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C90 in his business, but uses the C55 for proficiency and for runs requiring only one or two seats. He is an A&P, so he’s able to keep up with the occasional aging issues, like the recurring spar web inspection on the wing’s carry-through section, a balky heater and intermittent instrumentation. As a well-populated aircraft, with strong type-club support from the American Bonanza Society (www.bonanza.org), service and parts are readily available.The IO-520/550-powered Barons are distinguished from the IO-470-driven airplanes by a small inductionair scoop atop the nacelles, missing on the B55. A large electrically-adjustable cowl flap is under each engine. The tight cowlings feature hinged side panels for maintenance access; the two batteries are in the lower portion of the nose. Three-blade propellers were an option on the early Barons, although ultimate efficiency was actually found with two-blade props. Many 1960s Barons had alcohol de-iced propellers, along with a windshield spraybar, and non-FIKI pneumatic boots were on the wings and tail. Landing/recognition lights are located in the outboard leading edges, with a taxi light on the nosegear strut.While using many Bonanza-derived components in the wings, cabin and landing gear, the Baron C55 had more robust structure to handle its 5,300 gross weight. The electrically-actuated flaps have extended chord length beyond the outboard trailing edges; the left aileron has an adjustable trim tab, with servo action to lighten yoke forces. Fuel is contained in interconnected bladders, using leading-edge cells like the Bonanza but with added tankage behind the spar. The de-facto optional system holds 136 usable gallons, 74 in the mains and 62 in an auxiliary selection. Starting in 1974, the E55 eliminated the auxiliary tank management with a 166-gallon interconnected system.The electrically-operated landing gear zips up and down in 4.5 seconds with 28-volt power, carrying 6.50 x 8 main tires and a 5.00 x 5 on the nose. As with the Bonanza, the gear is fully enclosed when stowed, the inboard gear doors opening and reclosing as it cycles. Backup extension is via a manual crank.A large baggage door (optional but always ordered) is aft of the boarding wingwalk, allowing aft baggage or fifth and sixth seat occupants to be loaded. Typically, 55-series Barons are operated with one or both rear seats removed, due to the difficulty of ingress. Most baggage goes in the 300-lb capacity nose compartment, accessed by a swing-up door on the right side. The prominent mast under the nose carries a still-installed ADF sense wire that extends aft to another post under the tailcone.The impressive Baron tail stretches 9.2 feet into the air and spans 15.9 feet. Dual elevator trim tabs are fitted for symmetry, augmented by small fixed tabs. The rudder has its own trim tab for engine-out conditions. A fresh-air inlet is located in the large dorsal fin, feeding the cabin’s overhead vent system. Heating is supplied by a 50,000-BTU Janitrol combustion heater in the nose.Fast Flying In The 1960sBoarding via the wingwalk, we entered the time-warp cabin of N48SC. The dual control wheels are mounted on a single crossbeam, obscuring much of the lower panel. Bonanzas and Barons frequently came with a single throw-over yoke, giving more room for the front passenger, as evidenced by fold-away rudder pedals, with8 • TWIN & TURBINEDECEMBER 2015