR
Airborne weather avoidance radar is, as its name implies,

for avoiding severe weather--not for penetrating it. Whether
to fly into an area of radar echoes depends on echo inten-
sity and shape, spacing between the echoes, and the capa-
bilities of you and your airplane. Remember that weather
radar detects only precipitation drops. Therefore, the radar
scope provides no assurance of avoiding turbulence. The
radar scope also does not provide assurance of avoiding
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Qgegl-malt Section X
instrument weather from clouds and log. Your scope may be
clear between intense echoes; this clear area does not nec-
essarily mean you can fly between the storms and maintain
visual sighting of them.
Thunderstorms build and dissipate rapidly. Therefore, do not
attempt to plan a course between echoes using ground
based radar. The best use of ground radar information is to
isolate general areas and coverage of echoes. You must
avoid individual storms from in-flight observations either by
visual sighting or by airborne radar. It is better to avoid the
whole thunderstorm area than to detour around individual
storms unless they are scattered.
Flemember that while hall always gives a radar echo, it may
fall several miles from the nearest visible cloud and hazard-
ous turbulence may extend to as much as 20 miles from the
echo edge. The intensity of the radar echo from hail varies
with the size and nature of the hailstone. A hailstone with a
wet surface gives a strong radar return while a dry hailstone
gives a relatively weak return. Avoid intense or extreme
level echoes by at least 20 miles; that is, such echoes
should be separated by at least 40 miles before you fly
between them. With weaker echoes you can reduce the dis-
tance by which you avoid them.
Above all, remember this: never regard any thunderstorm
lightly. Even when radar observers report the echoes are of
light intensity, avoiding thunderstorms is the best policy. The
following are some do's and don‘ts of thunderstorm avoid-
ance:
1. Don’t land or take off in the face of an approaching
thunderstorm. A sudden gust front of low level turbu-
lence could cause loss ol control.
2. Don‘t attempt to fly under a thunderstorm even if you
can see through to the other side. Turbulence and wind
shear under the storm could be disastrous.
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Section X ‘Qeechgmfl
Safety information Twln Englne (Piston)
3. Don’t fly without airborne radar into a cloud mass con-
taining scattered embedded thunderstorms. Embedded
thunderstorms usually can not be visually circumnavi-
gated.
4. Don‘t trust visualappearance to be a reliable indicator
of the turbulence inside a thunderstorm.
5. Do avoid by at least 20 miles any thunderstorm identi-
fied as severe or giving an intense radar echo. This is
especially true under the anvil ot a large cumulonimbus.
6. Do circumnavigate the entire area if the area has 6/10
or greater thunderstorm coverage.
7. Do remember that vivid and frequent lightning indicates
the probability ol a severe thunderstorm.
8. Do regard as extremely hazardous any thunderstorm
with tops 35,000 feet or higher, whether the top is visu-
ally sighted or determined by radar.
lfyou cannot avoid penetrating a thunderstorm, the follow-

ing are some do‘s BEFORE entering the storm:
9. Tighten your safety belt, put on your shoulder harness,
and secure all loose objects.
10. Plan and hold your course to take you through the
storm in minimum time.
11. To avoid the most critical icing, establish a penetration
altitude below the freezing level or above the level of
-15°C.
12. Verify that pitot heat is on and turn on carburetor heat
or engine anti-ice. lcing can be rapid at any altitude and
cause almost instantaneous power failure and/or loss of
airspeed indication.
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R
Twin Engine (Piston)
SQCNOI1 X
Safety Information
MOUNTAIN FLYING
Pilots flyingin mountainous areas should inform themselves
aspects of mountain flying, including the effects of top-
of all
ographic features on weather conditions. Many good articles
have been published, and a synopsis of mountain flying
operations is included in the FAA Airman's information Man-
ual, Part 1.
Avoid flight at low altitudes over mountainous terrain, par-

ticularly near the lee slopes. If the wind velocity near the
level of the ridge is in excess of 25 knots and approximately
perpendicular to the ridge, mountain wave conditions are
likelyover and near the lee slopes. lf the wind velocity at the
level of the ridge exceeds 50 knots, a strong mountain wave
is probable with extreme up and down drafts and severe tur-
bulence. The worst turbulence will be encountered in and
below the rotor zone, which is usually 8 to 10 miles down-
wind from the ridge. This zone is sometimes characterized
by the presence of "roll clouds" if sufficient moisture is
present; altocumulus standing lenticular clouds are also vis-
ible signs that a mountain wave exists, but their presence is
likewise dependent on moisture. Mountain wave turbulence
can, of course, occur in dry air and the absence of such
clouds should not be taken as assurance that mountain
wave turbulence will not be encountered. A mountain wave
downdralt may exceed the climb capability of your airplane.
Avoid mountain wave downdrafts.
VFF? - LOW CEIL/NGS

lf you are not instrument rated, do not attempt "VFR on Top"
or "Special VFR” flight or clearances. Being caught above a
solid cloud layer when an emergency descent is required (or
at destination) is an extremely hazardous position for the
VFR pilot. Accepting a clearance out of airport control zones
with no minimum ceiling and one-mile visibility as permitted
with "Special VFR" is a foolish practice for the VFR pilot.
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Section X Qeechcrah
Avoid areas of low ceilings and restricted visibility unless

you are instrument rated and proficient and have an instru-
ment equipped airplane. Then proceed with caution and with
planned alternates.
VFR AT NIGHT
When flying VFR at night, in addition to the altitude appro-
priate for the direction of flight, pilots should maintain a safe
minimum altitude as dictated by terrain, obstacles such as
TV towers, or communities in the area flown. This is espe-
cially true in mountainous terrain, where there is usually very
little ground reference. Minimum clearance is 2,000 feet
above the highest obstacle en route. Do not depend on your
ability to see obstacles in time to miss them. Flight on dark
nights over sparsely populated country can be the same as
lFFt, and must be avoided by inexperienced or non-IFR
rated pilots.
VERT/GO - DISOHIENTATION
Disorientatlon can occur in a variety of ways. During flight,
inner ear balancing mechanisms are subjected to varied
forces not normally experienced on the ground. This, com-
bined with loss of outside visual reference, can cause ver-
tigo. False interpretations (illusions) result, and may confuse
the pilot‘s conception of the attitude and position of his air-
plane.
Under VFR conditions, the visual sense, using the horizon
as a reference, can override the illusions. Under low visibil-
ityconditions (night, fog, clouds, haze, etc.) the illusions pre-
dominate. Only through awareness of these illusions, and
proficiency in instrument flight procedures, can an airplane
be operated safely in a low visibility environment.
Flying in fog, dense haze or dust, cloud banks, or very low

visibility, with strobe lights or rotating beacons turned on can
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Qeechcfalt Section X
Twln Engine (Plston) Safety information
contribute to vertigo. They should be turned off in these
conditions, particularly at night.
Allpilot’s should check the weather and use good iudgment
inplanning flights. The VFR pilot should use extra caution in
avoiding low visibility conditions.
Motion sickness often precedes or accompanies disorienta-

tion and may further jeopardize the flight.
Disorientation in low visibility conditions is not limited to VFR

pilots. Although IFR pilots are trained to look at their instru-
ments to gain an artificial visual reference as a replacement
for the loss of a visual horizon, they do not always do so.
This can happen when the pilot’s physical condition will not
permit him to concentrate on his instruments; when the pilot
is not proficient in flying instrument conditions in the airplane
he is flying; or, when the pilot’s work load of flying by refer-
ence to his instruments is augmented by such factors as
turbulence. Even an instrument rated pilot encountering
instrument conditions, intentional or unintentional, should
ask himself whether or not he is sufficiently alert and profi-
cient in the airplane he is flying, to fly under low visibility
conditions and in the turbulence anticipated or encountered.
lfany doubt exists, the flight should not be made or it should
be discontinued as soon as possible.
The result of vertigo is loss of control of the airplane. lf the

loss of control is sustained, it will result in an excessive
speed accident. Excessive speed accidents occur in one of
two manners, either as an inflight airframe separation or as
a high speed ground impact; and they are fatal accidents in
either case. All airplanes are subject to this form of accident.
For years, Beech Pilot‘s Operating Handbooks and FAA

Approved Airplane Flight Manuals have contained instruc-
tions that the landing gear should be extended in any cir-
cumstance in which the pilot encounters IFR conditions
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Sectlon X Qeechgmh
which approach the limits of his capability or his ratings.
Lowering the gear in IFR conditions or flight into heavy or
severe turbulence, tends to stabilize the airplane, assists in
maintaining proper airspeed, and will substantially reduce
the possibility of reaching excessive airspeeds with cata-
strophic consequences, even where loss of control is expe-
rienced.
Excessive speed accidents occur at airspeeds greatly in
excess of two operating limitations which are specified in the
manuals: Maximum maneuvering speed and the "red line”
or maximum operating speed. Such speed limits are set to
protect the structure of an airplane. For example, flight con-
trols are designed to be used to their fullest extent only
below the airplane‘s maximum maneuvering speed. As a
result, the control surfaces should never be suddenly or fully
deflected above maximum maneuvering speed. Turbulence
penetration should not be performed above that speed. The
accidents we are discussing here occur at airspeeds greatly
in excess of these limitations. No airplane
should ever be
flown beyond its FAA approved operating limitations.
FLIGHT OF MUL TI-ENGINE A/HPLANES WITH

ONE ENGINE INOPERA TIVE
The major difference between flying a twin-engine and
single-engine airplane is knowing how to manage the flight
if one engine loses power for any reason.
Safe flight with
one engine inoperative requires an understanding of the
basic aerodynamics involved as well as proficiency in eng-
-
ine out procedures.
Loss of power from one engine affects both climb perfor-

mance and controllability of twin-engine airplanes. Climb
performance depends on an excess of power over that
required for level flight. Loss of power from one engine obvi-
ously represents a 50% loss of horsepower but, in virtually
all twin-engine airplanes, climb performance is reduced by
at least 80%. A study of the charts in your Pilot’s Operating
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Qeedqgraa Section X
Handbook and FAA Approved Airplane Flight Manual will
confirm this fact. Single-engine climb performance depends
on four factors:
Airspeed too little, or too much, will decrease

climb performance
Drag gear, flaps, cowl flaps, prop, and

speed
Power amount available in excess of that
needed for level flight
Weight passengers, baggage, and fuel load
greatly affect climb performance
Loss of power on one engine creates yaw due to asymmet-
ric thrust. Yaw forces must be balanced with the rudder.
Loss of power on one engine also reduces airflow over the
wing causing a roll toward the "dead” engine which must be
balanced with the aileron. The net result of these forces
cause the airplane to sideslip slightly toward the dead eng-
ine. This sideslip may be balanced by banking slightly (up to
5°) into the operating engine.
ln the event of an engine failure with the

main tanks less than one-quarter full, correc-
tive action must be taken immediately to pre-
vent large yaw angles from developing and
causing stoppage of the remaining engine.
Airspeed is the key to safe single engine operations. For

most twin-engine airplanes there is:
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Section X Qeechgfgh
Symbol Description
VMCA Airspeed below which directional con-
trol cannot be maintained
V555 Airspeed below which an intentional

engine cut should never be made
Vygg Airspeed that will give the best single
engine rate-of-climb (or the slowest
loss of altitude)
VXSE Airspeed that will give the steepest
angle-of-climb with one engine out
AIR MINIMUM CONTFIOL SPEED (VMCA)

VMCA is designated by the red radial on the airspeed indica-
tor and indicates the minimum control speed, airborne at
sea level. VMCA is determined by FAA regulations as the
minimum airspeed at which it is possible to recover direc-
tional control of the airplane within 20 degrees heading
change, and thereafter maintain straight flight, with not more
than 5 degrees of bank if one engine fails suddenly with:
o Takeoff power on both engines
» Rearmost allowable center of gravity
o Flaps in takeoff position
¢ Propeller windrnilling in takeoff pitch configuration
However, sudden engine failures rarely occur with all factors
listed above, and therefore, the actual VMCA in any particu-
lar situation may be a little slower than the red radial on the
airspeed indicator. Most airplanes with an inoperative eng-
ine will not maintain level flight at maximum power at speeds
at or near VMCA. Consequently, it is not advisable to fly at
speeds approaching VM(;A, except in training situations or
during flight tests. Adhering to the practice of never flying at
or below the published VMCA speed for your airplane does
not eliminate loss of directional control as a problem in the
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Qggdm-aft Section X
event of an engine failure. The pilot must be prepared to use
assertive control input to maintain airplane control following
an engine failure.
INTENTIONAL ONE-ENGINE /NOPEHA T/VE

SPEED (VSSE)
V555 is specified by the airplane manufacturer and is the
minimum speed at which to perform intentional engine cuts.
Use of V335 is intended to reduce the accident potential
from loss of control after engine cuts at or near minimum
control speed. VM¢A demonstrations are necessary in train-
ing but should only be made at safe altitude above the ter-
rain and with power reduction on one engine made at or
above VSSE.
ONE-ENGINE-INOPERA T/VE BEST
RA TE-OF-CLIMB SPEED (vi/SE)
Vygg is designated by the blue radial on the airspeed indi-

cator. VYSE delivers the greatest gain in altitude in the short-
est possible time, and is based on the following criteria:
» Critical engine inoperative, and its propeller in the mini-
mum drag position.
» Operating engine set at not more than the maximum
continuous power.
° Landing gear retracted.
° Wing flaps up.
0 Cowl flaps as required for engine cooling.
~ Airplanes flown at recommended bank angle (up to 5°
into operating engine).
Drag caused by a windmilling propeller, extending landing
gear, or flaps in the landing position, will severely degrade
or destroy single engine climb performance. Since climb
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Section X Qeeghq-aft
performance varies widely with type of airplane, weight, tem-
perature, altitude, and airplane configuration, the climb gra-
dient (altitude gain or loss per mile) may be marginal or -
even negative under some conditions. Study the Pilot's

-

Manual for your airplane and know what performance to
expect with one engine out.
ONE-ENGINE-INOPERA TI VE BEST
ANGLE-oF-CL/MB SPEED (VXSE)
VXSE is used only to clear obstructions during initial climb-
out as it gives the greatest altitude gain per unit of horizon-
tal distance. It provides less engine cooling and requires
more rudder control input than VYSE.
SINGLE ENGINE SERV/CE CEILING
The single engine service ceiling is the maximum altitude at
which an airplane will climb at a rate of at least 50 feet per
minute in smooth air, with one engine inoperative.
The single engine service ceiling chart should be used dur-
ing flight planning to determine whether the airplane, as
loaded, can maintain the Minimum En Route Altitude (MEA)
if IFR, or terrain clearance if VFR, following an engine fail-
ure.
BASIC SINGLE ENG/NE PROCEDURES

Know and follow, to the letter, the single-engine emergency
procedures specified in your Pilot's Operating Handbook
and FAA Approved Airplane Flight Manual for your specific
make and model airplane. However, the basic fundamentals
of all the procedures are as follows:
1. Maintain airplane control and airspeed at all times.

THIS IS CARDINAL RULE NUMBER ONE.
2. Usually, apply maximum power to the operating engine.
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Qeeglqgfafi Section X
However, if the engine failure occurs at a speed below
VMCA, during cruise or in a steep turn, you may elect to
use only enough power to maintain a safe speed and
altitude. lf the failure occurs on final approach, use
power only as necessary to complete the landing.
3. Fteduce drag to an absolute minimum.
4. Secure the failed engine and related sub-systems.
The first three steps should be done promptly and from

memory. The check list should then be consulted to be sure
that the inoperative engine is secured properly and that the
appropriate switches are placed in the correct position. The
airplane must be banked about 5° into the operating engine,
with the "slip/skid” ball slightly out of center toward the oper-
ating engine, to achieve rated performance.
Another note of caution: Be sure to identify the dead eng-
ine, positively, before securing it. Remember: First identify
the suspected engine (i.e., "Dead foot means dead eng-
ine”), second, verify with cautious throttle movement, then
secure.
ENGINE FAILURE ON TAKEOFF
ll an engine fails before attaining lift-off speed or below
VMCA, the only proper action is to discontinue the takeoff. lf
the engine fails after lift-off with the landing gear still down,
the takeoff should still be discontinued if touchdown and
roll-out on the remaining runway is still possible.
Ifyou do find yourself in a position of not being able to climb,

it ismuch better to reduce the power on the good engine
and land straight ahead than try to force a climb and lose
control.
Your Pilot‘s Operating Handbook and FAA Approved Air-

plane Flight Manual contains charts that are used in calcu-
lating the runway length required to stop il the engine fails
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Section X Qeedqgmh
before reaching lift-off speed and also has charts showing
the single-engine performance after lllt-off.
Study your charts carefully. No airplane is capable of climb-

ing out on one engine under all weight, pressure altitude,
and temperature conditions. Know, before you take the
actual runway, whether you can maintain control and climb
out if you lose an engine while the gear is still down. It may
be necessary to off-load some weight, or wait for more
favorable temperatures.
WHEN TO FLY VX, VY, VXSE AND VYSE
During normal two-engine operations, always fly Vy (Vx if
necessary for obstacle clearance) on initial climb out. Then,
accelerate to your cruise climb airspeed, which may be Vy
plus 10 or 15 knots after you have obtained a safe altitude.
Use of cruise climb airspeed will give you better engine cool-
ing, increased inflight visibility and better fuel economy.
However, at first indication of an engine failure during climb
out, or while on approach, establish VYSE or VXSE, which-
ever is appropriate. (Consult your Pilot’s Operating Hand-
book and FAA Approved Airplane Flight Manual for specif-
ics.)
STALLS, SLOW FLIGHT AND TRAINING

The stall warning system must be kept operational at all
times and must not be deactivated by interruption of circuits,
circuit breakers, or fuses. Compliance with this requirement
is especially important in all high performance multi-engine
airplanes during engine-out practice or stall demonstrations,
because the stall speed is critical in all low speed operations
of high-performance airplanes.
Training should be accomplished under the supervision of a
qualified instructor-pilot, with careful reference to the appli-
cable sections of the FAA Practical Test Standards and FAA
Pilot Transition Courses for Complex Single Engine and
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Qeechcran sermon x
Twin Engine (Piston) Safety lntormatlon
Light Twin Engine Airplanes (AC61-9B). ln particular,
observe carefully the warnings in the Practical Test Stan»
dards.
The single-engine stall speed ol a twin-engine airplane is
generally slightly below the power oft (engines idle) stall
speed, lor a given weight condition. Single-engine stalls
should not be conducted in multi-engine airplanes by other
than qualified engineering test pilots.
%fi/;,%
W
Vmco
é§§¢ STALL
FIRST
§ %§E°8¥l¥£-*TCSS
INDICAT ED AIRSPEED --_-_-

.i.______..>
RELATIONSHIP BETWEEN STALL SPEED AND
Vmco FOR AIRCRAFT WITH NORMALLY
ASPIRATED ENGINES. cwnmmo |04
Engine-out minimum control speed generally decreases with

altitude, while the single engine stall speed remains approxi-
mately constant for normally aspirated engines. No such
demonstration should be attempted when the altitude and
temperature are such that the engine-out minimum control
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Section X Qeedqcraft
speed is known, or discovered to be, close to the stalling
speed. Loss of directional or lateral control, just as a stall
occurs, is potentially hazardous.
VSSE, the airspeed below which an engine should not be
intentionally rendered inoperative for practice purposes, was
established because of the apparent practice of some pilots,
instructors, and examiners, of intentionally rendering an
engine inoperative at a time when the airplane is being oper-
ated at a speed close to, or below the power-idle stall
speed. Unless the pilot takes immediate and proper correc-
tive action under such circumstances, it is possible to enter
an inadvertent spin.
lt isrecognized that flight below V555 with one engine inop-

erative, or simulated inoperative, may be required for condi-
tions such as practice demonstration of VMCA for multi-
engine pilot certification. Fiefer to the procedure set forth in
the Pilot's Operating Handbook and FAA Approved Airplane
Flight Manual for your airplane. This procedure calls for
simulating one engine inoperative by reducing the power
level (throttle) on one engine to idle while operating at an
airspeed above VSSE. Power on the other engine is set at
maximum, then airspeed is reduced at approximately one
knot per second until either VM¢A or stall warning is
obtained. During this transition, rudder should be used to
maintain directional control, and allerons should be used to
maintain a 5° bank toward the operative engine. At the first
sign of either VM¢A or stall warning (which may be evi-
denced by inability to maintain longitudinal, lateral or direc-
tional control, aerodynamic stall bulfet, or stall warning horn
sound), recovery must be initiated immediately by reducing
power to idle on operative engine and lowering the nose to
regain VSSE. Fiesume normal flight. This entire procedure
should be used at a sale altitude of at least 5,000 feet above
the ground in clear air only.
llstall warning is detected prior to the first sign of VM¢A, an

engine-out minimum control speed demonstration cannot be
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Qgechm-afi Section X
accomplished under the existing gross weight conditions
and should not be attempted.
SP/NS
A major cause of fatal accidents in general aviation air-
planes is a spin. Stall demonstrations and practice are a
means for a pilot to acquire the skills to recognize when a
stall is about to occur and to recover as soon as the first
signs ol a stall are evident.
lf a stall does not occur - A spin cannot occur. lt is
important to remember however, that a stall can occur in
any flight attitude, at any airspeed, if controls are misused.
Unless your airplane has been specifically certificated in the
aerobatic category and specifically tested for spin recovery
characteristics, it is placarded against intentional spins. The
pilot of an airplane placarded against intentional spins
should assume that the airplane may become uncontrollable
in a spin, since its performance characteristics beyond cer-
tain Iimits specified in the FAA regulations may not have
been tested and are unknown. This is why airplanes are
placarded against intentional spins, and this is why stall
avoidance is your protection against an inadvertent spin.
Pilots are taught that intentional spins are entered by delib-
erately inducing a yawing moment with the controls as the
airplane is stalled. inadvertent spins result from the same
combination - stall plus yaw. That is why it is important to
use coordinated controls and to recover at the first indication
of a stall when practicing stalls.
In any twin engine airplane, fundamental aerodynamics dic-

tate that if the airplane is allowed to become fully stalled
while one engine is providing lift-producing thrust, the yaw-
ing moment which can induce a spin will be present. Conse-
quently, it is important to immediately reduce power on the
operating engine, lower the nose to reduce the angle of
attack, and increase the airspeed to recover from the stall.
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Section X Qeecl-graft
ln any twin engine airplane, il application of stall recovery
controls is delayed, a rapid rolling and yawing motion may
develop, even against full aileron and rudder, resulting in the
airplane becoming inverted during the onset of a spinning
motion. Once the airplane has been permitted to progress
beyond the stall and is allowed to reach the rapid rolling and
yawing condition, the pilot must then immediately initiate the
generally accepted spin recovery procedure for multi-engine
airplanes, which is as follows:
Immediately move the control column full fonn/ard, apply full
rudder opposite to the direction of the spin and reduce
power on both engines to idle. These three actions should
be done as near simultaneously as possible; then continue
to hold this control position until rotation stops, then neutral-
ize all controls and execute a smooth pullout. Ailerons
should be neutral during recovery. THE LONGER THE
PILOT DELAYS BEFORE TAKING CORRECTIVE ACTION,
THE MORE DlFFlCULT RECOVERY WILL BECOME.
Always remember that extra alertness and pilot techniques

are required for slow flight maneuvers, including the practice
or demonstration of stalls or VMCA. In addition to the forego-
ing mandatory procedure, always:
- Be certain that the center of gravity of the airplane is as
far forward as possible. Forward C.G. aids stall recov-
ery, spin avoidance and spin recovery. An aft C.G. can
create a tendency for a spin to stabilize, which delays
recovery.
» Whenever a student pilot will be required to practice
slow flight or single-engine maneuvers, be certain that
the qualified instructor pilot has a full set of operable
controls available. FAA regulations prohibit flight
instruction without full dual controls.
~ Conduct any maneuvers which could possibly result in
a spin at altitudes in excess of five thousand (5,000)
feet above ground level in clear air only.
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Qeechgmft Section X
» Remember that an airplane, at or near traffic pattern
and approach altitudes, cannot recover from a spin, or
perhaps even a stall, before impact with the ground. For
twin engine airplanes, when descending to traffic alti-
tude and during pattern entry and all other flight opera-
tions, maintain speed no lower than V555 On final final
approach maintain at least the airspeed shown in the
flight manual. Should a go-around be required, do not
apply more power than necessary until the airplane has
accelerated to V555 Recognize that under some con-
ditions of weight, density altitude, and airplane configu-
ration, a twin engine airplane cannot climb or accelerate
on a single engine. Hence a single engine go-around is
impossible and the airplane is committed to a landing.
Plan your approach accordingly.
° Remember that if an airplane tlown under instrument
conditions is permitted to stall or enter a spin, the pilot,
without reference to the horizon, is certain to become
disoriented. He may be unable to recognize a stall, spin
entry, or the spin condition and he may be unable to
determine even the direction ot the rotation.
o Finally, never torget that stall avoidance is your best
protection against an inadvertent spin. MAINTAIN
YOUR AIRSPEED.
DESCENT
ln twin engine piston-powered airplanes, supercharged or
normally aspirated, it is necessary to avoid prolonged
descents with low power, as this produces two problems: (1)
excessively cool cylinder head temperatures which cause
premature engine wear, and (2) excessively rich mixtures
due to idle enrichment (and altitude) which causes soot and
lead deposits on the spark plugs (fouling). The second of
these is the more serious consideration; the engine may not
respond to the throttle when it is desired to discontinue the
descent. Both problems are amenable to one solution: main-
tain adequate power to keep cylinder head temperatures in
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Sectlon X Qeechgrafr
Safety information Twin Englne (Piston)
the ”green" range during descent, and lean to best power

mixture (that is, progressively enrich the mixture from cruise
only slightly as altitude decreases). This procedure will
lengthen the descent, of course, and requires some
advance planning. lf it ls necessary to make a prolonged
descent at or near idle, as in practicing forced landings, at
least avoid the problem of fouled spark plugs by frequently
advancing the throttle until the engine runs smoothly, and
maintain an appropriate mixture setting with altitude. (Refer
to pre-landing check list.)
VOHTICES - WAKE TURBULENCE
Every airplane generates wakes of turbulence while in flight.

Part oi this is from the propeller or jet engine, and part from
the wing tip vortices. The larger and heavier the airplane,
the more pronounced and turbulent the wakes will be. Wing
tip vortices from large, heavy airplanes are very severe at
close range, degenerating with time, wind and distance.
These are rolling in nature, from each wing tip. In tests, vor-
tex velocities of 133 knots have been recorded. Encounter-
ing the rolling effect of wing tip vortices within two minutes
after passage of large airplanes is most hazardous to light
airplanes. This roll effect can exceed the maximum counter-
roll obtainable in a light airplane. The turbulent areas may
remain for as long as three minutes or more, depending on
wind conditions, and may extend several miles behind the
airplane. Plan to fly slightly above and to the windward side
of other airplanes. Because of the wide variety of conditions
that can be encountered, there is no set rule to follow to
avoid wake turbulence in all situations. However, the Air-
man's lnlormation Manual, and to a greater extent Advisory
Circular 90-23, Aircraft Wake Turbulence, provide a thor-
ough discussion of the factors you should be aware of when
wake turbulence may be encountered.
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Qeechgmff Section X
TAKEOFF AND LAND/NG COND/T/ONS

When taking off on runways covered with water or freezing
slush, the landing gear should remain extended for approxi-
mately ten seconds longer than normal, allowing the wheels
to sp_in and dissipate the freezing moisture. The landing gear
should then be cycled up, then down, wait approximately
five seconds and then retracted again. Caution must be
exercised to insure that the entire operation is performed
below Maximum Landing Gear Operating Airspeed.
Use caution when landing on runways that are covered by
water or slush which cause hydroplaning (aquaplaning), a
phenomenon that renders braking and steering ineffective
because of the lack of sufficient surface friction. Snow and
ice covered runways are also hazardous. The pilot should
also be alert to the possibility of the brakes freezing.
Use caution when taking off or landing during gusty wind

conditions. Also be aware of the special wind conditions
caused by buildings or other obstructions located near the
runway.
MEDICAL FACTS FOR PILOTS
GENERAL
When the pilot enters the airplane, he becomes an integral
part of the man-machine system. He is just as essential to a
successful flight as the control surfaces. To ignore the pilot
in preflight planning would be as senseless as failing to
inspect the integrity of the control surfaces or any other vital
part of the machine. The pilot has the responsibility for
determining his reliability prior to entering the airplane for
flight. When piloting an airplane, an individual should be free
of conditions which are harmful to alertness, ability to make
correct decisions, and rapid reaction time.
May, 1994 1o-55
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Section X ‘Qeechcmli
FA TIGUE
Fatigue generally slows reaction time and causes errors due

to inattention. ln addition to the most common cause of
fatigue; insufficient rest and loss of sleep, the pressures of
business, financial worries, and family problems can be
important contributing factors. lf you are tired, don't fly.
H YPOXIA
Hypoxia, in simple terms, is a lack of sufficient oxygen to

keep the brain and other body tissues functioning properly.
There is a wide individual variation in susceptibility to hyp-
oxia. In addition to progressively insufficient oxygen at
higher altitudes, anything interfering with the blood‘s ability
to carry oxygen can contribute to hypoxia (anemias, carbon
monoxide, and certain drugs). Also, alcohol and various
drugs decrease the brain’s tolerance to hypoxia.
Your body has no built-in alarm system to let you know
when you are not getting enough oxygen. lt is impossible to
predict when or where hypoxia will occur during a given
flight, or how it will manifest itself. Some of the common
symptoms of hypoxia are increased breathing rate, a light-
headed or dizzy sensation, tingling or warm sensation,
sweating, reduced visual field, sleepiness, blue coloring of
skin, fingernails, and lips, and behavior changes. A particu-
larly dangerous feature of hypoxia is an increased sense of
well-being, called euphoria. lt obscures a person's ability
and desire to be critical of himself, slows reaction time, and
impairs thinking ability. Consequently, a hypoxic individual
commonly believes things are getting progressively better
while he nears total collapse.
The symptoms are slow but progressive, insidious in onset,

and are most marked at altitudes starting above ten thou-
sand feet. Night vision, however, can be impaired starting at
an altitude of 5,000 feet. Persons who have recently overin-
dulged in alcohol, who are moderate to heavy smokers, or
10-56 May, 1994
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Qgeghgfan Section X
who take certain drugs, may be more susceptible to hyp-

oxia. Susceptibility may also vary in the same individual
from day to day or even morning to evening. Use oxygen on
flights above 10,000 feet and at any time when symptoms
appean
Depending upon altitude, a hypoxic individual has a limited
time to make decisions and perform useful acts, even
though he may remain conscious for a longer period. lf pres-
surizatlon equipment fails at certain altitudes the pilot and
passengers have only a certain amount of time to get an
oxygen mask on before they exceed their time of useful
consciousness. The time of useful consciousness is
approximately 3-5 minutes at 25,000 feet of altitude for the
average individual and diminishes markedly as altitude
increases. At 30,000 feet altitude, for example, the time of
useful consciousness is approximately 1-2 minutes. There-
fore, in the event of depressurization, oxygen masks should
be used immediately.
Should symptoms occur that cannot definitely be identified

as either hypoxia or hyperventilation, try three or four deep
breaths of oxygen. The symptoms should improve markedly
if the condition was hypoxia (recovery from hypoxia is rapid).
Pilots who fly to altitudes that require or may require the use
of supplemental oxygen should be thoroughly familiar with
the operation of the airplane oxygen systems. A preflight
inspection of the system should be performed, including
proper fit of the mask. The passengers should be briefed on
the proper use of their oxygen system before flight.
Pilots who wear beards should be careful to ensure that

their beard is carefully trimmed so that it will not interfere
with proper sealing of the oxygen masks. lf you wear a
beard or moustache, test the fit of your oxygen mask on the
ground for proper sealing. Studies conducted by the military
and oxygen equipment manufacturers conclude that oxygen
masks do not seal over beards or heavy facial hair.
May, 1994 10-57
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Section X Qeedqgrah
Federal Aviation Regulations related to the use of supple-
mental oxygen by flight crew and passengers must be
adhered to it flight to higher altitudes is to be accomplished
safely. Passengers with significant circulatory or lung dis-
ease may need to use supplemental oxygen at lower alti-
tudes than specified by these regulations.
Pilots of pressurized airplanes should receive physiological
training with emphasis on hypoxia and the use of oxygen
and oxygen systems. Pilots of airplanes with pressure
demand oxygen systems should undergo training, experi-
ence altitude chamber decompression, and be familiar with
pressure breathing before flying at high altitude. This train-
ing is available throughout the United States at nominal
cost. information regarding this training may be obtained by
request from the Chief, Civil Aeromedical Institute, Attention:
Aeromedical Education Branch, AAC-140, Mike Monroney
Aeronautical Center, P. O. Box 25082, Oklahoma City, Okla-
homa 73125
HYPEF? VENTILA TION
Hyperventilation, or overbreathing, is a disturbance of respi-

ration that may occur in individuals as a result of emotional
tension or anxiety. Under conditions of emotional stress,
fright, or pain, breathing rate may increase, causing
increased lung ventilation, although the carbon dioxide out-
put of the body cells does not increase. As a result, carbon
dioxide is "washed out" of the blood. The most common
symptoms of hyperventilation are: dizziness. nausea, sleepi-
ness, and finally, unconsciousness. lt the symptoms persist
discontinue use of oxygen and consciously slow your
breathing rate until symptoms clear, and then resume nor-
mal breathing rate. Normal breathing can be aided by talk-
ing aloud.
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Qggd-(mm Section X
ALCOHOL
Common sense and scientific evidence dictate that you

must not fly as a crew member while under the influence of
alcohol. Alcohol, even in small amounts, produces (among
other things):
» A dulling of critical iudgement.
» A decreased sense of responsibility.

» Diminished skill reactions and coordination.
v Decreased speed and strength of muscular reflexes
(even after one ounce of alcohol).
0 Decreases in efficiency of eye movements during read-
ing (after one ounce of alcohol).
» increased frequency of errors (after one ounce of alco-
hol).
» Constriction of visual fields.
» Decreased ability to see under dim illuminations.
» Loss of efficiency of sense of touch.
0 Decrease of memory and reasoning ability.
» increased susceptibility to fatigue and decreased atten-
tion span.
» Decreased relevance of response.
» Increased self confidence with decreased insight into
immediate capabilities.
Tests have shown that pilots commit major errors of judg-

ment and procedure at blood alcohol levels substantially
less than the minimum legal levels of intoxication for most
states. These tests further show a continuation of impair-
ment from alcohol up to as many as 14 hours after con-
sumption, with no appreciable diminution of impairment. The
body metabolizes ingested alcohol at a rate of about one-
third of an ounce per hour. Even after the body completely
May, 1994 1 0-59
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Sectlon X Qeechgfali
destroys a moderate amount of alcohol, a pilot can still be
severely impaired for many hours by hangover. The effects
of alcohol on the body are magnified at altitudes, as 2 oz. of
alcohol at 18,000 feet produce the same adverse effects as
6 oz. at sea level.
Federal Aviation Regulations have been amended to reflect
the FAA‘s growing concern with the effects of alcohol impair-
ment. FAR 91 states:
"Alcohol or drugs.
(a) No person may act or attempt to act as a crew-
member of a civil aircraft -
(1) Within 8 hours after the consumption of any

alcoholic beverage;
(2) While under the influence of alcohol;
(3) While using any drug that affects the per-
son’s faculties in any way contrary to safety; or
(4) While having .04 percent by weight or more
alcohol in the blood.
(b) Except in an emergency, no pilot of a civil air-
craft may allow a person who appears to be intoxi-
cated or who demonstrates by manner or physical
indications that the individual is under the influence
of drugs (except a medical patient under proper
care) to be carried in that aircraft.”
Because of the slow destruction of alcohol by the body, a
pilot may still be under influence eight hours after drinking a
moderate amount of alcohol. Therefore, an excellent rule is
to allow at least 12 to 24 hours between "bottIe and throttIe,"
depending on the amount of alcoholic beverage consumed.
DRUGS
Self-medication or taking medicine in any form when you are
flying can be extremely hazardous. Even simple home or
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Qeechgmfi Section X
over-the-counter remedies and drugs such as aspirin, anti-
histamines, cold tablets, cough mixtures, laxatives, tranquil-
izers, and appetite suppressors, may seriously impair the
judgment and coordination needed while flying. The safest
rule is to take no medicine before or while flying, except
after consultation with your Aviation Medical Examiner.
SCUBA DIVING
Flying shortly after any prolonged scuba diving could be
dangerous. Under the increased pressure of the water,
excess nitrogen is absorbed into your system. lf sufficient
time has not elapsed prior to takeoff for your system to rid
itself of this excess gas, you may experience the bends at
altitudes even under 10,000 feet, where most light planes
fly.
CARBON MONOXIDE AND NIGHT VISION

The presence of carbon monoxide results in hypoxia which
will affect night vision in the same manner and extent as
hypoxia from high altitudes. Even small levels of carbon
monoxide have the same effect as an altitude increase of
8,000 to 10,000 feet. Smoking several cigarettes can result
in a carbon monoxide saturation sufficient to affect visual
sensitivity equal to an increase of 8,000 feet altitude.
DECOMPRESSION SICKNESS
Pilots flying unpressurized airplanes at altitudes in excess of
10,000 feet should be alert forthe symptoms of ‘decompres-
sion sickness'. This phenomenon, while rare, can impair the
pilot’s ability to perform and in extreme cases, can result in
the victim being rendered unconscious. Decompression
sickness, also known as dysbarism and aviator's "bends", is
caused by nitrogen bubble formation in body tissue as the
ambient air pressure is reduced by climbing to higher alti-
tudes. The symptoms are pain in the joints, abdominal
cramps, burning sensations in the skin, visual impairment
May, 1994 10-61
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Section X Qeedqq-aft
and numbness. Some of these symptoms are similar to hyp-
oxia. The only known remedy for decompression sickness is
recompression, which can only be accomplished in an
unpressurized airplane by descending. The pilot should
immediately descend if it is suspected that this condition
exists, since the effects will only worsen with continued
exposure to the reduced pressure environment at altitude
and could result, if uncorrected, in complete incapacitation.
The possibility of decompression sickness can be greatly
reduced by pre-breathing oxygen prior to flight and by com-
mencing oxygen breathing well below the altitudes where it
is legally mandatory.
10-62 May, 1994
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Qeeghgmfi Section X
//`. A FINAL WORD

Airplanes are truly remarkable machines. They enable us to
shrink distance and time, and to expand our business and
personal horizons in ways that, not too many years ago,
were' virtually inconceivable. For many businesses, the gen-
eral aviation airplane has become the indispensable tool of
efficiency.
Advances in the mechanical reliability of the airplanes we fly

have been equally impressive, as attested by the steadily
declining statistics of accidents attributed to mechanical
causes, at a time when the airframe, systems and power
plants have grown infinitely more complex. The explosion in
capability of avionics systems is even more remarkable.
Radar, RNAV, LORAN, sophisticated autopilots and other
devices which, just a few years ago, were too large and pro-
hibitively expensive for general aviation size airplanes, are
becoming increasingly commonplace in even the smallest
airplanes.
lt is thus that this Safety information is directed to the pilot,
for it is in the area of the skill and proficiency of you, the
pilot, that the greatest gains in safe flying are to be made
over the years to come. Intimate knowledge of your airplane,
its capabilities and its limitations, and disciplined adherence
to the procedures for your airplane's operation, will enable
you to transform potential tragedy into an interesting hangar
story when - as it inevitably will - the abnormal situation is
presented.
Know your airplane's limitations, and your own. Never
exceed either.
Safe flying,
f BEECH AIRCRAFT CORPORATION
May, 1994 10-63
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SENECA COLLEGE

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Pi|ot’s Operating Handbook

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2-19 Revised Placard

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3-22 `9OJdh’éQS`2boé %Juhéf§66§S Qff

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Airplane Serial Number:

Copyrig © 2006 Raytheon Aircraft Company. All rights reserved.

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PiIot’s Operating Handbook

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2-30 Revised Placards

3-21 Revised “Loss of One Alternator’

8-12 I Revised "Storage"

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Introduction .._.,._.._..._.. ......... 1 -3

Descriptive Data ..................... ....... 1 -12

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OilCapacity ...................__.__ .......1-14

Meteorological Terminology ........_........_........i..... ....... 1 19

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Beech Baron 58 General

of this specification by all manufacturers will provide the pilot

Use only genuine Raytheon Aircraft or Raytheon

Genuine Raytheon Aircraft parts are produced

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Beech Baron 58 General

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OilCapacity .................... .......1-14