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SPECIFICATIONS1966 Beech Baron C55Powerplants Seats Fuel Performance Service ceiling Single-engine ceiling Max. cruise speed Stall speed Takeoff distance (50 ft. obstacle) Landing distance (50 ft. obstacle) Max. range (w/reserve) Climb rate-2 engines Climb rate-1 engine Weights MTOW Landing Empty Useful load Dimensions Wingspan Height Length Cabin length Cabin width Cabin height Baggage6 142 gal. usable 20,900 ft. 7,100 ft. 200 kts. 67 kts 968 ft. 1,414 ft. 955 n. mi. 1,670 fpm 335 fpm 5,300 lb. 5,300 lb. 3,015 lb. 2,285 lb. 37.8ft. 9.2 ft. 29 ft. 11.75 ft. 3.5 ft. 4.2 ft. 420 lb.denotes the 100-knot Vyse, but there’s no red line for the Vmc of 80 knots. Knowledgeable Baron pilots pitch up to a climbout attitude comparable to that attained at single-engine best-climb speed, accelerating rather than zooming skyward exuberantly. Barons don’t like to stay on the ground near liftoff, tending to wheelbarrow if held down, so lifting off at close to the Vxse of 96 knots and getting the gear up with positive rate places the aircraft in safe territory. Beech’s handbook numbers, on the other hand, are based on liftoff at Vmc + 5 knots.The Baron climbs well, particularly if lightly loaded with both engines on duty. Expect 1,500 fpm or more at full chat, brisk enough that one pulls power back to 25 square and accelerates into a cruise-climb of 130-140 knots to prevent ear-popping pressure changes. Quickly reaching optimum cruising altitude in the 8,000 to 10,000-foot range, the cowl flaps are buttoned up andtrim is fine tuned. The superlative 200 knots supposedly comes at 75% power and 6,500 MSL, but most trips will see 185-190 knots on 65% power, where fuel burn runs 28 to 30 gph.While a stable, comfortable cruiser, the Baron C55 seriously enjoys being maneuvered, with light controls and quick response, particularly with the aerodynamically-boosted aileron circuit. Beech always built nice-flying airplanes, and the big Barons, even the 6,000-lb 56TC, are all fun to fly.Slowed down, the Baron C55 handles well, even at 80 knots; approach flaps and gear can go out at 152 knots and full flaps are allowed below 122 (the C55 was certificated around mph indications, which will be used in equivalency for its operation). Even an approach stall was tolerated well, coming at about 70 knots.An approach and landing starts by leveling at 140 knots, often with first-flaps extended to improve visibility, putting the gear down to initiate descent and using 120 knots for pattern maneuvering, then slowing to 105 on final and perhaps 95-100 over the fence. Barons roll out enthusiastically and, while an 1,800-foot landing over a 50-foot obstacle is quoted, doubling that distance is a wiser policy. Precision, however, is easy to achieve with the responsive handling.If one is prepared for its geriatric maintenance requirements, a 50-year-old big-engine Baron is a great old traveling machine. With modern avionics, it delivers fine value and performs as it always has. There is a 500-hour recurring AD inspection for cracks in the center-section spar web that can be eliminated with a kit, the rest of the maintenance depending on the state of neglect and w•ear. Beechcraft products are well built, but parts can be pricey.A half-century seems to come along before we realize it. It’s worth taking note of such a milestone, recognizing a great airplane. T&TDECEMBER 2015TWIN & TURBINE • 11