Page 17 - Volume 16 Number 4

Most insurance companies will require initial and recurrent training for any pressurized aircraft models. Quality training is always a good idea, not only for low time pilots, but for everyone. Those of us who fly under Part 135 or 121 are required to undergo recurrent training every six months, even though we fly the same plane every day. But pilots who are familiar with the straight Baron will find the P-Baron a very easy transition. Even those unfamiliar with the Baron series will have little trouble transitioning, because all of the Barons are great- flying, honest airplanes. Without over-simplifying it, you’ll have to remember to inflate the front
door seal, set the pressurization
in early non-pressurized Barons. Because of this, some Barons have had their landing gear retracted on the runway when the pilots acted too quickly as they cleaned up the aircraft after landing, grabbing the landing gear selector when they thought they were bringing the flaps up.
From 1984 on, these controls are standardized with the industry. Pilots who fly multiple types of aircraft need to be very cautious about this design feature. The early P-Barons still have the reversed throttles and prop controls but have the more traditional flap and gear switch positions, adding yet another layer of possible confusion and errors. My advice is simple; wait until you’re clear of the runway before completing the after-landing checklist. As you grab the flap selector, feel the flap-shaped handle and take your time. I’ve even flown with a pilot who said “flaps, flaps, flaps” before moving the selector; he said he really didn’t want to make a mistake. The bottom line here is, there’s no need to hurry through this process.
So, if you’re looking for a great
plane that’s fantastic for carrying
three or four people for a few
hundred miles, above the weather,
at a great price, don’t be afraid of
what the non-owners will tell you
about the 58P. Because, if it was controls, accommodate a change
in switchology for the electric fuel pumps and study the proper handling of the turbocharged engines; that’s just about it.
The Baron Differences
Something else that people new to the Baron series of aircraft will find confusing is the placement of the throttle and prop controls and landing gear and flap controls. In Barons built prior to 1984, including 58P’s before serial #TJ-444, the throttles and prop control levers are reversed from the twins of most other companies. The same was true for the gear and flap switches
good enough for Mrs. Beech, it’s good enough for me. T&T
Chuck Blackaby is president of Endeavor Aircraft, Inc. of Alpena, Michigan, an aircraft service company specializing in aircraft sales and custom interior refurbishments. A commercial, single and multi- engine, instrument rated pi- lot, Chuck has been flying since 1974 and has over 6000 hours in 28 different aircraft types. You can reach him at 090-464-6991 or by email at chuck@endeavoraircraft.com.
APRIL 2012
TWIN & TURBINE 15