G58 Baron

Will do...Company I am flying for picked up a 2008 G58, and I just started training in it. I'll take some pics next time I fly it...The Baron is amazing. Awesome airplane to fly...The G1000 on the other hand....Well i'm sure i'll get used to it eventually. Truthfully, i'd prefer steam gauges, a 430 and a small avidyne mfd, but it looks like glass is the future, so be it.

Anyways, reason for the original post was to see if anyone has any online training information regarding both the 58 model Baron, and Garmin G1000 avionics.
 
The Baron is a great plane, I've only flown the 285hp model but here are a couple tricks I like:

When you put approach flaps in, put in ~1/2 a roll nose down trim, balances out pretty well.

We use full throttle on climb, pull the props back to 2500 RPM at 500' for noise.

Don't use brakes immediately upon touchdown, or if you must be very gentle on them. Aero braking works well for them (pax may not like it though).

Getting a greaser every time can be difficult (at least for me), and they're easy to wheelbarrow when not used to the plane due to the nose being lower than the mains - be careful with that.

Carry too much power, or come in fast and they float forever.

They don't slow down as quickly as you'd think in the air.

Great on one engine, at least here in the flats.

Super easy to start unless it's 10 mins after shutdown - close the mix and put the boost pumps on for a few seconds and it should be good to go after that.

Faster below 8000' than above.

Missed approaches happen fast, especially if you're light.

Be careful on overtemping the heater.
 
averyrm said:
The Baron is a great plane, I've only flown the 285hp model but here are a couple tricks I like:

When you put approach flaps in, put in ~1/2 a roll nose down trim, balances out pretty well.

We use full throttle on climb, pull the props back to 2500 RPM at 500' for noise.

Don't use brakes immediately upon touchdown, or if you must be very gentle on them. Aero braking works well for them (pax may not like it though).

Getting a greaser every time can be difficult (at least for me), and they're easy to wheelbarrow when not used to the plane due to the nose being lower than the mains - be careful with that.

Carry too much power, or come in fast and they float forever.

They don't slow down as quickly as you'd think in the air.

Great on one engine, at least here in the flats.

Super easy to start unless it's 10 mins after shutdown - close the mix and put the boost pumps on for a few seconds and it should be good to go after that.

Faster below 8000' than above.

Missed approaches happen fast, especially if you're light.

Be careful on overtemping the heater.
Click to expand...

Good stuff, thanks dude.
 
Cool thanks.
I know that many of the Beechcraft Bonanza and Baron pilots I know run LOP like a religious belief.
I don't blame them either, but we run our Baron ROP.
 
Douglas said:
Cool thanks.
I know that many of the Beechcraft Bonanza and Baron pilots I know run LOP like a religious belief.
I don't blame them either, but we run our Baron ROP.
Click to expand...


ROP = Go fastest (more fuel = more power)
LOP = Save fuel, go farther, burn cleaner, slightly slower (less fuel = less power)

As long as you're out of the bad areas, you can run your mixture on either side. At worst, you're looking at a little cleanup at overhaul. When you start operating dangerously close to peak, you can get into trouble.

I bought into the Deakins stuff 100%, got a few students to change their way of thinking on the issue and it's incredible how much happier they are (and their mx's are happier too - though they still seem to still think LOP will make an engine run over square, get shock cooled, over pay and be trained at a 141 academy and explode as the pilot goes to Gojet).

I highly recommend taking one of Deakins' courses if you're going to operate any high performance piston anything...

-mini
 
I know a co-worker that has one based at DSM that does charter. Question perhaps? :)
 
Amazing airplane? To each their own. All Beeches fly alike to my way of thinking: Way too light on the ailerons, stiff gear, too much wing, yoke in your lap, aerodynamically troglidytic. 5/10. A baron is a bonanza with ambition, just like a 1900 is an 18 with HGH overdose.
 
Doug Taylor said:
Turboduchess? (1900) :)
Click to expand...

Seriously. I once had occasion to see a 1900 beside an 18 in the shop. I swear to the deity of your choice that while there are fuselage plugs and bigger engines involved, Beech could easily replace significant parts of any of their aircraft with any of their other aircraft. Thought of a different way, maybe very forward-looking (modular aircraft, anyone?), but I prefer airplanes that don't require slapdash aerodynamic mods to make up for the fact that they're basically stretch jobs and horribly inefficient. And really, the "safe, predictable" giant wing theory has to go. It's the 21st century, let's get Green!
 
The baron does have it's problems, but I don't know about this wing problem, then again I don't know much about wing certification.
Vno 195, Vne 223. Cruise well below Vno. The planes I find with too low of a Vno have giant wings. Plus the 166 usable models use most of that wing for fuel. I don't know where they found more room to put in 200 gallons on the current models.

Beechcraft used a wing for the Bonanza and Baron that produces drag comparable to the P-51. It is a pretty slick wing. -paraphrasing Eckalbar
 
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