Beech 55 Poh

PILOT'S OPERA TING HANDBOOK
AND FAA APPROVED

AIRPLANE FLIGHT MANUAL
for the
'i.?ecchcrafc ~
'ilaron 95-55
and
Serials TC-1 thru TC-501
except
TC-350 and TC-371 95-A55
FM 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 FUGKT OPERATlONS.
THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO

BE FURNISHED TO THE PILOT BY FAR PART 23.
Mir's Serial No.- - - - -- - - - - - -

Reg1S1ratoonNo. ~ ~
FAA Approved by lfku/,f . JL~

~ W . H. SCHULTZ
r. BEECH AIRCRAFT CORPORATION
DOA CE -2
THIS HANDBOOK SUPERSEDES ALL BEECH PUBLISHED

OWNER'S MANUALS. FLIGHT MANUALS , AND CHECK LISTS
ISSUED FOR THIS AIRPLANE WITH THE EXCEPTION OF FAA
APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENTS.
PIN 55-590000-658 Reiuued: June, 1982

l'URLISHF.D RY
COMMERC"lf\l. PRODUCT SUPPORT
BEECH AIRCRAFT CORPORATION
WICHITA KANSAS 67201
U. S. A.
( A lllaylhaon Company)
Baron 55, A55 Pilot's Operating
Handbook and FAA Approved
Airplane Flight Manual
ORIGINAL (A) .... .. . . . . . . .. . NOVEMBER 1978

REISSUE (Bl . . . . . . . . . . . . . . . . . . . . . . JUNE 1982
LOG OF REVISIONS
DESCRIPTION
PAGE
OF REVISION
Title Page
Logo Page
Page A
a thru b
1-1thru1 -22
2-1 thru 2-32
3-1 thru 3-16
4-1 thru 4-26
5-1 thru 5-48
6-1 thru 6-24
7-1 thru 7-40
8-1 thru 8-58
Section 9 See Log of
Supplements
10-1 thru 10-67 March 1981
I B
Page A
Baron 55. A55 Pilot's Operating
INTRODUCTION
The format and contents of this Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual
conform to GAMA (General Aviation Manufacturers Asso-
ciation) Handbook Specification Number 1. Use of this
specification by all manufacturers will provide the pilot
with the same type of data in the same place in all
handbooks.
In recent years. BEECHCRAFT handbooks contained most

of the data now provided . However. the new handbooks·
contain more detailed data and some entirely new data.
For example. attention is called to Section X (SAFETY IN-

FORMATION). BEECHCRAFT feels it is highly important to
have SAFETY INFORMATION in a 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.
June 1982 a
Baron 55. A55 Pilot's Operating
TABLE OF CONTENTS
SECTION 1 General
SECTION 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Limitations
SECTION 3 . . . . . . . . . . . . . . . . . . . Emergency Procedures
SECTION 4 ...................... Normal Procedures
SECTION 5 .. ...... . .... .... . .... . ...... Performance
SECTION 6 .. .. .. . Weight and Balance/Equipment List
SECTION 7 . . . . . . . . . . . . . . . . . . . . . Systems Description
SECTION 8 . . . . . Handling, Servicing and Maintenance

......_,.
SECTION 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supplements
SECTION 10 . . . . . . . . . . . . . . . . . . . . . . Safety Information
b June 1982
BEECHCRAFT Baron 55. A55
SerialTC-1 thru TC-501
SECTION I
GENERAL
TABLE OF CONTENTS
SUBJECT PAGE
Important Notice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

Use of the Handbook . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Revising the Handbook . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -7
Supplements Revision Record . . . . . . . . . . . . . . . . . . . . 1 -7
Vendor Issued STC Supplements . . . . . . . . . . . . . . . . . 1 -8
Airplane Three View . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -9
Ground Turning Clearance . . . . . . . . . . . . . . . . . . . . . . 1- 1O
Descriptive Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -11
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -11
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
Standard System . . . . . . . . . . . . . . . . . . . . . . . . 1 -12
Optional System . . . . . . . . . . . . . . . . . . . . . . . . . 1- 12
Oil .... .................. . ... .......... ..... 1-12
Maximum Certificated Weights . . . . . . . . . . . . . . 1-12
Cabin and Entry Dimensions . . . . . . . . . . . . . . . . . 1 -12
Baggage Space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 1 2
Specific Loadings . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -1 3
Symbols, Abbreviations and Terminology . . . . . . . . 1-13
Airspeed Term inology . . . . . . . . . . . . . . . . . . . . . . . 1- 13
Meteorological Terminology . . . . . . . . . . . . . . . . . . 1- 16
Power Terminology . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Engine Controls and Instruments
Terminology ... .. ....... ... . ... .. . .... .... 1- 17
June 1982 1-1

Section I BEECHCRAFT Baron 55. A55
General Serial TC-1 thru TC-501
TABLE OF CONTENTS (Continued)
SUBJECT PAGE
Airplane Performance and Flight

Planning Terminology . . . . . . . . . . . . . . . . . . . . . 1 -18
Weight and Balance Terminology . . . . . . . . . . . . 1-19
1-2 June 1982

BEECHCRAFT Baron 55. A55 Section I
Serial TC-1 thru TC -501 General
THANK YOU . . . for displaying confidence in us by

selecting a BEECHCRAFT airplane . Our design engineers,
assemblers and inspectors have utilized their skills and
years of experience to ensure that the BEECHCRAFT Baron
meets the high standards of quality and performance for
which BEECHCRAFT airplanes have become famous
throughout the world .
IMPORTANT NOTICE
This handbook must be read carefully by the owner and

operator in order to become familiar with the operation of
the BEECHCRAFT Baron. The handbook presents sugges-
tions and recommendations to help obtain safe and max i-
mum performance without sacrificing .economy. The
BEECHCRAFT Baron must be operated according to the
Pilot's Operating Handbook and FAA Approved Airplane
Fl ight Manual. and,for placards located in the airplane.
As a further reminder. the owner and operator of this

airplane should also be familiar with the Federal Aviation
Regulations applicable to the operation and maintenance
of the airplane and FAR 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.
The Federal Aviation Regulations place the responsibility

for the maintenance of this airplane on the owner and the
operator who must ensure that all maintenance is done by
qualified mechanics in conformity with all airworthiness
requirements established for this airplane.
All limits, procedures, safety practices, time limits,

servicing, and maintenance requirements contained in
th is handbook are considered mandatory for the continued
June 1982 1-3

Section I BEECHCRAFT Baron 55, A55
General Serial TC- 1 thru TC-501
airworthiness of this airplane, in a condition equal to that

of its original manufacture.
Authorized BEECHCRAFT Aero or Aviation Centers or
International Distributors or Dealers can provide
recommended modification, service, and operating
procedures issued by both FAA and Beech Aircraft
Corporation, which are designed to get maximum utility
and safety from this airplane.
USE OF THE HANDBOOK

The Pilot's Operating Handbook is designed to maintain
documents necessary for the safe and efficient operation
of the Baron . The handbook has been prepared in loose
leaf form for ease in maintenance and in a convenient size
for storage . The handbook has been arranged with quick
reference tabs imprinted with the title of each section and
contains ten basic divisions :
Section 1 General
Section 2 Limitations
Section 3 Emergency Procedures
Section 4 Normal Procedures
Section 5 Performance
Section 6 Weight and Balance;Equipment List
Section 7 Systems Description
Section 8 Handling, Servicing and Maintenance
Section 9 Supplements
....._,..
Section 10 Safety Information
1-4 June 1982

BEECHCRAFTBaron55,A55 Section I
Serial TC-1 thru TC-501 General
NOTE
Except as noted, all airspeeds quoted in this

handbook are Indicated Airspeeds (IAS) and as-
sume zero instrument error.
In an effort to provide as complete coverage as

possible, applicable to any configuration of the
airplane, some optional equipment has been
included in the scope of the handbook. How-
ever. due to the variety of airplane appoint-
ments and arrangements available. optional
equipment described and depicted herein may
not be designated as such in every case.
The following information may be provided to

the holder of this manual automatically:
1. Original issues and revisions of Class I

and II Service Instructions.
2. Original issues and revisions of FAA Ap -

proved Airplane Flight Manual Supple-
ments.
3. Reissues and Revisions of FAA Ap-

proved Airplane Flight Manuals. Flight
Handbooks, Owner's Manuals, Pilot 's
Operating Manuals and Pilot's Oper-
ating Handbooks.
This service is free and will be provided only to

holders of this handbook who are listed on the
FAA Aircraft Registration Branch List or the
BEECHCRAFT International Owners Notifi -
cation Service List. and then only if you are
listed by airplane serial number for the model
June 1982 1-5

Section I BEECHCRAFT Baron 55. A55
for which this handbook is applicable. For

detailed information on how tp obtain
"Revision Service " applicable to this hand-
book or other BEECHCRAFT Service Publi-
cations consult a BEECHCRAFT Aero or
Aviation Center or International Distributor or
Dealer or refer to the latest revision of BEECH-
CRAFT Service Instructions No. 0250-010.
BEECH AIRCRAFT CORPORATION EX-

PRESSLY RESERVES THE RIGHT TO SUPER -
SEDE. CANCEL. AND,iOR DECLARE OB -
SOLETE. WITHOUT PRIOR NOTICE, ANY PART,
PART NUMBER, KIT OR PUBLICATION REF -
ERENCED IN THIS HANDBOOK.
The owner/ operator should always refer to all

supplements. whether STC Supplements or
Beech Supplements, for possible placards.
limitations, normal, emergency and other op-
erational procedures for proper operation of
the airplane with optional equipment installed.
1-6 June 1982

BEECHCRAFT Baron 55, A55 Section I
Serial TC- 1 thru TC-501 General
REVISING THE HANDBOOK
Immediately following the title page is the " Log of

Revisions" page(s) . The ·Log of Revisions pages are used
for maintaining a listing of all effective pages in the hand -
book (except the SUPPLEMENTS section). and as a record
of revisions to these pages. In the lower right corner of the
outlined portion of the Log of Revisions is a box containing
a capital letter which denotes the issue or reissue of the
handbook. This letter may be suffixed by a number which
indicates the numerical revision . When a revision to any
information in the handbook is made, a new Log of Re-
visions will be issued. All Logs of Revisions must be re-
tained in the handbook to provide a current record of ma-
terial status until a reissue is made .
WARNING
When this handbook is used for airplane

operational purposes, it is the pilot's respon-
sibility to maintain it in current status.

SUPPLEMENTS REVISION RECORD
Section IX contains the FAA Approved Airplane Flight

Manual Supplements headed by a Log of Supplements
page. On the "Log" page is a listing of the FAA Approved
Supplemental Equipment available for installation on the
airplane. When new supplements are received or existing
supplements are revised, a new "Log " page will replace
the previous one, since it contains a listing of all previous
approvals, plus the new approval. The supplemental
material will be added to the grouping in accordance with
the descriptive listing .
June 1982 1-7

NOTE
Upon receipt of a new or revised supplement.

compare the "Log" page just received with the
existing "Log" page in the manual. Retain the
"Log" page with the latest date on the bottom
of the page and discard the other log.
VENDOR-ISSUED STC SUPPLEMENTS
When a new airplane is delivered from the factory, the

handbook delivered with it contains either an STC
(Supplemental Type Certificate) Supplement or a Beech
Flight Manual Supplement for every installed item
requiring a supplement. If a new handbook for operation of
the airplane is obtained at a later date, it is the responsi-
bility of the owner/operator to ensure that all required STC
Supplements (as well as weight and balance and other
pertinent data) are transferred into the new handbook.
1-8 June 1982

Wing Area
199.2 sq. ft.
37' 10" - __ J
78" DIAMETER
/
/
I '
AIRPLANE THREE-VIEW
June 1982 1-9

Section I BEECHCRAFTBaron55, A55
GROUND TURNING CLEARANCE
I
Radius for Wing Tip . . . . . . . . . . . . . 29 feet 6 inches
Radius for Nose Wheel . . . . . . . . . . 12 feet 2 inches
Radius for Inside Gear ........ . .. . 5 feet 9 inches
Radius for Outside Gear . . . . . . . . . 15 feet 7 inches
TURNING RADII ARE PREDICATED ON THE USE OF PAR-

TIAL BRAKING ACTION AND DIFFERENTIAL POWER .
1-10 June 1982

DESCRIPTIVE DATA
ENGINES
Two Continental 10 -470-L fuel injected, air cooled six-
cylinder. horizontally-opposed engines each rated at 260
horsepower at 2625 rpm .
Take-off and Maximum
Continuous Power . . . . . . . Full throttle and 2625 rpm
Maximum One -Engine
Inoperative Power . . . . . . . Full throttle and 2625 rpm
Cruise Climb Power . . . . . . . . . 25 .0 in . Hg at 2500 rpm
Maximum Cruise Power . . . . . 24 .5 in . Hg at 2450 rpm
PROPELLERS
McCAULEY
2 Blade Hubs : 2AF36C39
Blades : 78BF-O or 78BFM-0
' -· Pitch Setting at 30 inch Station :
Low 14.6°; High 83 .0 °
Diameter : 78 inches maximum , 76 inches minimum
or
2 Blade Hubs: 2AF36C89
Blades: 78BFS-O
Pitch Setting at 30 inch Station :
Low 15°; High 79°
Diameter : 78 inches maximum, 76 inches minimum
or
Blades : 78FF-0
Low 1 5°; High 79°
Diameter: Maximum 78 inches. minimum 76 inches
NOTE
Other propellers are approved and are listed in
the FAA Aircraft Specification 3A 16 or are ap -
proved by Supplemental Type Certificate.
June 1982
,_,,
FUEL
Aviation Gasoline 1DOLL (blue) preferred, 100 (green)

minimum grade.
STANDARD SYSTEM (Main and Auxiliary):

Total Capacity . . . . . . . . . . . . . . . . . . . . . . . 1 12 Gallons
Total Usable . . . . . . . . . . . . . . . . . . . . . . . . . 106 Gallons
OPTIONAL SYSTEM (Main and Auxiliary):

Total Capacity . . . . . . . . . . . . . . . . . . . . . . . 142 Gallons
Total Usable ...... .. . . . .............. 136 Gallons
OIL
The oil capacity is 1 2 quarts for each engine.
WEIGHTS
Maximum Ramp Weight . . . . . . . . . . . . . . . . . . . . 4901 lbs

Maximum Take -Off Weight . . . . . . . . . . . . . . . . . 4880 lbs
Maximum Landing Weight . . . . . . . . . . . . . . . . . . 4880 lbs
CABIN AND ENTRY DIMENSIONS
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 ft 6 in .
Height (Max ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ft 2 in .
Width (Max.) .. . ............. . .. . ... ........ 3 ft 6 in .
Entrance Door .... ..... ... .. .... . .. . .. 37 in. x 36 in.
BAGGAGE SPACE AND ENTRY DIMENSIONS
Main Cabin Compartment . . . . . . . . . . . . . . . . . . 33 .5 cu ft

Standard Baggage Door . . . . . . . . . . . 18 .5 in . x 22 .5 in.
Optional Baggage Door ..... .. ....... 38 in. x 22.5 in.
Nose Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . 12 cu ft
1-12 June 1982

BEECHCRAFT Baron 55. A55 Section I
SerialTC-1 thruTC-501 General
SPECIFIC LOADINGS (Maximum Take-Off

Weight)
Wing Loading . . . . . . . . . . . . . . . . . . . . . . . . . . 24 .5 lbs/sq ft

Power Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4 lbs/hp
SYMBOLS. ABBREVIATIONS AND

TERMINOLOGY
The following Abbreviations and Terminologies have been

listed for convenience and ready interpretation where
used within this handbook. Whenever possible, they have
been categorized for ready reference .
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.
IAS Indicated Airspeed is the airspeed of an airplane

as shown on the airspeed indicator. IAS
values published in this handbook assume
zero instrument error .
TAS True Airspeed is the airspeed of an airplane

relative to undisturbed air, which is the CAS
corrected for altitude , temperature, and
compressibility .
June 1982 1-13

Section I BEECH CRAFT Baron 55, A55
VMCA Air minimum control speed is the minimum

flight speed at which the airplane is direc-
tionally controllable as determined in accord·
dance with Federal Aviation Regulations. The
airplane certification conditions include one
engine becoming inoperative and windmilling;
a 5 ° bank towards the operative engine;
takeoff power on operative engine; landing
gear up; flaps up; and most rearward C.G .
For some conditions of weight and alti·
tude . 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 The 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. In-
tentional failing of one engine below this speed
is not recommended .
VA Maneuvering Speed is the maximum speed

at which application of full available aero-
dynamic control will not overstress the
airplane.
VF Design flap speed is the highest speed permissible

at which wing flaps may be actuated .
VFE Maximum Flap Extended Speed is the highest
1-14
speed permissible with wing flaps in a pre -
scribed extended position .
June i982
--
SerialTC-1 thruTC-501 General
VLE Maximum Landing Gear Extended Speed is

the maximum speed at which an airplane
can be safely flown with the landing gear
extended.
VLO 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 Ve 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 Stalling Speed or the minimum steady flight

speed at which the airplane is controllable
in the landing configuration .
Vx Best Angle-of-Climb Speed is the airspeed

which delivers the greatest gain of altitude
in the shortest possible horizontal distance.
Vy Best Rate-of-Climb Speed is the airspeed

which delivers the greatest gain in altitude
in the shortest possible time.
June 1982 1-15

Section I BEECH CRAFT Baron 55, A55
General Serial TC· 1 thru TC· 501
METEOROLOGICAL TERMINOLOGY
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
in. Hg (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 free air

static temperature, obtained either from
inflight temperature indications adjusted
for instrument error and compressibility
effects. or ground meteorolog ical
sources .
Indicated The number actually read from an

Pressure altimeter when the barometric sub-
Altitude scale has been set to 29.92 in . Hg
( 1013.2 millibars).
Pressure Altitude measured from standard

Altitude sea-level pressure {29.92 in . Hg) by
a pressure or barometric altimeter .
It is the indicated pressure altitude
corrected for position and instrument
error. In this Handbook, altimeter
instrument errors are assumed to be
zero . Position errors may be
obtained from the Altimeter
Correction Chart .
1-16 June 1982

Station Actual atmospheric pressure at field

Pressure elevation.
Wind The wind velocities recorded as

variables on the charts of th is hand-
book are to be understood as the head-
wind or tailwind components of the
reported winds .
POWER TERMINOLOGY
Take-off and The highest power rating not limited by

Maximum time.
Continuous
· Cruise Power recommended for cruise climb.

Climb
Maximum The highest power settings recom-

Cruise mended for cruise.
Recommended Intermediate power settings

Cruise for which cruise power settings are
presented.
Economy The lowest power setting for which

Cruise cruise power settings are presented .
ENGINE CONTROLS AND INSTRUMENTS

TERMINOLOGY
Throttle The lever used to control the i ntroduc-

Controls tion of a fuel-air mixture into the intake
passages of an engine .
.June 1982 1-17

._..,,,,
Propeller This lever requests the governor to
Controls maintain rpm at a selected value and, in
the maximum decrease rpm position,
feathers the propellers.
Mixture This lever. in the idle cut-off position,

Controls stops the flow of fuel at the injectors and
in the intermediate thru the full rich
positions, regulates the fuel air mixture.
Propeller The governors maintain the selected

Governors rpm requested by the propeller
control levers.
Manifold An instrument that measures the ab-

Pressure solute pressure in the intake manifold
Gage of an engine, expressed in inches of
mercury (in . Hg).
Tachometers An instrument that indicates the ro-

tational speed of the propeller (and en-
gine) in revolutions per minute (rpm).
AIRPLANE PERFORMANCE AND

FLIGHT PLANNING TERMINOLOGY
Climb The ratio of the change

Gradient in height during a portion of a climb,
to the horizontal distance traversed
in the same time interval.
1-18 June 1982

BEECHCRAFTBaron55,A55 Section I
Demonstrated The maximum 90° crosswind com-

Crosswind ponent for which adequate control of
Velocity the airplane during take -off and land-
ing was actually demonstrated during
certification tests .
Accelerate- The distance required to accelerate to

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

Go Distance 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.
MEA Minimum enroute IFR altitude .
Route A part of a route . Each end of that

Segment part is identified by : (1) a geograph-
ical location; or (2) a point at which
a definite radio fix can be established.
GPH U.S. Gallons per hour.
WEIGHT AND BALANCE TERMINOLOGY
Reference An imaginary vertical plane from

Datum which all horizontal distances are
measured for balance purposes.
June 1982 1-19

Station A location along the airplane fuselage

usually given in terms of distance
from the reference datum.
Arm The horizontal distance from the ref-

erence datum to the center of gravity
(C.G .) of an item .
Moment The product of the weight of an item

multiplied by its arm . (Moment divided
by a constant is used to simplify bal-
ance calculations by reducing the
number of digits.)
Airplane The point at which an airplane would

Center of balance if suspended. Its distance
Gravity from the reference datum is found
(C.G.) by dividing the total moment by the
total weight of the airplane.
C.G. Arm The arm obtained by adding the air-

plane's individual moments and
dividing the sum by the total weight .
C.G. Limits The extreme center of gravity loca-

tions within which the airplane must
be operated at a given weight.
Usable Fuel Fuel available for flight planning.
Unusable Fuel remaining after a runout test

Fuel has been completed in accordance
with governmental regulations .
Standard Weight of a standard airplane

Empty including unusable fuel, full
Weight operating fluids and full oil.
1-20 June 1982

Basic Standard empty weight plus

Empty optional equipment.
Weight
Payload Weight of occupants, cargo and

baggage .
Useful Difference between ramp weight

Load and basic empty weight .
Maximum Maximum weight approved for ground

Ramp maneuvering. (It includes weight of
Weight start, taxi. and run up fuel) .
Maximum Maximum weight approved for the

Take-off start of the take off run.
Weight
- Maximum
Landing
Maximum weight approved for the
landing touchdown .
Weight
Zero Fuel Weight exclusive of usable fuel.

Weight
June 1982 1-21

Section I BEECHCRAFT Baron SS. ASS
General Serial TC-1 thru TC-SO 1
INTENTIONALLY LEFT BLANK
1-22 June 1982

BEECHCRAFT Baron 55, A55
Serial TC-1 thru TC-501
SECTION 11
LIMITATIONS
TABLE OF CONTENTS
SUBJECT PAGE
Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 -3
Airspeed Indicator Markings . . . . . . . . . . . . . . . . . . . . . 2-4
Power Plant Limitations . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Fuel ... ................... . .... .... .. . .. ... . 2-5
Oil ... .. ...... . . . . .. .. . ... .. ......... ...... .. 2-5
Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Starters - Time for Cranking . . . . . . . . . . . . . . . . . 2-6
Power Plant Instrument Markings . . . . . . . . . . . . . . . . 2-7
Miscellaneous Instrument Markings . . . . . . . . . . . . . . 2-8
Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
CG Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Maneuver Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Flight Load Factors (4800 Pounds) . . . . . . . . . . . . . . . 2-9
Minimum Flight Crew .... . . ................ ...... 2-9
Kinds of Operation ..... ... ....... . ..... .. ...... 2-10
Fuel .. . . .......... .. ....... . . . . ... .. ......... . . 2-11
Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 11
Oxygen Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 12
Maximum Passenger Seating
. Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- 1 2
Seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2- 1 3
Required Equipment for Various
Conditions of Flight . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
June 1982 2-1

Section II BEECHCRAFT Baron 55, A55
Limitations SerialTC-1 thru TC-501
2-2 June 1982

BEECH CRAFT Baron 55, A55 Section II
Serial TC-1 thru TC-501 Limitations
The limitations included in this section have been

approved by the Federal Aviation Administration .
The following limitations must be observed in the
operation of this airplane .
AIRSPEED LIMITATIONS
CAS IAS
SPEED KNOTS MPH KNOTS MPH REMARKS
Nevt<r Exceed 223 257 224 258 Do not exceed
VNE this speed in
any opera11on
Maximum 182 210 183 211 Do nol exceed

Structural this speed
Cru1s1ng except 1n smooth
"NO or Ve air and then only
with caution
Mant<uvering 156 180 157 181 Do not make full

VA or abrupt conlrol
movements above
this speed
Maximum Flap Do not t<xtend

Extension; flaps or operate
Extended VFE with flaps ex -
\Full down) 113 130 113 130 tended above
this speed
Maximum 0130 150 130 150 Do not extend,

Landing Gear retract or operate
Operaunw 0143 165 143 165 with landing gear
Extended exlended above
VLO and VLE this speed
Air 80 92 78 90 Minimum speed

M1n1mum for direcuonal
Control con1rollabil11y
Spe"d VMCA after sudden
loss of engine
(!)Baron 55
0 Baron A55
June 1982 2-3
i:::
..-· ..-·
N
'
~ 3 n
*AIRSPEED INDICATOR MARKINGS Ill 0
~-:I
0
:I
CAS IAS "'
MARKING KNOTS MPH KNOTS MPH SIGNIFICANCE
White Arc 66-113 76-130 66-113 76-130 Full Flap Operating Range
Blue Radial 101 116 100 11 5 One-Engine-Inoperative

tJJ
Best Rate-of-Climb Speed m
m
(/) (")
Green Arc 75-182 86-210 78-183 90-211 Normal Operating Range QI
... n
:z:
;·~
Yellow Arc 182-223 210-257 183-224 211-258 Operate with caution only in ->
-t .,,
smooth air c:> -t
.... tJJ
.. Ill
'-
Red Radial 223 257 224 258 Maximum speed for ALL operations ::ra
c: 2 ::2
:I -t (J'I
*The Airspeed Indicator is marked in CAS values
QI
....
IO
(")U'I
'
(J'I
.J>
(0 OU'I
.... (J'I
N
( ~
(
BEECHCRAFT Baron 55, A55 Section II
POWER PLANT LIMITATIONS
ENGINES
Two Continental 10-470-L fuel injected, air cooled six-

cylinder , horizontally-opposed engines each rated at 260
horsepower at 2625 rpm .
Take -off and Maximum

continuous power . . . . . . . . . . . . Full throttle, 2625 rpm
Maximum Cylinder Head Temperature . .. .. .. . . . 460° F

Maximum Oil Temperature ................ . .. . 225°F
Minimum Take-off Oil Temperature . . ....... ... . 75°F
Minimum Oil Pressure (Idle) . . . ...... .. . . . . . ... 30 ps i
Maximum Oil Pressure ....... . .. . . .. ... . . . .. . . 80 psi
FUEL
Aviation Gasoline 1OOLL (blue) preferred, 100 (gree·n)

minimum grade.
OIL
Ashless dispersant oils must meet Continental Motors

Corporation Specification MHS-248. Refer to APPROVED
ENGINE OILS, Servicing Section.
June 1982 2-5

Section II BEECH CRAFT Baron 55, A55
limitations Serial TC-1 thru TC-501
PROPELLERS
McCAULEY

Blades : 78BF-O or 78BFM-O
Pitch Setting at 30 inch Station:
Low 14.6°; High 83 .0 °
Diameter: 78 inches maximum, 76 inches minimum
or
2 Blade Hubs 2AF36C89

Blades : 78BFS-O
Pitch Setting at 30 inch Station:
Low 15°; High 79°
Diameter: 78 inches maximum, 76 inches minimum
or

Blades: 78FF-O
Low 15°; High 79°
Diameter : Maximum 78 inches, minimum 76 inches
NOTE
Other propellers are approved and are listed in

the FAA Aircraft Specification 3A 16 or are ap -
proved by Supplemental Type Certificate .
ST ARTERS - TIME FOR CRANKING
Do not operate starter continuously for more than 30 sec-

onds . Allow startet to cool before cranking again.
2-6 June 1982

POWER PLANT INSTRUMENT MARKINGS
OIL TEMPERATURE
Caution (Yellow Radial) . . . . . . . . . . . . . . . . . . . . . 75°F
Operating Range
(Green Arc) . . . . . . . . . . . . . . . . . . . . . . . 75° to 225 ° F
Maximum (Red Radial) .. .. .. ..... . ......... 225°F
OIL PRESSURE
M inimum Pressure (Red Radial) ........... . . 30 psi
Operating Range (Green Arc) ......... 30 to 60 psi
Maximum Pressure (Red Radial) ... . . .... . .. 80 psi
FUEL PRESSURE
Minimum (Red Radial) . . . . . . . . . . . . . . . . . . . . 1.5 psi
Operating Range
(Green Arc) ......... ..... .... .. 5 psi to 17.5 psi
Maximum (Red Radial) ............... . ... 17.5 psi
MANIFOLD PRESSURE
Operating Range
(Green Arc) . . . . . . . . . . . . . . . . . . . 15 to 29.6 in. Hg
Maximum (Red Radial) .. . .. . . ... . ..... 29.6 in. Hg
TACHOMETER
Operating Range (Green Arc) . . . 2000 to 2625 rpm
Maximum (Red Radial) . . . . . . . . . . . . . . . . . 2625 rpm
CYLINDER HEAD TEMPERATURE

Operating Range
(Green Arc) . . . . . . . . . . . . . . . . . . . . . . 200° to 460°F
Maximum Temperature
(Red Radial) ..... ...... . ....... . ... ... . ... 460°F
June 1982 2-7

Section II BEECH CRAFT Baron 55, A55
MISCELLANEOUS INSTRUMENT MARKINGS

INSTRUMENT VACUUM
Baron 55
Minimum (Red Radial) ..... .. .... .... . . 4 .4 in . Hg
Operati ng Range
(Green Arc) . ... .. . ........ . .... 4.8 to 5.2 in . Hg
Maximum (Red Radial) . . . . . . . . . . . . . . . . . 5 .5 in. Hg
Baron A55
Minimum (Red Radial) . . . .. . . .... ... . . 3 .75 in . Hg
Cautio~ (Yellow Arc) . . . . . . . . . . . 3 .75 to 4.8 in . Hg
Normal (Green Arc) . . . . . . . . . . . . 4 .8 to 5 .25 in . Hg
Maximum (Red Radial) . . . . .... ........ 5 .25 in . Hg
PROPELLER DEICE AMMETER

Normal Operating Range . . . . . . . . . . . . 7 to 1 2 amps
FUEL QUANTITY
Yellow Arc (22 -Gal Main Tank) E to 1/2 Full
Yellow Arc (37 -Gal Main Tank) E to 1/ 4 Full
WEIGHTS
Maximum Ramp We ight . . . . . . . . . . . . . . . . 4901 lbs
Maximum Take-Off Weight . . . . . . . . . . . . . . 4880 lbs
Maximum Land ing Weight . . . . . . . . . . . . . . 4880 lbs
Maximum Baggage;Cargo Compartment Weights :

Main Cabin Compartment (TC- 1 thru TC -399 except
TC -375, TC- 376, TC-377 and TC-393)
(less occupants and equipment) ....... . . 270 lbs
Ma in Cabi n Compartment (TC -375, TC -376 , TC-377,
TC-393 and TC-400 thru TC-501)
(less occupants and equipment) . . . . . . . . 400 lbs
Extended Aft Compartment . . . . . . . . . . . . . . . 120 lbs
Nose Compartme nt (baggage less
equipment) . . . . . . . . . . . . . . . . . . . . . . . . . . . 270 lbs
Refer to Weight and Balance section for additional
information.
2-8 June 1982

BEECHCRAFT Baron 55 , A55 Section II
CG LIMITS
Forward Limits : 74 inches ah ot datum at 3800 lbs and

under, then straight line variation to 79 .4 inches ah of
datum at gross weight ot 4880 lbs.
Aft Limits : 86 inches ah of datum at all weights.
REFERENCE DATUM
Datum is 83 . 1 inches forward of center line through

forward iack points .
MAC leading edge is 67.2 inches aft of datum.

MAC length is 63. 1 inches .
MANEUVER LIMITS
This is a normal category airplane . Acrobatic maneuvers,

including spins, are prohibited .
FLIGHT LOAD FACTORS
· Positive maneuvering load factors :

Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4G
Negative maneuvering load factor :
Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .0G
MINIMUM FLIGHT CREW One pilot
June 1982 2-9

Limitations Serial TC-1 thru TC-501
KINDS OF OPERATION
This airplane is approved for the following type operations

when the required equipment is installed and operational
as defined herein:
1. VFR day and night

2. IFR day and night
3. FAR 91 operations when all pertinent limitations and
performance considerations are complied with .
2-10 June 1982

--
BEECH CRAFT Baron 55. A55 Section II
FUEL
TOTAL FUEL with left and right main and auxiliary fuel
systems full:
Standard Fuel System

Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 2 Gallons
Usable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 Gallons
Optional Fuel System

Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142 Gallons
Usable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 Gallons
FUEL MANAGEMENT
Takeoff and land on main fuel tank only . When operating

fuel selector. feel for detent position .
Do not take off if Fuel Quantity Gages indicate in Yellow

Arc or with less than 13 gallons in each main tank .
The fuel crossfeed system to be used during emergency

conditions in level flight only .
Turning type takeoffs or takeoffs immediately following

fast taxi turns are prohibited if the airplane is not equipped
with two baffled leading edge fuel tanks or a fuel reservoir
in each leading edge fuel tank or a combination of the two .
Maximum slip or skid duration:

20 seconds for airplanes with unbaffled main fuel
tanks or without reservoirs in either wing .
30 seconds for airplanes with baffled main fuel tanks

or reservoirs in both wings .
June 1982 2-11

OXYGEN REQUIREMENTS
Refer to FAR 91.32 for oxygen requirements.
MAXIMUM PASSENGER SEATING CONFIGURATION
Five (5) passengers and one (1) pilot
SEATING
All seats must be in the upright position for takeoff and

landing.
2-12 June 1982

PLACARDS
On The Pilot's Window Frame:

(TC -1 thru TC-190)
THIS AIRPLANE MUST BE OPERATED AS A

NORMAL CATEGORY AIRPLANE IN COM-
PLIANCE WITH THE OPERATING LIMITA-
TIONS STATED IN THE FORM OF PLACARDS,
MARKINGS. AND MANUALS.
NO ACROBATIC MANEUVERS INCLUDING

SPINS APPROVED.
On The Pilot's Window Frame (CASJ:

(TC-1 thru TC-190)
MAX SPEED WITH LANDING GEAR EXTENDED (NORMAL! 150 MPH
MAX SPEED WITH FLAPS EXTENDED (NORMAL) 130 MPH
MAX DESIGN MANEUVER SPEED 180 MPH
MIN CONTROL SPEED SINGLE ENGINE 92 MPH
Below The Ignition Switch Panel (CASJ:

(TC-191 thru TC-501 except TC-350 and TC-371)
<.±! THIS AIRPLANE MUST SE OPERATED AS A NORMAL CATEGORY El

AIRPLANE IN COMPLIANCE WITH THE OPERATING LIMITATIONS
STATED IN THE FORM Of PLACARDS. MARKINGS. AND MANUALS .
NO ACROBATIC MANEUVERS INCLUDING SPINS APPROVED
MAX SPEED WITH LANDING GEAR EXTENDED ! NORMAL) 166 MPH
MAX SPEED WITH FLAPS EXTENDED (NORMAL! 130 MPH
MAX DESIGN MANEUVER SPEED 180 MPH
Cb MIN CONTROL SPEED SINGLE ENGINE 92 MPH El
June 1982 2-13

PLACARDS (Cont'd)
On The Pilot's Window Frame:

(TC-1 thru TC-190)
EMERGENCY LANDING GEAR

INSTRUCTIONS TO EXTEND
ENGAGE HANDLE IN REAR OF FRONT SEAT ANO TURN COUNTERCLOCKWISE AS
FAA AS POSSIBLE. (50 TURNS) .
On Carpet Cover Between Pilot and Copilot's Chairs: (TC-

191 thru TC-391 except TC-350 and TC-371)
EMERGENCY LANDING GEAR

INSTRUCTIONS TO EXTEND
ENGAGE HANDLE IN REAR OF FRONT SEAT
AND TURN COUNTERCLOCKWISE AS FAR AS
POSSIBLE (50 TURNS)
On Carpet Cover Between Pilot and Copilot's Chairs: (TC-

392 thru TC-501 J
EMERGENCY
LANDING GEAR
INSTRUCTIONS
TO EXTEND
ENGAG E HANDLE IN REAR

OF FRONT SEAT AND TURN
COUNTERCLOCKWISE AS FAR
AS POSSIBLE 150 TURNS)
2-14 June 1982

Soria I TC-1 thru TC-501 Limitations
On Lower Sidewall Adjacent To Pilot:

(TC-1 thru TC-501 except TC-350and TC-371, OPTIONAL)
EMERGENCY AIRSPEED STATIC SOURCE
WARNING
CLOSE STORM WINDOW
SEE FLIGHT MANUAL EMERGENCY
PROCEDURES FOR AIRSPEED-
ALTIMETER CALIBRATION ERROR
On The Lower Portion Of The Floating Instrument Panel:

This Placard Is Installed Only When The Airplane Is Not
Equipped With Two Baffled Leading Edge Fuel Tanks Or A
Fuel Reservoir In Each Leading Edge Fuel Tank Or A
Baffled Leading Edge Fuel Tank On The One Side And A
Reservoir Installed In The Leading Edge Tank On The
Other Side
TAKE OFF ANO LAND ON MAIN TANKS ONLY.

TURNING TYPE TAKEOFFS OR TAKEOFFS IMMEDIATELY
FOLLOWING FAST TAXI TURNS PROHIBITED. REFER
TO FAA FLIGHT MANUAL FOR OTHER FUEL SYSTEM
LIMITATIONS
On The Floating Instrument Panel:
DO NOT TAKE OFF IF FUEL QUANTITY GAGES

INDICATE IN YELLOW ARC OR WITH LESS
THAN 13 GALLONS IN EACH MAIN TANK
June 1982 2-15

Section II BEECHCRAFT Baron 55. A55
Limitations SerialTC-1 thru TC-501 ··...-'
PLACARDS (Cont'd)
Around The Fuel Selector Handles: (TC-1 thru TC- 180-
STANDARD FUEL SYSTEM)
AUX MAIN
31 GAL 22 GAL
OFF <ill + .._CROSS

..- FEED
CROSS<ill
FEED
+ ._ ..-
OFF
Around The Fuel Selector Handles: (TC-3 thru TC- 180-

0PTIONAL FUEL SYSTEM)
MAIN
37 GAL
OFF <ill
+ ... CROSS
FEED
CROSS ...
FEED
+ ... OFF
Between The Fuel Selector Handles: (TC-1 thru TC- 180)
USE AUX TANKS AND

CROSSFEED IN LEVEL
FLIGHT ONLY
·- ·
2-16 June 1982
Between The Fuel Selector Handles: (TC - 156 thru TC-180)
CAUTION
DO NOT SELECT
CROSS FEED FROM
BOTH SIDES AT
SAME TIME
Between The Fuel Selector Handles: (TC- 181 thru TC -501

except TC -350 and TC-371-STANDARD FUEL SYSTEM)
~ CROSS FEEO IN LEVEL

FLIGHT ONLY
Between The Fuel Selector Handles: (TC-181 thru TC -501

except TC-350 and TC-371-0PTIONAL FUEL SYSTEM)
....__.
~-
- - - - - - - - C R O S S FEED IN LEVEL
June 1982
FLIGHT ONLY
2-17
PLACARDS (Cont'd)
Oxygen Outlet: All Outlets TC-1 thru TC-357 except TC-

350; 3rd. 4th, 5th and 6th Outltlts TC-358 thru TC-501
except TC-371
Pilot Outlet TC -358 thru TC-501 except TC-371
PILOT
OXYGEN
Co -pilot Outlet TC-358 thru TC-501 except TC-371
COPILOT
OXYGEN
On Instrument Panel (TC-1 thru TC-357 except TC-350)

On Oxygen Console (TC-358 thru TC-501 except TC-371)
WARNING
DO NOT SMOKE WHILE OXYGEN IS IN USE
HOSE PLUG MUST BE PULLED OUT TO
STOP FLOW OF OXYGEN
__,
2-18 June 1982
SarialTC-1 thru TC-501 Limitations
Adjacent To Cabin Door Handle:

(TC-1 thru TC-190)
r CAUTION
AFTER CLOSING
DOOR ROTATE
HANDLE TO FULL
L LOCKED POSITION _J
Adjacent To Cabin Door Handle:

(TC- 191 thru TC-501 except TC-350 and TC -371)
ROTATE
NOLE TO FULL
CKED POSITION
On Left Cabin Sidewall Below Window Sill And Close To

Emergency Exit Release Handle: (TC-238 thru TC-501
except TC-350 and TC-371)
~
EMERGENCY EXIT
PULL PIN
PUSH WINDOW OUT
June 1982 2-19

PLACARDS (Cont'd)
On Openable Cabin Windows:
DO NOT OPEN
IN FLIGHT
(TC-191 thru TC-501 except TC-350 and TC -371)
LATCH WINDOW
BEFORE TAKE-OFF
On Storm Window (CASJ:
CAUTION
DO NOT OPEN
ABOVE 145 MPH
On Fuel Selector Panel:
NOTICE
REMOVE WINTER
BAFFLES WHEN
OAT EXCEEDS 70° F
L _J
2-20 June 1982
On Inside Of The Rear Baggage Compartment Door: (TC-1

thru TC-399 except TC-371, TC-375, TC-376, TC-377, TC-
393 and TC-350}
BAGGAGE COMPARTMENT ANDi OR FIFTH SEAT

LOAD IN ACCORDANCE WITH
AIRCRAFT FLIGHT MANUAL
MAXIMUM STRUCTURAL CAPACITY - 270 POUNDS
On Inside Of The Rear Baggage Compartment Door: (used

with 5th and 6th seat installation - TC-238 thru TC-399
except TC-371, TC-375. TC-376. TC-377. TC -393 and TC -
350}
BAGGAGE COMPARTMENT AND_:OR REAR SEATS

G)
AIRCRAFT FLIGHT MANUAL
0
LOAD LIMITS
TWO PASSENGERS COMBINED WEIGHT 250 POUNDS
On Inside Of The Rear Baggage Compartment Door: (TC-

375. TC-376, TC-377. TC-393 and TC-400 thru TC-501}
BAGGAGE COMPARTMENT

0 AIRPLANE FLIGHT MANUAL 0
June 1982 2-21

--------------~-----------

limitations Serial TC-1 thru TC-501 __,,.
PLACARDS (Cont'd)
In Plain View When Nose Baggage Compartment Door Is

Open:
BAGGAGE COMPARTMENT
~----- · ---------------~
REQUIRED EQUIPMENT FOR VARIOUS

CONDITIONS OF FLIGHT
Part 91 of the Federal Aviation Regulations specifies the

minimum numbers and types of airplane instruments and
equipment which must be installed and operable for
various kinds of flight conditions . This includes VFR day,
-
VFR night, IFR day, and IFR night.
Regulations also require that all airplanes be certificated

by the manufacturer for operations u·n der various flight
conditions. At certification, all required equipment must be
in operating condition and should be maintained to assure
continued airworthiness. If deviations from the installed
equipment were not permitted. or if the operating rules did
not provide for various flight conditions, the airplane could
not be flown unless all equipment was operable . With
appropriate limitations. the operation of every system or
component installed in the airplane is not necessary, when
the remaining operative instruments and equipment
provide for continued safe operation . Operation in
accordance with limitations established to maintain
airworthiness. can permit continued or uninterrupted
operation of the airplane temporarily.
2-22 June ise2

For the sake of brevity, the Required Equipment Listing

does not include obviously required items such as wings,
rudders, flaps, engine. landing gear, etc . Also the list does
not include items which do not affect the airworthiness of
the airplane such as galley equipment, entertainment
systems, passenger convenience items, etc. However. it is
important to note that ALL ITEMS WHICH ARE RELATED
TO THE AIRWORTHINESS OF THE AIRPLANE AND NOT
INCLUDED ON THE LIST ARE AUTOMATICALLY
REQUIRED TO BE OPERATIVE.
To enable the pilot to rapidly determine the FAA equipment

requirements necessary for a flight into specific
conditions, the following equipment requirements and
exceptions are presented. It is the final responsibility of the
pilot to determine whether the lack of. or inoperative
status of a piece of equipment on his airplane. will limit the
conditions under which he may operate the airplane.
WARNING
FLIGHT IN ICING CONDITIONS IS PRO-

HIBITED.
LEGEND
Numbers refer to quantities required to be operative for a

specified condition .
(-) Indicates that the item may be inoperative for the

specified condition.
1•) Refers to the REMARKS AND/OR EXCEPTIONS

column for explicit information or reference .
Required Equipment Charts are to be found on the pages

that follow.
June 1982 2-23

N Number Installed
r-en
-· CD
3 n
N
~
SYSTEM VFR Day ...:!.-· 0:I...-·
QI
VFR Night
and/or 0 -
/FR Day :I -
Cll
COMPONENT /FR Night
Remarks and/ or Exceptions
GENERAL
Overwater flight . . . • • - •Per FAR 91

QI
m
m
COMMUNICATIONS en ::c
n
~n
VHF communications • • • • • -*Per FAR 91 ii' ::a
- )»
system ..... "Tl
n-1
.:.. QI
.+ II
(.. ELECTRICAL POWER
:To
2 :I
c:
:I ..... (J'I
...co
<II
Battery
DC generator
1
2
1
1
1
2
1
2
1
2
-
-
n~
OU'I
co 2 2 -
"' )»
..&(J'I
N DC loadmeter 2 2 2
( ( \
( ( (
(.. en CXI
c:
:I
•:::!. m
m
EQUIPMENT AND
•... FURNISHING
• n
=t :c
U> Seat belts and * * * * * -*Per FAR 91 , all seats nn• :::D
CD
N shoulder harness ... l>
Emergency locator trans- 1 1 1 1 1 - Per FAR 91 ~:!l
c: CXI
mitt er -t Ill
n ...
' 0
c.n ::s
FIRE PROTECTION 0 U'I
... U'I
Portable fire extingu isher * • * • * -*Optional
l>
U'I
U'I
FLIGHT CONTROLS
Trim tab indicators - 3 3 3 3 3 -
Rudder, aileron, and
elevator
Flap position indication 2 2 2 2 2 -
lights
Stall warning 1 1 1 1 1 - c:
3 U>
- · n
.. CD
~ ~.
':'> - · 0
0 ::s
N :I -
QI Ill -
N r- (I)
..-· ..-·
Number Installed -·CD
f.J 3 n
O>
SYSTEM VFR Day
Ill 0
VFR Night e. ::i
and/or 0
/FR Day :I
ca
COMPONENT !FR Night
FUEL EQUIPMENT
Engine driven fuel 2 2 2 2 2 - m

pump m
m
Fuel boost pump 2 2 2 2 2 - (/) (")
Fuel quantity indicator
Fuel quantity indicator
2
1
2
1
2
1
2
1
2
1
-
-
.
CD
;· :a
:::C
(")
->
-4 'Tl
selector switch
~ -4
.... m
c...
Fuel pressure indicator 1 1 1 1 1 - Dual indicating .. Ill
~ ...
c
:I
2 g
CD -4 U'I
.... ()
' .>
U'I
co en
CD 0 U'I
N .... U'I
( ( (
( ( (
'-
c Cf) CD
::i CD m
CD ::!. m
ICE AND RAIN
.... PROTECTION
~n
-4 %
co nn
OD
...., :c I
.... )>
Alternate static air 1 - - 1 1 - ? :!I
source c CD
Pilot heater 1(2) - - 1 1 - -4 I»
n-.
I 0
U'I ::J
0 U'I
.... U'I
)>
U'I
LANDING GEAR U'I
Landing gear motor 1 1 1 1 1 -

Landing gear position 2 2 2 2 2
indication lights
Landing gear aural 1 1 1 1 1
warning horn r-
3· C/)
-· n
... ct
...., ~. g.
t.J
.....
0 ::J
::J -
M -
N
Number Installed !: :
P-J
co SYSTEM VFR Day
VFR Night
..-· ..-·
3 n
I» 0
~. :I
and/or /FR Day
0
::I
-
-
Cll
COMPONENT /FR Night
LIGHTS
Cockpit and instrument • - • - • -*Lights must illuminate all m

lights instruments and controls. m
m
Taxi light 1 - . . - en n
Landing light 2 . • . • -*Per FAR 91 ... n:J:
CD
Rotating beacon 1(2) . 1 - 1 · Top beacon must be operative ii' :JJ

. --t 'Tl
J>
Position light 3 3 - 3
<;l -t
... m
c..
c
.. at
:::r
2
a
:I
::s -t C1I
...
CD
CD
n' C1I
C1I J>
.
co 0 C1I
N ... C1I
( ( (
( ( (
.,c
:I
NAVIGATION
mm
"' IJl
::i.
n
m
...
CD INSTRUMENTS
!?.
-4
nn
:c
co • :Jl
N ... J>
Altimeter 1 1 1 1 1 -
Airspeed indicator 1 1 1 1 1 ~ :!j
c IJl
Vertical speed 1 - - - - - -4 DI
n-.
Magnetic compass 1 1 1 1 1 - • 0
01 :I
Attitude indicator 1 - - 1 1 - 0 01
... 01
Turn and slip indicator 1 - - 1 1 -
J>
Directional gyro 1 - - 1 1 01
Clock
Transponder .
1 -
• . .. ..
- 1 1
-*Per FAR 91
01
Distance measuring • • • -*Per FAR 91

equipment
Navigation equipment • - - . * -*Per FAR 91
OXYGEN
§'"'
-·.,n
..
!!i e .
...,
N
Oxygen system - • * * * -*Per FAR 91 0-· 0
:I
:I -
CD Ill -
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Number Installed c: n:
3-·
0
SYSTEM VFR Day
Ill 0
VFR Night
0 ~
and/or /FR Day ~
w
-
-
COMPONENT /FR Night
VACUUM
Instrument air source 2 - 2 2 2 - m
Instrument air indicator 1 1 1 1 1 - Dual indicating m
Deicing pressure * * * * * - *One required with optional sur- m
indicator face deice installation .
en n
II ::C
i·~
ENGINE INOICAT-
ri->.,,
' -4
ING INSTRUMENTS ... m
:r a
.. Ill
c...
c Engine tachometer 1 1 1 1 1 - Dual indicating 2 ~
~ -4 U'I
II Manifold pressure 1 1 1 1 1 - Dual indicating n
....
(0
indicators Qi
U'I
>
Oii
N
Cylinder head temp gage 2 2 2 2 2 - 0 U'I
.... (JI
( ( (
Serial TC-1 thru TC-501 ~imitations
' '
NN
NN
NN
NN
NN
0
.. ~ 0
0 "O
... ·-
U)
....
Ill
.~
"O
·-c:
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w~ (/) Q)
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W- 66
June 1982 2-31

2-32 June 1982

SECTION Ill
EMERGENCY PROCEDURES
TABLE OF CONTENTS
SUBJECT PAGE
Emergency Airspeeds . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3

One Engine Operation . . . . . . . . . . . . . . . . . . . . . . . 3-4
Determining Inoperative Engine . . . .. .. .. . ... . ... . 3-4
One -Engine Inoperative Procedures . . . . . . . . . . . . . . 3-4
Engine Failure During Take-Off . . . . . . . . . . . . . . . 3 -4
Engine Failure After Lift-off and
In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 -5
Air Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Engine Fire ....... . .. . .... . ... . ..... . ........... 3-7
On The Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3- 7
In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Glide ........... .. . ... .......................... 3 -8
Landing Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Gear Up Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
One-Engine Inoperative Landing . . . . . . . . . . . . . . 3-9
One-Engine Inoperative Go-Around . . . . . . . . . . 3-10
Systems Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
One-Engine Inoperative Operation on
Crossfeed .......... . ......... .... ...... . . 3- 10
Electrical Smoke or Fire ..... .. . ... ... . .. ... 3-11
Landing Gear Manual Extension .. ........... 3-12
Landing Gear Retraction After
Practice Manual Extension . . . . . . . . . . . . . . . . 3-1 3
June 1982 3-1

Section Ill BEECHCRAFT Baron 55. A55
Emergency Procedures . Serial TC-1 thru TC-501
SUBJECT PAGE
Ice Protection 3-13

Electrothermal Propeller Deice
System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 -1 3
Alternate (Emergency) Static Air Source
System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 4
Emergency Exit ..... . .. . .... . ... . ... .. . .. ... 3 - 15
Unlatched Door in Flight . . . . . . . . . . . . . . . . . . . . 3-15
Simulated One-Engine Inoperative .. . . . . . .. ... . . 3-16
Spins . .. . ... .. . . ...................... . .... .. .. 3- 16
3-2 June 1982

BEECHCRAFT Baron 55, A55 Section Ill
Serial TC-1 thru TC-501 Emergency Procedures
All airspeeds quoted in this section are indicated airspeeds

{IAS) and assume zero instrument error.
EMERGENCY AIRSPEEDS
Air Minimum Control Speed (VMcA) 78 kts(90 mph

Intentional One Engine
Inoperative Speed (V SSE) . . . . . . . . . . 84 kt5(97 mph
Best Rate-of-Climb Speed
One-Engine Inoperative (Vy) 100 kts(l 15 mph
Best Angle-of-Climb Speed
One-Engine Inoperative (Vx) 91 kts(105 mph
Landing - One Engine Inoperative:
Maneuvering to Final
Approach . . . . . . . . . . 107 kts(l 23 mph (minimum)
Final Approach ... . . .. . 90 kts(104 mph (minimum)
._,.... Stall warning horn is inoperative when the Battery and

Generator switches are turned off
The following information is presented to enable the pilot

to form , in advance. a definite plan of action for coping
with the most probable emergency situations which could
occur in the operation of the airplane. Where practicable,
the emergencies requiring immediate corrective action are
treated in check list form for easy reference and familiari-
zation . Other situations. in which more time is usually per-
mitted to decide on and execute a plan of action , are
discussed at some length. In order to supply one safe
speed for each type of emergency situation, the airspeeds
presented were derived at 4880 lbs.
June 1982 3 -3
Emergency Procedures SerialTC-1 thru TC-501
ONE ENGINE OPERATION
Two major factors govern one engine operations; airspeed

and directional control. The airplane can be safely maneu -
vered or trimmed for normal hands-off operation and
sustained in this configuration by the operative engine AS
LONG AS SUFFICIENT AIRSPEED IS MAINTAINED.
DETERMINING INOPERATIVE ENGINE
The following checks will help determine which engine

has failed.
1. DEAD FOOT - DEAD ENGINE . The rudder pressure re-

quired to maintain directional control will be on the
side of the good engine.
2. THROTTLE. Partially retard the throttle for the engine

that is believed to be inoperative; there should be no
change in control pressures or in the sound of the en -
gine if the correct throttle has been selected . AT LOW
ALTITUDE 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 pressure gages.
These instruments often indicate near normal readings.
ONE-ENGINE INOPERATIVE PROCEDURES
ENGINE FAILURE DURING TAKE-OFF
1. Throttle - CLOSED
2. Braking - MAXIMUM
3-4 June 1982

If insufficient runway remains for stopping:
3. Fuel Selector Valves - OFF

4 . Battery, Generator and Magnetq.Start Switches - OFF
ENGINE FAILURE AFTER LIFT-OFF

AND IN FLIGHT
An immediate landing is advisable regardless of take-off

weight. Continued flight cannot be assured if take-off
weight exceeds 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 feather-
ing the propeller. Continued flight requires immediate pilot
response to the following procedures.
1. Landing Gear and Flaps - UP

2. Throttle (inoperative engine) - CLOSED
3. Propeller (inoperative engine) - FEATHER
4. Power (operative engine) - AS REQUIRED
5. Airspeed - MAINTAIN SPEED AT ENGINE FAILURE
(100 KTS (115 MPH) MAX.) UNTIL OBSTACLES AijE
CLEARED
After positive control of the airplane is established:
6. Secure inoperative engine:

a. Mixture Control - IDLE CUT-OFF
b. Fuel Selector - OFF
c. Fuel Boost Pump - OFF
d. MagnetcyStart Switch - OFF
e. Generator Switch - OFF
f. Cowl Flap - CLOSED
June 1982 3-5

Section Ill BEECHCRAFT Baron 55, A55
Emergency Procedures Serial TC-1 thru TC-501
7. Electrical Load - MONITOR (Do not exceed generator

capacity)
NOTE
The most important aspect of engine failure is

the necessity to maintain lateral and direc-
tional control. If airspeed is below 78 kts (90
mph), reduce power on the operative engine as
required to maintain control . Refer to the
SAFETY INFORMATION Section for additional
information regarding pilot technique .
AIR START
CAUTION
The pilot should determine the reason for en-

gine failure before attempting an air start .
1. Fuel Selector Valve - MAIN OR AUXILIARY

.(. Throttle - SET approximately 1/4 travel
3. Mixture Control - FULL RICH. below 5000 ft (1/2 travel
above 5.000 ft)
4. Fuel Boost Pump - ON (LOW)
5. Magnetos - CHECK ON
6. Propeller:
WITH UNFEATHERING ACCUMULATORS:

a. Move propeller control full forward to accomplish
unfeathering . Use starter momentarily if
necessary.
b. Return control to high pitch (tow rpm) position
3-6
when windmilling starts, to avoid overspeed .
June 1982
--
If propeller does not unleather or engine does not turn,

proceed to WITHOUT UNFEATHERING ACCUMULATORS
procedure.
WITHOUT UNFEATHERING ACCUMULATORS:

a. Move propeller control forward of the feathering
detent to midrange
b. Engage Starter to accomplish unfeathering
c. If engine fails to run, clear engine by allowing it to
windmill with mixture in IDLE CUT -OFF . When
engine fires, advance mixture to FULL RICH
7. When Engine Starts - ADJUST THROTILE , PRO-

PELLER and MIXTURE CONTROLS
8 . Fuel Boost Pump - OFF (when rel iable power has been
regained)
9. Generator Switch - ON
10. Oil Pressure - CHECK
11 . Warm Up Engine (approximately 2000 rpm and 15 in .
Hg)
12. Set power as required and trim
ENGINE FIRE
ON THE GROUND
1. Mixture Controls - IDLE CUT-OFF

2. Continue to crank affected engine
3. Fuel Selector Valves - OFF
4 . Battery and Generator Switches - OFF
5. Extinguish with Fire Extinguisher
June 1982 3 -7
Emergency Procedures Serial TC-1 thru TC-5<;>1
IN FLIGHT
Shut down the affected engine according to the following

procedure and land immediately. Follow the applicable
single-engine procedures in this section.
1. Fuel Selector Valve - OFF

2. Mixture Control - IDLE CUT-OFF
3. Propeller - FEATHERED
4 . Fuel Boost Pump - OFF
5. Magneto/Start Switch - OFF
6. Generator Switch - OFF
EMERGENCY DESCENT
1. Propellers - 2625 RPM

2. Throttles - CLOSED
3. Airspeed - 143 kts ( 165 mph)
4 . Landing Gear - DOWN
5. Flaps - UP
GLIDE
1. Propellers - FEATHER
2. Flaps - UP
3. Landing Gear - UP
4. Cowl Flaps - CLOSED
The glide ratio in this configuration is approximately 2

nautical miles of gliding distance for each 1000 feet of
altitude above the terrain at an airspeed of 120 kts (138
mph).
3-8 June 1982

LANDING EMERGENCIES
GEAR-UP LANDING
If possible, choose firm sod or foamed runway. When

assured of reaching landing site:

2 . Wing Flaps - AS DESIRED
3 . Throttles - CLOSED
4 . Fuel Selector Valves - OFF
5 . Mixture Controls - IDLE CUT-OFF
6. Battery. Generator and Magnet~tart Switches - OFF.
7 . Keep wings level during touchdown.
8 . Get dear of 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 certain that the field can

be reached:
1. Landing Gear - DOWN

2. Flaps - AS REQUIRED
3. Airspeed - 90 kts/l 04 mph
4. Power - AS REQUIRED to ma intain 800 fVmin rate of
descent
When it is certain there is no possibility of go -around:
5 . Flaps - DOWN
6. Execute normal landing
June 1982 3 -9
Emergency Procedures SerialTC-1 thru TC-501
ONE-ENGINE -INOPERATIVE GO-AROUND
WARNING
Level flight might not be possible for certain

combinations of weight, temperature and alti-
tude . In any event , DO NOT attempt a one-
engine -inoperative go -around after flaps have
been fully extended .
1. Power - MAXIMUM ALLOWABLE

2 . Landing Gear - UP
3 . Flaps - UP
4 . Airspeed - MAINTAIN 100 kts (115 mph) MINIMUM
SYSTEMS EMERGENCIES
ONE -ENGINE -INOPERATIVE OPERATION

ON CROSSFEED
NOTE
The fuel crossfeed system is to be used only

during emergency conditions in level flight
only .
Left engine inoperative:

1. Right Fuel Boost Pump - ON (LOW)
2 . Left Fuel Selector Valve - MAIN OR AUXILIARY
3 . Right Fuel Selector Valve - CROSSFEED
4 . Right Fuel Boost Pump - ON or OFF as required
3-10 June 1982

BEECHCRAFT Baron 55. A55 Section Ill
Right engine inoperative:

1. Left Fuel Boost Pump - ON (LOW)
2. Right Fuel Selector Valve - MAIN OR AUXILIARY
3. Left Fuel Selector Valve - CROSSFEED
4. Left Fuel Boost Pump - LOW or OFF as required
ELECTRICAL SMOKE OR FIRE
Action to be taken must consider existing conditions and

equipment instal/ed:
1. Battery and Generator Switches - OFF
WARNING
Electrically driven flight instruments will

become inoperative.
2. Oxygen - AS REQUIRED
3. All Electrical Switches - OFF
4. Battery and Generator Switches - ON
5. Essential Electrical Equipment - ON (Isolate defective
equipment)
NOTE
Ensure fire is out and will not be aggravated by

draft. Turn off CABIN HEAT switch and push in
the CABIN AIR control. Open pilot's storm
window, if required.
June 1982 3-11

LANDING GEAR MANUAL EXTENSION
Reduce airspeed before attempting manual extension of

the landing gear.
1. LG MOTOR Circuit Breaker - PULL

2. Landing Gear Handle - DOWN
3 . Remove cover from handcrank at rear of front seats .
Engage handcrank and turn counterclockwise as far as
possible (approximately 50 turns). Stow handcrank.
4. Check mechanical indicator to ascertain that gear is
do1Nn . ·
5. If electrical system is operative, check landing gear po -
sition light and 1Narning horn (check LG RELAY circuit
breaker engaged).
CAUTION
The manual extension system is designed only

to lo1Ner the landing gear; do not attempt to re-
tract the gear manually.
WARNING
Do not operate the landing gear electrically

1Nith the handcrank engaged, as damage to the
mechanism could occur.
After emergency landing gear extension, do

not move any landing gear controls or reset
any SIN!tches or circuit breakers until airplane
is on jacks, as failure may have been in the
gear-up circu it and gear might retract with the
airplane on the ground.
3-12 June 1982

BEECHCRAFT Baron 55. A55 Section Ill
LANDING GEAR RETRACTION AFTER

PRACTICE MANUAL EXTENSION
After practice manual extension of the landing gear, the

gear may be retracted electrically, as follows:
1. Handcrank - CHECK, STOWED

2. Landing Gear Motor Circuit Breaker - IN
3. Landing Gear Handle - UP
ICE PROTECTION
ELECTROTHERMAL PROPELLER DEICE

SYSTEM
1. Loss of one generator; turn off unnecessary electrical

equipment. Turn the prop deice system off while
operating the cabin heater blower or the landing gear
motor. Monitor electrical loads so as not to exceed
generator capacity.
An abnormal reading on the Propeller Deice Ammeter indi-

cates need for the following action:
a. Zero Amps:
Check prop deice circuit breaker. If the circuit

breaker has tripped, a wait of approximately 30
seconds is necessary before resetting . If ammeter
reads 0 and the circuit breaker has not tripped or if
the ammeter still reads 0 after the circuit breaker
has been reset, turn the switch off and consider
the prop deice system inoperative.
-- June 1982 3-13

b. Zero to 7 Amps:
If the prop deice system ammeter occasionally or

regularly indicates less than 7 amps, operation of
the prop deice system can continue unless serious
propeller imbalance results from irregular ice
throw -offs.
c. 1 2 to 1 5 Amps:
If the prop deicing system ammeter occasionally or
regularly indicates 12 to 15 amps, operation of the
prop deice system can continue unless serious
propeller imbalance results from irregular ice
throw -offs .
d. More than 1 5 Amps:
If the prop deice system ammeter occasionally or

regularly indicates more than 15 amps, the system
should not be operated unless the need for prop
deicing is urgent.
ALTERNATE (EMERGENCY) STATIC AIR SOURCE

SYSTEM
THE EMERGENCY STATIC AIR SOURCE SHOULD BE

USED FOR CONDITIONS WHERE THE NORMAL STATIC
SOURCE HAS BEEN OBSTRUCTED. When the airplane
has been exposed to moisture and/or icing conditions
(especially on the ground), the possibility of obstructed
static ports should be considered . Partial obstructions will
result in the rate of climb indication being sluggish during
a climb or descent . Verification of suspected obstruction is
possible by switching to the emergency system and noting
a sudden sustained change in rate of climb. This may be
accompanied by abnormal indicated airspeed and altitude
changes beyond normal calibration differences.
__,,.
.
3-14 June 1982

Whenever any obstruction exists in the Normal Static Air

System or the Emergency Static Air System is desired for
use:
1. Emergency Static Air Source - Valve - OPEN (lower
sidewall adjacent to pilot) .
2. For Airspeed Calibration and Altimeter Corrections,
refer to the PERFORMANCE section.
CAUTION
The emergency static air valve should remain
in the CLOSED position when system is not
needed.
EMERGENCY EXIT
An emergency exit is provided as an openable window on

the left side of the airplane as indicated by the emergency
exit placard. The cabin door, the optional cargo door and,lor
the openable window on the right side of the cabin may be
used for egress if required . The right openable window
operates in the same manner as the emergency exit for
egress . To open emergency exit:
1. Unlatch window
2. Pull pin and push window out
UNLATCHED DOOR IN FLIGHT
If the cabin door is not locked it may come unlatched in

flight . This may occur during or just after take-off. The door
will trail in a position approximately 3 to 4 inches open .
Flight characteristics of the airplane will not be affected
except for a reduction in performance . Return to the field
in a normal manner. If practicable, during the landing
flare-out have a passenger hold the door to prevent it from
swinging open .
June 1982 3-15

SIMULATED ONE ENGINE INOPERATIVE

ZERO THRUST (Simulated Feather)
Use the following power setting (only on one engine at a
time) to establish zero thrust. Use of this power setting
avoids the difficulties of restarting an engine and pre-
serves the availability of engine power.
The following procedure should be accomplished by al-

ternating small reductions of propeller and then throttle,
until the desired setting 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
recommended One-Engine Inoperative Climb
speeds .
SPINS
If a spin is entered inadvertently:
Immediately move the control column full forward, 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 con-
tinue to hold this control position until rotation stops and
then neutralize all controls and execute a smooth pullout .
Ailerons should be neutral during recovery.
NOTE
Federal Aviation Administration Regulations
did not require spin demonstration of air-
planes of this weight; therefore, no spin tests
have been conducted. The recovery technique
is based on the best available information.
3-16 June 1982

BEECHCRAFT Baron 55. A55
SECTION IV
NORMAL PROCEDURES
TABLE OF CONTENTS
SUBJECT PAGE
Airspeeds for Safe Operation . . . . . . . . . . . . . . . . . . . . 4-3

Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Before Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Aher Starting and Taxi . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 O
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Maximum Performance Climb . . . . . . . . . . . . . . . . . . . 4-13
Cruise Climb ................................... 4 - 13
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
Leaning Using EGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4- 14
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4· 1 5
Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
Shutdown ............ . ... . .. .. . . . ........ . .... 4 -16
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
Cold Weather Operation .. . ....... . ..... ... .. ... 4-19
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
External Power .... ........ ...... ...... .... . 4-21
Starting Engines Using
Auxiliary Power Unit . . . . . . . . . . . . . . . . . . . . . . 4-22
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
June 1982 4-1

Section IV BEECHCRAFT Baron 55, A55
Normal Procedures
TABLE OF CONTENTS
--
SUBJECT PAGE
Ice Protection Systems . . . . . . . . . . . . . . . . . . . . . . . . . 4-22

Alternate (Emergency) Static Air Source . . . . 4-23
Electrothermal Propeller Deice . . . . . . . . . . . . . . 4-24
Propeller Anti -Ice System (Fluid Flow) . . . . . . . 4-24
Pitot Heat and Heated Stall Warning . . . . . . . 4-25
Windshield Defogging . . . . . . . . . . . . . . . . . . . . . . 4-25
Engine Break-In Information . . . . . . . . . . . . . . . . . . . . 4-26
Practice Demonstration of VMCA ............ . .. 4-26
4 -2 June 1982
BEECHCRAFT Baron 55, A55 Section IV
Serial TC· 1 thru TC-601 Normal Procedures
All airspeeds quoted in this section are indicated airspeeds

(/AS) and assume zero instrument error.
AIRSPEEDS FOR SAFE OPERATION

(Settings established at 4880 lbs.)
Two -Engine Best Angle-of-Climb . . ..... 84 kts(97 mph

Two -Engine Best Rate -of-Climb . . . . . 101 kts/116 mph
Single -Engine Best Angle -of-Climb . . . 91 kts(105 mph
Single -Engine Best Rate-of -Climb . . . 100 kts/115 mph
Air Minimum Control (VMcA) . .. . ..... . 78 kts(90 mph
Intentional One Engine
Inoperative (VssEl ..... . . .. ... ... . ... 84 kts(97 mph
Cruise Climb . . . . . . . . . . . . . . . . . . . . . . . 123 kts,1142 mph
Balked Landing Climb . . . . . . . . . . . . . . . 88 kts,1101 mph
Landing Approach
Flaps DOWN . . . . . . . . . . . . . . . . . . . . 88 kts,1101 mph
Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . 97 kts,1112 mph
Turbulent Air Penetration ........... 157 kts/181 mph
Maximum Demonstrated Crosswind .. .. 22 kts,125 mph
June 1982 4-3

Normal Procedures Serial TC-1 thru TC-501
PREFLIGHT INSPECTION
Emergency Locator Transmitter - ARMED. location may

vary with individual airplanes.
1. COCKPIT:
a. Control Lock - REMOVE AND STOW
b. Parking Brake - SET
c. All Switches - OFF
d. Trim Tabs - SET TO ZERO
2. RIGHT FUSELAGE:
a. Load Distribution - CHECK AND SECURED
b. Baggage Door - SECURE
c. Static Port - UNOBSTRUCTED
3. EMPENNAGE:
a. Control Surfaces, Tabs and Deice Boots - CHECK
CONDITION. SECURITY, AND ATIACHMENT
b. Tail Cone, Tail Light. and Beacon - CHECK
c. Tie Down - REMOVE
d. Cabin Air Inlet - CHECK
4 . LEFT FUSELAGE:
a. Static Port - UNOBSTRUCTED
b. All Antennas and Lower Beacon - CHECK
5. LEFT WING TRAILING EDGE :

a. Fuel Sump Aft of Wheel W~ll - DRAIN
b. Fuel Vents - CHECK
c. Flaps - CHECK GENERAL CONDITION
d. Aileron - CHECK CONDITION AND FREEDOM OF
MOVEMENT, TAB NEUTRAL WHEN AILERON
NEUTRAL
4-4 June 1982

BEECHCRAFT Baron 55. A55 Section IV
Serial TC-1 thru TC-501 Normal Procedures
6 . LEFT WING LEADING EDGE

a. Lights and Deice Boot - CHECK FOR CONDITION
b. Stall Warning Vane - CHECK FREEDOM OF
MOVEMENT
c. Fuel - CHECK QUANTITY AND SECURE CAPS
d . Pitot - REMOVE COVER, EXAMINE FOR OB-
STRUCTIONS
e. Tie Down, Chocks - REMOVE
f. Engine Oil - CHECK QUANTITY, CAP AND DOOR
SECURE
g. Engine Cowling and Doors - CHECK CONDITION
AND SECURITY
h. Engine Air Intake - EXAMINE FOR OBSTRUC-
TIONS
i. Propeller - EXAMINE FOR NICKS, SECURITY AND
OIL LEAKS
j . Cowl Flap - CHECK
k. Wheel Well Doors, Tire, Brake Line and Shock
Strut - CHECK
I. Landing Gear Uplock Roller - CHECK
m . Fuel Drains - DRAIN (3)
7. NOSE SECTION
a. Wheel Well Doors, Tire and Shock Strut - CHECK
b. Heater Fuel Strainer - DRAIN
c. Taxi Light - CHECK
d. Heater Air Inlets - CLEAR
e. Oxygen - CHECK
f . Baggage Door - SECURE
June 1982 4-5

Normal Procedures SerialTC-1 thru TC-501
8. RIGHT WING LEADING EDGE

a. Wheel Well Doors. Tire, Brake Line, and Shock
Strut - CHECK
b. Landing Gear Uplock Roller - CHECK
c. Cowl Flap - CHECK
d. Fuel Drains - DRAIN (3)
e. Engine Oil - CHECK QUANTITY. CAP AND DOOR
SECURE
f. Engine Cowling and Doors - CHECK CONDITION
AND SECURITY
g. Propeller - EXAMINE FOR NICKS. SECURITY AND
OIL LEAKS
h. Engine Air Intake - EXAMINE FOR OBSTRUC -
TIONS
i. Fuel - CHECK QUANTITY AND SECURE CAPS
j . Tie Down and Chocks - REMOVE
k. Lights and Deice Boot - CHECK FOR CONDITION
9. RIGHT WING TRAILING EDGE

a. Aileron - CHECK CONDITION AND FREEDOM OF
MOVEMENT
b. Fuel Vents - CHECK
c. Fuel Sump Aft of Wheel Well - DRAIN
d. Flaps - CHECK GENERAL CONDITION
NOTE
Check operation of lights if night flight is an -

ticipated .
CAUTION
DO NOT TAXI WITH A FLAT SHOCK STRUT.
4-6 June 1982

.Serial TC-1 thru TC-501 Normal Procedures
BEFORE STARTING
1. Seats - POSITION AND LOCK; Seat Backs - UPRIGHT

2 . Rudder Pedals - ADJUST
3 . Seat Belts - FASTEN AND ADJUST
Shoulder Harnesses (if installed) - FASTEN AND
ADJUST
4 . Parking Brake - SET
5 . All Avionics - OFF
6 . Oxygen - CHECK QUANTITY AND OPERATION
7. Landing Gear Handle - DOWN
B. Cowl Flap Switches - CHECK, OPEN . Check position
light - ON (if installed)
9 . Fuel Selector Valves - CHECK OPERATION THEN SET
TO MAIN
10 . All Circuit Breakers, Switches and Equipment Con-
trols - CHECK
11 . Battery Switch and Generator Switches - ON (if
external power is used, Generator Switches - OFF)
12 Fuel Quantity Indicators - CHECK QUANTITY MAIN
AND AUXILIARY . Fuel quantity selector switch to
MAIN. (See LIMIT A TIO NS for take-off fuel)
13. Landing Gear Position Lights - CHECK
June 1982 4-7

STARTING
1. Throttle Position ·APPROXIMATELY 1/2 IN. OPEN

2 . Propeller Control - LOW PITCH (High RPM)
3. Mixture Control • FULL RICH
NOTE
If the engine is hot. and the ambient tempera-

ture is 90°F or above, place mixture control in
IDLE CUT-OFF, switch fuel boost pump to ON
(HIGH) for 30 to 60 seconds, then OFF. Return
mixture control to FULL RICH.
4. Fuel Boost Pump - ON (HIGH) (until pressure stabilizes

then - OFF)
5. Magneto;Start Switch - START (Observe Starter

Limits)
CAUTION
Do not engage starter for more than 30

seconds in any 4-minute period .
NOTE
In the event of a balked start (or overprime con-

dition) place mixture control in IDLE CUT-OFF
and open the throttle; operate the starter to
remove excess fuel. As engine starts, reduce
the throttle to idle rpm and place the mixture
control in FULL RICH .
6 . Warm-up - 800 to 1200 RPM

7. Oil Pressure - 25 PSI WITHIN 30 SECONDS
8. External Power (if used) - DISCONNECT
4-8 June 1982

BEECH CRAFT Baron 55. A55 Section IV
WARNING
When using external power, start the right en-

gine first. Disconnect external power before
starting left engine.
9 . Generator Switch - ON
10. All Engine Indicators - CHECK
CAUTION
If the total of both loadmeters exceeds .2

after two minutes at 1000-1200 rpm, with no
additional electrical equipment on, and the
indication shows no signs of decreasing, an
electrical malfunction is indicated. The
battery master and both alternator switches
should be placed in the OFF position . Do not
take off.
CAUTION
Low voltage, high ammeter or loadmeter

readings, dimming of lights. or excessive
noise in radio receivers could be indications
that problems are developing in the starter
system . A noted change in such normal
conditions could indicate prolonged starter
motor running and the engine should be shut
down. No further flight operations should be
attempted until the cause is determined and
repaired.
11. Using the same procedure, start other engine.
June 1982 4-9

Normal Procedures SerialTC-1 thruTC-501
AFTER STARTING AND TAXI
NOTE
Do not operate engine above 1200 RPM until

oil temperature reaches 75°F.
1. Brakes - RELEASE AND CHECK

2. Avionics - ON, AS REQUIRED
3. Exterior Lights - AS REQUIRED
BEFORE TAKE-OFF
1. Seat Belts and Shoulder Harnesses - CHECK

2. Fuel Boost Pumps - OFF {If ambient temperature is
90°F or above, use LOW pressure boost if so equipped)
3. All Instruments - CHECKED
4 . Fuel Selector Valves - CHECK {MAIN TANKS)
5. Mixture - FULL RICH (or as required by field elevation)
6. Propellers - EXERCISE AT 2200 RPM
CAUTION
When exercising propellers in their governing

range, do not move the control lever aft past
the detent. To do so will allow the propeller to
change rapidly to the full feathered position,
imposing high stresses on the blade shank and
engine.
7. Loadmeters - CHECK for proper indication

8 . Throttles - 1700 RPM
9. Magnetos - CHECK {Variance between individual
magnetos should not exceed 50 rpm, max. drop 150
rpm)
10. Throttles - 1500 RPM
4-10 June 1982

BEEC HCRAFT Baron 55. A55 Section IV
Serial TC- 1 thru TC-501 Normal Procedures
11 . Propellers - FEATHERING CHECK (Do not allow an rpm

drop of more than 500 rpm)
12. Throttles - IDLE
13 . Friction - ADJUST
14. Trim - AS REQUIRED FOR TAKE-OFF
15. Flaps - CHECK AND SET FOR TAKE-OFF
16. Flight Controls - CHECK PROPER DIRECTION, FULL
TRAVEL AND FREEDOM OF MOVEMENT
17. Doors and Windows - LOCKED
18. Parking Brake - OFF
TAKE -OFF
Take-Off Power . . . . . . . . . . . . . . Full throttle , 2625 rpm
Minimum Take-Off Oil Temperature . . . ... . . . .. . 75 ° F
1. Power - SET TAKE -OFF POWER (MIXTURE - SET

FUEL PRESSURE TO ALTITUDE) BEFORE BRAKE RE-
LEASE
2 . Airspeed - ACCELERATE TO AND MAINTAIN REC-
OMMENDED SPEED
3. Landing Gear - RETRACT (when positive rate of
climb is established)
4 . Airspeed - ESTABLISH DESIRED CLIMB SPEED
fwhen clear of obstacles)
June 1982 4-11
-·
Section IV BEECHCRAFT Baron 55. A55
4-12 June 1982

MAXIMUM PERFORMANCE CLIMB
1. Power - SET MAXIMUM CONTINUOUS POWER

2. Mixtures - LEAN TO APPROPRIATE FUEL PRESSURE
3. Cowl Flaps - OPEN
4. Airspeed - ESTABLISH 101 kts/ 116 mph
CRUISE CLIMB
1. Power - SET (25.0 in . Hg or Full Throttle - 2500 RPM)

2. Mixture Controls - LEAN TO APPROPRIATE FUEL
PRESSURE
3. Airspeed - 123 kts/ 142 mph
4. Cowl Flaps - AS REQUIRED
NOTE
In high ambient temperatures (on airplanes

with a two speed boost pump). low pressure
boost may be required to prevent excessive
fuel flow fluctuations.
CRUISE
Maximum Cruise Power 24.5 in . Hg at 2450 rpm

Recommended Cruise Power . 24.0 in. Hg at 2300 rpm
Recommended Cruise Power . 22.0 in. Hg at 2200 rpm
Economy Cruise Power .. . .. . 20.0 in. Hg at 2100 rpm
1. Power - SET AS DESIRED (Use Tables in PERFORM-

ANCE section)
2. Fuel Flow - LEAN AS REQUIRED
June 1982 4-13

Nonnal Procedures Serial TC-1 thru TC-501
LEANING USING THE EXHAUST GAS TEMPERATURE

INDICATOR (EGT)
A thermocouple type exhaust gas temperature (EGT) probe

is mounted in the system . This probe is connected to an
indicator on the instrument panel. The indicator is cali-
brated in degrees Fahrenheit. Use EGT system to lean the
fuel/air mixture when cruising at maximum cruise power
or less.
1. Lean the mixture and note the point on the indicator

that the temperature peaks and starts to fall.
a. CRUISE (LEAN) MIXTURE - Increase the mixture
until the EGT shows a drop of 25°F below peak on
the rich side of peak.
b. BEST POWER MIXTURE - Increase the mixture

until the EGT shows a drop of 100°F below peak
on the rich side of peak.
CAUTION
Do not continue to lean mixture beyond that

necessary to establish peak temperature .
2. Continuous operation is recommended at 25°F or

more below peak EGT only on the rich side of peak.
3. Changes in altitude and power settings require the

peak EGT to be rechecked and the mixture reset.
DESCENT
1. Altimeter - SET
3. Windshield Defroster - AS REQUIRED
4-14 June 1982

-BEECHCRAFT Baron 55. A55 Section IV
4. Power - AS REQUIRED (avoid prolonged idle settings

and low cylinder head temperatures)
5. Fuel Selector Valves - MAIN
Recommended descent speeds:
Smooth air . . . . . . . . . . . . . . . . . . . . . 172 ktsf1 98 mph

Rough air ..... .... .. . ... . (Max.) 157ktsf181 mph
BEFORE LANDING
1. Seat Belts - FASTENED, SEAT BACKS UPRIGHT

(Shoulder Harnesses if installed - FASTENED)
2. Fuel Selector Valves - CHECK (MAIN TANKS)
3. Fuel Boost Pumps - OFF, OR LOW AS PER AMBIENT
TEMPERATURE
5. Mixture Controls - FULL RICH (or as required by field
elevation)
6. Landing Gear - DOWN
7. Flaps - DOWN
8. Airspeed ESTABLISH NORMAL LANDING
APPROACH SPEED.
9. Propellers - LOW PITCH (High RPM)
BALKED LANDING
1. Propellers - LOW PITCH (high rpm)

2. Power - MAXIMUM ALLOWABLE
3 . Airspeed - BALKED LANDING CLIMB SPEED (88
KTS/101 MPH)
4. Flaps - UP (0°)
5. Landing Gear - UP
June 1982 4-15

AFTER LANDING
1. Landing and Taxi Lights - AS REQUIRED

2. Flaps - UP
3. Trim Tabs - SET TO ZERO
4. Cowl Flaps - OPEN
5. Fuel Boost Pumps - AS REQUIRED
SHUT DOWN
1. Parking Brake - SET

2. Propellers - LOW PITCH (High RPM)
3. Throttles - 1000 RPM
4 . Fuel Boost Pumps - OFF
5 . Electrical and Avionics Equipment - OFF
6 . Mixture Controls - IDLE CUT-OFF
7 . Magneto/Start Switches - OFF, AFTER ENGINES STOP
8 . Battery and Generator Switches - OFF
9 . Controls - LOCKED
10. If airplane is to be parked for an extended period of
time, install wheel chocks and release the parking
brake, as greatly varying ambient temperatures may
build excessive pressures on the hydraulic system.
OXYGEN SYSTEM
WARNING
NO SMOKING permitted when using oxygen .
PREFLIGHT
1. Open the access door in the lower right hand side of

the cabin's aft bulkhead and SLOWLY open the high
pressure shut-off valve on the oxygen cylinder.
4-16 June 1982
- · . - -·· ···----- --- -~-

CAUTION
If the shut-off valve is opened too rapidly, the
regulator diaphragm may be ruptured or other
damage common to high pressure oxygen
systems may occur.
2. Check Oxygen Pressure Gage for pressure reading .

3. Determine percent of full system .
4 . Multiply oxygen duration in minutes by percent of full
system.
EXAMPLE:
People 5
Gage Pressure 1500 psi
Percent Capacity (from chart) 80%
Cylinder Capacity (full) 48 cu ft
Altitude (planned flight) 15,000 feet
Duration (full cylinder) 120 minutes
Duration (80% full) 96 minutes
OXYGEN AVAILABLE WITH

PARTIALL V FULL BOTTLE
0 20QQ-.-r-r-.--.-rr-r-r-r-,--,rri-r-r-,--,~
iii
~ -
w 1500~~t::t:t:tt:t:t:1~tl:rtft+t1
a:
::::>
~ 1000-l+tttl+t++i~+tl+l+t1
w
a:
~
-
500-+++++J~++++-H-t-++++-H
w
0
<
0
0 50 100
'Yo CAPACITY
June 1982 4-17

OXYGEN DURATION
The recommended masks are provided with the system.

They are designed to be adjustable to fit the average
person, with minimum leakage of oxygen.
CAUTION
Since 90"..b of the system efficiency is deter-

mined by the fit of the oxygen mask, make cer-
tain the masks fit properly and are in good
condition.
OXYGEN DURATION CHART
Duration in minutes at the following altitudes:
Persons
Using 12,500 15,000 20.000
1 411 396 360

-
:::J
u
2
3
231
162
222
156
204
144
<XI
4 123 120 114
("")
5 99 96 90
6 82 80 74
1 516 498 456

.::: 2 291 282 258
:::J 3 204 198 180
u
<XI 4 156 150 138
114
"" 5
6
126
105
120
99 97 ·...._,
4-18 June 1982

Serial TC-1 thru TC- 501 Normal Procedures
IN FLIGHT
The use of oxygen is recommended to be in accordance

with current FAR operating rules.
1. Insert an oxygen mask plug-in coupling into an oxygen

outlet.
2. Check for flow of oxygen into the mask by closing off

the opening from the breather bag to the mask, noting
that the bag expands. Changes in flow rate will be
made automatically with changes in pressure altitude .
3. Adjust the oxygen mask to the face to prevent the

escape of oxygen into the cabin .
AFTER USING
1. Close the high pressure shut-off valve.
2. With one or more masks still plugged in, allow the

oxygen to drain from the low pressure side of the
system .
3. Unplug all masks.
COLD WEATHER OPERATION
PREFLIGHT INSPECTION
In addition to the normal preflight exterior inspection ,

remove ice, snow and frost from the wings, tail, control
surfaces and hinges, propellers, windshield , fuel cell filler
caps and fuel vents. If you have no way of removing these
formations of ice, snow, and frost leave the airplane on the
ground, as these deposits will not blow off. The wing
June 1982 4-19

Section IV BEECHCRAFT Baron SS. ASS
Normal Procedures SerialTC-1 thruTC-S01
contour may be changed by these formations sufficiently

that its lift qualities are considerably disturbed and
sometimes completely destroyed. Complete your normal
preflight procedures . Check the flight controls for complete
freedom of movement.
Conditions for accumulating moisture in the fuel tanks are

most favorable at low temperatures due to the conden-
sation increase and the moisture that enters as the system
is serviced . Therefore, close attention to draining the fuel.
system will assume particular importance during cold
weather.
ENGINES
Use engine oil in accordance with Consumable Materials

in the SERVICING section. Always puff the propeller
through by hand several times to clear the engine and
.. limber up .. the cold, heavy oil before using the starter.
This will also lessen the load on the battery if an auxiliary
power unit is not used.
Under very cold conditions. it may be necessary to preheat

the engine prior to a start. Particular attention should be
applied to the oil cooler, and engine sump to insure proper
preheat. A start with congealed oil in the system may
produce an indication of normal pressure immediately
after the start, but then the oil pressure may decrease
when residual oil in the engine is pumped back with the
congealed oil in the sump. ff an engine heater capable of
heating both the engine sump, and cooler is not available,
the oil should be drained while the engines are hot and
stored in a warm area until the next flight.
ff there is no oil pressure within the first 30 seconds of

running, or if oil pressure drops after a few minutes of
ground operation, shut down and check for broken oil
lines, oil cooler leaks or the possibility of congealed oil.
4-20 June 1982

BEECHCRAFT Baron 55, A55 Section IV
NOTE
It is advisable to use external power for start-

ing in cold weather.
During warm-up, watch engine temperatures closely,

since it is quite possible to exceed the cylinder head tem-
perature limit in trying to bring up the oil temperature .
Exercise the propellers several times to remove cold oil
from the pitch change mechanisms. The propellers should
also be cycled occasionally in flight.
During letdown and landing, give special attention to en-

gine temperatures, since the engines will have a tend-
ency toward overcooling .
EXTERNAL POWER
It is very imponant that the following precautions be ob-

served while using external power.
1. The airplane has a negative ground system . Be sure to

connect the positive lead of the auxiliary power unit to
the center post of the airplane's external power re-
ceptacle and the negative lead of the auxiliary power
unit to the other large post.
2. To prevent arcing, make certain no power is being sup-

plied when the connection is made.
3 . Make certain that the battery switch is ON, all avionics

and electrical switches OFF, and a battery is in the sys-
tem before connecting an external power unit. This
protects the voltage regulators and associated elec-
trical equipment from voltage transients (power fluc-
tuations).
June 1982 4-21

Section IV BEECH CRAFT Baron 55, A55
STARTING ENGINES USING AUXILIARY POWER UNIT
1. Battery switch - ON
2 . Generators. Electrical, and Avionics Equipment - OFF
3 . Au)(iliary Power Unit - CONNECT
4. Au)(iliary Power Unit - SET OUTPUT (27.0 to 28.5 volts)
5. Au)(il iary Power Unit - ON
6. Right Eng ine - START (use normal start procedures)
7. Au)(iliary Power Unit - OFF (after engine has been

started)
8 . Au)(iliary Power Unit - DISCONNECT (before starting

left engine)
9. Generator Switches - ON
TAXIING
Avoid ta)(iing through water, slush or muddy surfaces if

possible. In cold weather, water, slush or mud. wf1en
splashed onto landing gear mechanisms or control surface
hinges may freeze, preventing free movement and result-
ing in structural damage.
ICE PROTECTION SYSTEMS
Airplanes are approved for flight into light-to -moderate

icing conditions in accordance with operational practices
of Bureau of Flight Standards Release No. 434 when the
following equipment is installed and operable : Emergency ..__/
4-22 June 1982

BEECH CRAFT Baron SS. ASS Section IV
-· Static Air Source, Surface Deice System. Propeller Deice

or Anti-lee System, Pitot Heat, Heated Stall Warning,
Windshield Defogging or Storm Window, Alternate
Induction Air, and External Antenna Mast capable of with-
standing ice loads as well as the equipment normally re-
quired for IFR flight .
WARNING
Stalling airspeeds should be expected to iri-

crease due to the distortion of the wing airfoil
when ice has accumulated on the airplane . For
the same reason, stall warning devices are not
accurate and should not be relied upon . With
ice on the airplane, maintain a comfortable
margin of airspeed above the normal stall
airspeed .
1. ALTERNATE (EMERGENCY) STATIC AIR SOURCE
If the Emergency Static Air Source is desired for use:
a. Emergency Static Air Source - Valve - OPEN (lower

sidewall adjacent to pilot)
b. For Airspeed Calibration and Altimeter Correc -

tions, refer to PERFORMANCE section
CAUTION
The emergency static air valve should be in the

CLOSED position when the system is not
needed.
June 1982 4-23

Section IV BEECH CRAFT Baron 55, A55
Normal Procedures SerialTC-1 thruTC-501
2. ELECTROTHERMAL PROPELLER DEICE
CAUTION
Do not operate the propeller deice when pro-

pellers are static.
a. BEFORE TAKEOFF
( 1) Propeller Deice Switch - ON

. (2) Propeller Deice Ammeter - CHECK. 7 to 12
amps
b. IN FLIGHT
( 1) Propeller Deice Switch - ON. The system may

be operated continuously in flight and will
function automatically until the switch is
turned OFF. ..._·
(2) Relieve propeller imbalance due to ice by in-

creasing rpm briefly and returning to the
desired setting. Repeat as necessary.
CAUTION
If the propeller deice ammeter indicates ab-

normal reading, refer to the Emergency Pro-
cedures section.
3. PROPELLER ANTI-ICE SYSTEM (FLUID FLOW)
CAUTION
This anti-ice system is designed to PREVENT
4-24
the formation of ice. Always turn the system
ON before entering icing conditions.
June 1982
--
a. PREFLIGHT
( 1) Check the quantity in reservoir

(2) Check slinger ring and lines for obstructions
(3) Check propeller boots for damage
b. IN FLIGHT
( 1) Prop Anti -ice Switch - ON

(2) Anti-ice Quantity Indicator - MONITOR
NOTE
See SYSTEM description for endurance.
4 . PITOT HEAT AND HEATED STALL WARNING
a. Pitot Heat Switch - ON (Note deflection on Load-

meter) Heated Stall Warning is activated by the
pitot heat switch .
NOTE
Switch may be left on throughout flight. Pro-

longed operation on the ground could damage
the Pitot Heat System.
5 . WINDSHIELD DEFOGGING
a. Defrost Control - PUSH ON
b. Pilot's Storm Window - OPEN , AS REQUIRED
June 1982 4-25

ENGINE BREAK-IN INFORMATION
Refer to Systems section .
PRACTICE DEMONSTRATION OF VMCA
VMCA demonstration may be required for multi-engine

pilot certification . The following procedure shall be used at
a safe altitude of at least 5000 feet above the ground in
clear air only .
WARNING
INFLIGHT ENGINE CUTS BELOW VssE

SPEED OF 84 KTS/97 MPH ARE PROHIBITED .
1. Landing Gear · Up
2. Flaps - Up
3. Airspeed - Above 84 kts,197 mph ( VssE)
4 . Propeller Levers · LOW PITCH (High RPM)
5. Throttle (Simulated inoperative engine) • Idle
6. Throttle (Other engine)· Maximum Manifold Pressure
7 . Airspeed - Reduce approximately 1 knot per second
until either VMCA or stall warning is obtained .
CAUTION
Use rudder to maintain directional control

(heading) and ailerons to maintain 5° bank
towards the operative engine (lateral attitude).
At the first sign of either VMCA or stall warn-
ing (which may be evidenced by: inability to
maintain heading or lateral attitude, aero-
dynamic stall buffet. or stall warning horn
sound) immediately initiate recovery: reduce
power to idle on the operative engine and
immediately lower the nose .to regain VsSE ·
4-26 June 1982

BEECH CRAFT Baron 55, A55
SECTION V
PERFORMANCE
TABLE OF CONTENTS
SUBJECT PAGE
Introduction to Performance and

Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 -3
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3 - 5 - 13
Comments Pertinent to the Use of
Performance Graphs . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 14
Performance Graphs . . . . . . . . . . . . . . . . . . . . 5- 1 5 - 5 -4 7
Airspeed Calibration - Normal System . . . . . . . . . . . 5-1 5
Airspeed Calibration - Alternate System . . . . . . . . . 5-16
Alt imeter Correction - Normal System . . . . . . . . . . . 5 - 17
Altimeter Correction - Alternate System . . . . . . . . . 5 - 18
Temperature Conversion . . . . . . . . . . . . . . . . . . . . . . . . 5 -19
ISA Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
Manifold Pressure vs RPM . . . . . . . . . . . . . . . . . . . . . . 5-21
Take -Off Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 -22
Stall Speeds - Power Idle . . . . . . . . . . . . . . . . . . . . . . . 5-23
W ind Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
Take -Off Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
Accelerate - Stop Distance . . . . . . . . . . . . . . . . . . . . . 5-26
Accelerate - Go Distance . . . . . . . . . . . . . . . . . . . . . . . 5-27
Climb - Two Eng ine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Take -Off Climb Gradient, One
Engine Inoperative ........ ... ... . . .......... . 5-29
Time, Fuel , Distance to Climb .. .. . .... ....... . . . 5-30
Climb - One Engine Inoperative . .. .. . ..... .. . . . . 5 -31
Service Ceiling - One Engine Inoperative . . .... . . 5 -32
June 1982 5-1

SectionV BEECHCRAFT Baron 55, A55
Performance Serial TC-1 thru TC-501
SUBJECT PAGE
Cruise Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-33

Fuel Flow vs Brake Horsepower . . . . . . . . . . . . . . . . . 5-34
Fuel Flow vs Fuel Pressure . . . . . . . . . . . . . . . . . . . . . 5-35
Cruise Power Settings ... .... .......... . ... 5-36-5-39
Maximum Cruise Power . . . . . . . . . . . . . . . . . . . . 5-36
Recommended Cruise Power . . . . . . . . . . . . . . . . 5-37
Recommended Cruise Power . . . . . . . . . . . . . . . . 5-38
Economy Cruise Power . . . . . . . . . . . . . . . . . . . . . 5-39
Range Profile - 106 Gallons .. . . ............ . .. . 5-40
Endurance Profile - 106 Gallons . . . . . . . . . . . . . . . . i-41
Range Profile - 136 Gallons . . . . . . . . . . . . . . . . . . . . '.:> -42
Endurance Profile - 136 Gallons . . . . . . . . . . . . . . . . 5-43
Holding Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
Time. Fuel and Distance to Descend . . . . . . . . . . . . 5-45
Climb · Balked Landing ...... .. . . ..... . . . ..... . . 5-46
Landing Distance . ............ . ......... .... ... 5-47
5-2 June 1982

BEECHCRAFT Baron 55. A55 SectionV
Serial TC· 1 thru TC-501 Performance
INTRODUCTION TO PERFORMANCE
AND FLIGHT PLANNING
All airspeeds quoted in this section are indicated air-

speeds (/AS) except as noted and assume zero instrument
euor.
The graphs and tables in this section present performance

information for takeoff, climb. landing and flight planning
at various parameters of weight. power, altitude, and
temperature. FAA approved performance information is
included in this section. Examples are presented on all
performance graphs. In addition, the calculations for flight
t ime, block speed, and fuel required are presented using
the conditions listed.
CONDITIONS
At Denver:
Outside Air Temperature . . . . . . . . . . . . . 15°C (59°F)
Field Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . 5330 ft
Altimeter Setting ...... . . .. ...... .... 29 .60 in . Hg
Wind . ... .... ... . . . .. . ....... . .. .. 270° at 10 kts
Runway 26L length .. .. ... . ........ . .... 10,010 ft
Route of Trip
*DEN-V81-AMA
June 1982 5-3

SectionV BEECHCRAF1 ' ' · '~'" 55, A55
Performance Serial TC -1 thru TC-501
For VFR Cruise at 11 ,500 feet : -- -

WIND OAT
11500 11500 ALT
ROUTE MAGNETIC DIST FEET FEET SETTING
SEGMENT COURSE NM DIR/KTS IN.HG oc
DEN-COS 161° 55 010(.30 -5 29.60
COS-PUB 153° 40 010(.30 -5 29.60
PUB-TBE 134° 74 100/20 0 2956
TBE-DHT 132° 87 200/20 9 29 .56
DHT-AMA 125° 65 200/20 10 29 .56
*REFERENCE: Enroute Low Altitude Chart L-6
At Amarillo:
Outside Air Temperature . . . . . . . . . . . . . 25°C {77°F)
Field Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . 3605 ft
Altimeter Setting ......... ...... . . . . . 29.56 in . Hg
Wind ..... . . ... . .. .... .. ... .. . . .. . 180° at 10 kts
Runway 21 Length . . . . . . . . . . . . . . . . . . . . . 10,000 ft
To determine pressure altitude at origin and destination

airports, add 100 feet to field elevation for each .1 in. Hg
below 29.92, and subtract 100 feet from field elevation for
each .1 in. Hg above 29.92.
Pressure Altitude at DEN :
29.92 • 29.60 = .32 in. Hg
The pressure altitude at DEN is 320 feet above the field

elevation.
5330 + 320 = 5650 ft
5-4 June 1982

Serial TC-1 thru TC-501 Performance
Pressure Altitude at AMA:
29.92 - 29 .56 = .36 in. Hg
The pressure altitude at AMA is 360 feet above the

field elevation.
3605 + 360 = 3965 ft
NOTE
For flight planning, the difference between

cruise altitude and cruise pressure altitude has
been ignored.
Maximum Allowable Take-off Weight = 4880 lbs
Ramp Weight = 4880 + 21 = 4901 lbs
NOTE
Fuel for start, taxi and take-off is normally 21

pounds .
Enter the Take-Off Weight graph at 5650 feet pressure

altitude and 1 5°C.
The take-off weight to achieve a positive rate-of-climb at

lift-off for one engine inoperative is:
Take-off Weight = 4550 pounds
June 1982 5-5

SectionV BEECHCRAFT Baron 66. A55
Enter the Take-Off Distance graph at 15°C, 5650 feet pres-

sure altitude, 4880 pounds. and 9.5 knots headwind
component.
Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1925 ft

Total Distance over 50 ft Obstacle . . . . . . . . 2950 ft
Lift-off Speed . . . . . . . . . . . . . . . . . . . 84 kts (97 mph)
50 Foot Speed . . . . . . . . . . . . . . . . . 91 kts (105 mph)
Enter the Accelerate-Stop graph at 1 5°C, 5650 feet pres-

sure altitude, 4880 pounds , and 9 .5 knots headwind
component:
Accelerate-Stop Distance . . . . . . . . . . . . . . . . 4030 ft

Engine Failure Speed . . . . . . . . . . . . 84 kts (97 mph)
NOTE
Since 4030 feet is less than the available field

length ( 10,010 ft), the accelerate-stop pro-
cedure can be performed at any weight.
Take-off at 4880 lbs can be accomplished.

However, if an engine failure occurs before be-
coming airborne , the accelerate -stop pro-
cedure must be performed .
6-6 June 1982

The following example assumes the airplane is loaded so

that the take-off weight is 4550 pounds.
Although not required by regulations. information has

been presented to determine the take-off weight. field
requirements and take-off flight path assuming an engine
failure occurs during the take-off procedure. The fol-
lowing illustrates the use of these charts.
Enter the Accelerate-Go graph at 1 5°C, 5650 feet pres-

sure altitude, 4550 pounds, and 9 .5 knots headwind
component:
Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1800 ft

Total Distance Over 50 ft Obstacle . . . . . . . 7100 ft
Lift-off Speed . . . . . . . . . . . . . . . . . . . 84 kts (97 mph)
50 Foot Speed .... .. . ... .... ... 91 kts (105 mph)
Enter the graph for Take-off Climb Gradient - One Engine

Inoperative at 15°C, 5650 feet pressure altitude. and 4550
pounds.
Climb Gradient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3%

Climb Speed ........ . . . ...... .. 91 kts (105 mph)
A 1.3% climb gradient is 13 feet of vertical height per 1000

feet of horizontal distance.
NOTE
The Climb Gradient - One Engine Inoperative

graph assumes zero wind conditions . Climbing
into a headwind will result in higher angles of
climb, and hence, better obstacle clearance
capabilities.
June 1982 6-7

Calculation of horizontal distance to clear an obstacle 90

feet above the runway surface:
Horizontal distance used to climb from 50 feet to 90

feet = {90-50) { 1000 + 13) = 3077 feet
Total Distance = 7100 + 3077 = 10, 177 feet
The above results are illustrated below:
w >
~ w<C
ID>
<C<(
t:>!:
oz
?: om=>
t: Z cn<Ca::
ENGINE ~~ I
FAILURE ~ .... 1
HERE
_________!______________ .............. I
....... 13 FT
1000 FT
1 _ 0 1 ·I~
I-• --1(D~-l
Q) Accelerate -go take -off distance = 7100 fe et
(D Distance to climb from 50 ft. to 90 ft above
runway = 3077 feet
(D Accelerate-stop distance for 4880 lbs .
take -off weight = 4030 feet
5-8 June 1982

BEECHCRAFT Baron 55, A55 SectionV
The following calculations provide information for the

flight planning procedure. All examples are presented on
the performance graphs. A take-off weight of 4880 pounds
has been assumed.
Enter the Time, Fuel. and Distance to Climb graph at 15°C

to 5650 feet and to 4880 pounds . Also enter at -5°C to
11,500 feet and to 4880 pounds. Read:
Time to Climb = (12.5-5) = 7.5 min

= =
Fuel Used to Climb (7.3-3) 4.3 gal
Distance Traveled = (28-10) = 18 NM
The temperatures for cruise are presented for a standard

day (ISA); 20°C (36°F) above a standard day (ISA+ 20°C);
and 20°C (36°F) below a standard day (ISA - 20°C). These
should be used for flight planning . The IOAT values are
true temperature values which have been adjusted for the
compressibility effects. IOAT should be used for setting
cruise power while enroute .
Enter the graph for ISA conversion at 11,500 feet and the
temperature for the route segment:
DEN-PUB OAT -5°C

ISA Condition ISA+ 3°C
PUB-TBE OAT 0°C

ISA Condition = ISA+ 8°C
TBE-DHT OAT 9°C

DHT-AMA OAT 10°C

June 1982 5-9

Enter the table for Recommended Cruise Power· 24 in. Hg ·

(or Full Throttle) 2300 rpm at 10,000 ft, 12,000 ft, ISA and
ISA+ 20°C.
TEMPERATURE
ISA ISA+ 20°c
FUEL FUEL
ALTI· MAN . FLOW MAN. FLOW
TUDE PRESS. GPH/ TAS PRESS. GPH/ TAS
FEET IN. HG ENG KNOTS IN. HG ENG KNOTS
10000 20.2 10.9 177 20.2 10.6 176
12000 16.7 10.2 174 16.7 10.0 175
Interpolate for 11,500 feet and the temperature for the

appropriate route segment. Results of the interpolations
are:
MAN. FUEL
ROUTE PRESS. FLOW TAS
SEGMENT IN. HG GPH;ENG KNOTS
DEN-PUB 19.1 10.4 176
PUB-TBE 19.1 10.3 176
TBE-DHT 19.1 10.2 175
DHT-AMA 19.1 10.2 175
NOTE
The preceding are exact values for the as·

sumed conditions. ..........
5-10 June 1982

Enter the graph for Descent at 11 ,500 feet to the descent

line. and enter again at 3965 feet to the descent line, and
read :
Time to Descend = (23-8) = 15 min

Fuel Used to Descend = (7.2-2.4) = 4.8 gal
Descent Distance = (67- 22) = 45 NM
Time and fuel used were calculated at Recommended

Cruise Power - 24 in . Hg . (or Full Throttle) 2300 RPM as
follows:
Time = Distance
Ground Speed
Fuel Used = (Time) (Total Fuel Flow)
Results are :
FUEL
EST TIME AT USED
GROUND CRUISE FOR
ROUTE DISTANCE SPEED ALTITUDE CRUISE
SEGMENT NM KNOTS HRS: MIN GAL
DEN -COS •37 204 : tl 3 .8
COS -PUB 40 202 : 12 4 .1
PUB-TBE 74 160 : 28 9.5

TBE -DHT 87 164 : 32 10.8
DHT-AMA •20 166 : 07 2.4
•oistance required to climb or descend has been sub-

tracted from segment distance.
June 1982 5-11

SectionV BEECHCRAFT Baron 55. A55
TIME - FUEL - DISTANCE

-·
TIME FUEL DISTANCE
ITEM HRS: MINS GAL NM
Start, Runup,
Taxi and Take-
off 0 :00 3.3 0
Climb 0 :08 4 .3 18
Cruise 1:30 30.6 258
Descent 0:15 4.8 45
Total 1 :53 43.0 321
Total Flight Time : 1 hour, 53 minutes
Block Speed: 321 NM.;. 1 hour, 53 minutes= 170 knots
Reserve Fuel: (45 minutes at Economy Cruise Power):
Enter the cruise power settings table for Economy

Cruise Power at 11,500 feet for ISA (assume ISA Fuel
Flow Rate) .
Fuel Flow Per Engine = 9.0 gal;hr
Total Fuel Flow= 18.0 gal;hr (108 lb/hr)
Reserve Fuel= (45 min) (108 lb/hr)= 81 lbs (13.5 gal)
Total Fuel = 43 .0 + 13.5 = 56.5 gallons
5-12 June 1982

'-_.. The estimated landing weight is determined by subtracting

the fuel required for the flight from the ramp weight:
Assumed ramp weight = 4901 lbs
Estimated fuel from DEN to AMA = 43 gal (258 lbs)
Estimated landing weight = 4901-258 = 4643 lbs
Examples have been provided on the performance graphs.

The above conditions have been used throughout. Rate of
climb was determined for the initial cruise altitude
conditions .
Enter the graph for Landing Distance at 25°C, 3965 feet

pressure altitude, 4643 pounds and 9.5 kts headwind
component:
Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1400 ft

Total Distance over 50 ft Obstacle . . . . . . . . 2000 ft
Approach Speed . . . . . . . . . . . . . . . . 88 kts ( 101 mph)
Enter the graph for Climb-Balked Landing at 25°C, 3965

feet pressure altitude and 4643 pounds:
Rate-of-Climb . . . . . . . . . . . . . . . . . . . . . . . . 690 ft/min

Climb Gradient .... . . . ...... .. . ... .. . .. . . . .. 7.8%
June 1982 5-13

COMMENTS PERTINENT TO THE USE OF

PERFORMANCE GRAPHS
1. The example, in addition to presenting an answer for a

particular set of conditions, also presents the order in
which each graph is normally used . For instance. if the
first item in the example is OAT. then enter the graph
at the known OAT .
2 . The reference lines indicate where to begin following

guide lines . Always project to the reference line first.
then follow the guide lines to the next known item .
3. Indicated airspeeds (IAS) were obtained in flight, by

using the Airspeed Calibration-Normal System graph,
and the Airspeed Calibration-Normal System Take-off
Ground Roll, for all lift-off speeds .
4 . The associated conditions define the specific

conditions from which performance parameters have
been determined. They are not intended to be used as
instructions, however, performance values deter-
mined from charts can only be achieved if specified
conditions exist .
5. The full amount of usable fuel is available for all

approved flight conditions.
5-14 June 1982

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Performance Serial TC- 1 thru TC-501
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5-20 June 1982

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TAKE-OFF WEIGHT
TO ACHIEVE POSfTM SINGLE ENGINE

AATE -OF -Cl!M a AT Lln' -OFF
ASSOCIATED CONDITIONS EKAMPLE
AIRPLANE AIRB OR NE PRESSURE A LTITUDE '5Ei50

POWER FULL THROTTLE AT 2625 RPM OAT 15 · c159"F l
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5-22 June 1982

(
( ( \
~ STALL SPEEDS · POWER IDLE (JJ al

c CD m
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.... WEIL.iHT 4&~ 0 LB S
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\ THE MAXIMUM ALlllUDE LOSS EXPERIEN CED
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MAY BE VSEO
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ANGLE or BA.NI( "' DEGREE $ g<
SectionV BEECH CRAFT Baron 55. A55
Performance
WIND COMPONENTS
--
Demonstrated Crossw.i nd Component is 1 7 kts
EXAMPLE:
WIND SPEED 20 KTS

ANGLE BETWEEN WINO DIRECTION ANO FLIGHT PATH 50"
HEADWIND CO MPONENT 13 KTS

CROSSWIND COMPONENT 15 KTS
FLIGHT PATH
30
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5-24 June 1982
( ( (
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ASSOCIATED CONDITION S
TAKE-OFF DISTANCE ~ Ct>
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MIXTURE
F'lAPS
SET BHQR( B~AK[ RHEAS!
LEAN 10 APPR QPAIAH
run PRE SSURE
UP
TAI([ Orf SPEEDS !All WEIGHTS 1
LIFT -OH
son
84 KTS 197 MPH !
91 KTS ( 105 MPH !
PRESSURE Al lllUOE
1AK.£ OH WE IG ~H
HEADWIND COMPONENl
5650
486l' LBS
9 5 KTS
~o
.... :r:
00
.. .,,
LANDING GEAR RETRACT AJ'TEA POSITM GROUND ROLL 1925 f l
OD CLIMB ESTABLISHED TOTAL DISTANCE OVER • :El
N COWL J'LAPS QP[1't !>C n OBSTACLE 2950 ... J>
PAVED LEVEL ORY SUAfACE TAKE OH SPEED Al
~ ....
RUNWAY
LIFT -Off 84 KTS 197 MPH \
son 91 KTS (105 MPH i
cm
.... Ill
6000 0• 0..
UI :I
0(11
5000 _. UI
J>
UI
' ~:.:.?--"~·= UI
:;;
it
,~;_;_~]()()(\
~j;:~#tlli±t~S~-··B1-- ~m~
4'" L ;~: :: : .. :i': :y :"' : ::: p1~~~ 1000
"j
o~ Ct>
m
.. n
·'D ·30 ·20 -10 0 10 20 lO 40 ~ 4800 41100 4400 4200 4000 0 10 20 30 0 5('! 3 e.
UI OUTSIDE AIR TEMPERflURE ""'• c WE IG...,. "' POUNDS WINO COMPONE~T OBSTACLE MEIG ..H Ill 0
"" KNOTS ,..,. fHT :I :I
N' I I ol I TT I I rrT . ! T i i l
UI
•o -20 o 20 .a so so
OUTS rOE AIR TEMPERATURE
100
"'~ f
120
~ <
.,,. "V""
CJI AS SOCIA TEO CONOITIOPtrfS : ACCELERATE - STOP DISTANCE ~
N GI GI
POWER I TAKE ·OFF POWER SET DECISION SPEED (ALL WEIGHTS) OAT 1s ~c (59"' F• :i,n
BEFORE BRAKE
RELEASE
84 KTS !9 7 MPH) PRESSURE ALTITUDE
TAKE ·OFF WEIGHT
56 50 FT
4880 LBS
o... 0e.
UP
ENGINE IDLE AT DECISION SPEED HEAD IMND 9 5 KTS 3 :I
FLA PS
.RU NWAY
COWL FLAPS
PAVED . LEVEL. ORY SURFACE
OPEN
A.CCELERA.TE ·STOP DISTANCE
DECISION SPEED
4030 FT
84 KTS (97 MPHJ
!n <
GI
L -·-· ·---i:::::::L - l·--· ........... [ . . . ... ____ ______ ..... -==r=::L.-- L.- . .....i.........~l .• ... c .. _c_ .. ___ J 8000
I
'i::ri:::::::;;;.;c:.:.i~ 1000 ~
~
0
z
6000 ~
~
m
m
"' m
en o
80 GI %
... 0
0
4000 ::;
;· ::D
- .,,
J>
..2 .g
;<
-t
~ -t
I'.!
3000 <.J .. m
<
c.. g :r ...
c ~
..
:I
CD
co
Cll
40 30 ·20 10 0 10 20 JO 4()
OUTSJOE AIR TEMPERt T\JRE - )C
I I I I I ITTI I I I ITll-1
40 -20 0 20 40 !IO llO 100
50
120
4800 4800
WEIGMT
4400
"-i POUPtrfOS
4200 4000 0 10 20 JO
WINO COMPONENT
-KTS
2000
~
i5
-t
cit ~
0
CJI
(") (JI
(JI
N OUTSIDE ~IR TEMPERA.Tl.JAE "' 0
~ . . (JI
( \
( ( (
/
I
c.. ASSOCIAHO COlllOIT10NS ACCELERATE-GO DISTANCE ~ en m

c CD m
::i PQW[ R 1AK£ -OH POWER SCT OAT 15 '-'C !59 ' F) :::!.m
~
...
CD
rLAPS
SHORE BRAKE
RELEASE
UP
TAKE Orf SPEEDS !All WE•(;+·H S1
50 n
84 KNOTS 197 MP H
SPEED !All WflGHTS i
PRESSUR E Al TllUDf
TAKE Of F WE IGHT
HEAD WINO COMPON(Nl
5650 fl
4~5 0 LB
9 5 ICTS
!.. n
-I ::c
CD
lAf>,j:01NG GEAR
A UNWA't'
RETRAC T AF"TEA llrT Off
PAVED. LEV~ l ORY suRr ACE
91 KNOTS ( 105 MPH 1
CiROUND ROLL 1000 n
nn
N OPEN ' :::0
COWL FLAPS TOTAL DISTANCE OVER ~ )>
50 FT OBSTACLE noo n
.. "Tl
6000
~ -I
;U rBilil~."-'----
NOTES
l DISTANCES ASSUME AN ENGINE FAILURE Al c m
un OH ANO PROPE LLER IMMEDIATE.LY fEATMEREO -I DI
2 WEIGHlS IN SHADED AREA MAY 111 01 PR OVIDE POSIT IVE .- .......-..--.-sooo n ..
ONE ENGINE INOPEP.AT IVE CLIMB RHEP TO TAK[ .QH ' 0
01 :l
WEIGHT GRAP" FOR MAXIMUM WEICiHl AT WHJCM TME
ACCELERATE .QQ PROCEDURE SMOU LO BE ATIEMPTEO o en
~!"
4000
····· t;: )>
en
en
1000
"'O
CD
t ·--'···+··-·-1
I ·····1
I ·-··-I ,,.
I I ·· 1· · --
I T ·--• r ;... it·; .. -r .. · ; ···..-··;-·-;···· 1 -· ~ --· ; ····;·· 1·· ' ·--, ..·· 1 ° :::i."'
0 CD
.40 -30 -20 0 10 20 30 40 50 4800 4600 4400 4200 4000 0 10 20 30 0 50 .. n
=·
. 1Q
01
OUTSIDE AIR TEMPERtlUAE ,..._, ° C WEIGHT ...., POV NOS WIND COMPONENT
""' KNOTS
OBSTACLE HE IGMT
"' FEET 3
DI 0
;.,, rTlll l II 1 I I I I I I I I
. 40 -20 0 20 40 60 BO 100 120 :l :l
..... O UTSIDE AIR TEMPERATURE tv er g <
QI CLIMB-TWO ENGINE "'O (/)
;.., <D <D
::i. n
CD ASSOCIATED CONDITIONS
POWER MAXIMUM CONTINUOUS AT 2625 RPM

CL1M8 SPEED 101 KNOTS (All WEIGHTS!
116 MPH
~
OAT 5'1 C 12 3 'Fl
0 0
.. =·
FLAPS
LAND ING GEAR
UP
UP
PRESSURE Al TITUOE 11500 FT 3 :I
~ <
WEIGHT 4855 LBS
COWL FLAPS OPEN
\t1lXTUAE LEAN TO APPROPRIATE
FUEL ?RESSURE
RATE -OF CLIMB 690 FTMIN n
CU MS GRADIENT 5 5'> <D
2500 2500
30
25
2000 2000
z z , Cll
~1 1500 ~
!;:
1500 1 ~
I m
m
z
m
~
a~ (')
(/) ::z::
...,
d
a
10
"~
~ (')
i' ~
::; - J>
< u
-t ""
"' 500
~ -t
... Cll
.+ II
t..
c: ,......... ~······· · 1 ···--··· ·1 · + · r · .. i ......... ,......... 1
····· 1t ·1 ......... l' .. T .. r· ·;·--1-..T·- 1 °
::ra
2 :I
I I I I I I I 0
:I
-t QI
...
<D
<O
70 60 50 40 ·30 20
OUTStOE AIR
· 10 0
TEMP~RATU RE
r1rrrr r r r r r rr1 rTTTTTl

10
,..,,.
20
~c
30 40 50 4800 4600 4400
WEIGHT - PQUl'rcDS
4200 4000
(') QI
I
QI
•
J>
80 .50 .40 ·20 0 20 40 80 80 100 120
CD
OUTSIDE AIR TEMPERATURE ,..., '1 F
0 QI
N ... QI
( ( (
( ( (
~
c TAKE-OFF CLIMB GRADIENT-ONE ENGINE INOPERATIVE en
mm
ai
:I
m ~- m
...
co
ASSOCIATED CONDITIONS
POWER TAKE -OFF Al 2825 RPM

CLIMB SPEEO (ALL WEIGHTS J
91 KNOTS 005 MPH)
EXAMPLE
OAT 1~ 0 c 1ssnr 1
!!. 0
-t ::z:
..,co
LANDING GEAR
FLAPS
UP
UP
PRESSURE ALTITUDE
WEIGHT
~650"
~550 LBS no
INOP£RATIV£ ' ::zJ
... J>
PROPEL.LEA FEATHERED GRADIENT OF CLIMB 1 J\,
~~
COWL FLAPS OPEN CLIMB SPEED 91 KTS (105 MPH !
c IJI
-t ID
0 ..
' 0
UI :I
0(11
. ., I
~
... (JI
J>
(JI
(JI
ffi
15
<(
.""'
~
0 d
-1
"ti
m
-.0 -30 -20 -10 0 10 20

OUTSIDE AIR TEMPERtTURE
30
l'V
'°
°C
50 '800 •600 ~
WEIGHT ...., POUNDS
•200 .3o enm
:::i.
(')
~.
OI ID 0
;., .•r;;rJ;'~ i-;i;r1IJi,IJo 11lio T 110 :I :I
co OUTSIDE AIR TEMPERATURE ""°F ~ <
OI
I
TIME. FUEL ANO DISTANCE TO CLIMB ~
Cl
en
Cl
w AS SOC lA,. .. CONDITIONS EXAMPLE ::i. n
0 0 ::.
POYJEA 25 IN HG OR FULL THROTTLE OAT AT TAXE ·OFF 15°c f59° F)
1500 RPM OAT AT CRUISE 5°C 12J °F) ... 0
FUEL OE NS rT Y & O L81GAL
CLI MB SPEED - 123 KNOTS
AI RPORT PRESSURE ALTITUDE 5650 FT 3 :s
MIXTURE
cow' FLA PS
LEAN TO APPROPRIATE PRESS URE
AS REQU IRED
142 MPH
CR UISE PRESSURE ALTITUDE
INITIAL CllMB WE IGHT
11500FT
48 80 LBS
1111
:s <
n
TIME TO CU MB 125 ·5 = 75MIN Cl
FUEi. TO CLIMB 7 J 3 = 4 J GA L
DISTAN CE TO CLIMB 28 · t0 : 18NM
... . .
;. _ _... _"'-~
. ........;itt¥:i
-~ ISA t.
::'7'1· 1:;;!:;:J;:o: t;::;~::t;::;t=:-:-,t'-;:~;t·t---j · ::::t=:1:::::i
_• .;.!_;;::::::_ ....... J=; -1-=;-l.:..-;.t::t:::t .... _,_~..;:i::~r.t wr.1t:.1-tT ..., LBS .~q .•. , ··•··
.~.•
,,~,··
•:.:.atrt: :=· .~si,,
.;+-
en n
m
m
m
::z::
... (")
Cl
•
' . " 1.
~\0 . ::11;:?
,, 1 .;... ,. ... ~ i" :a
,, -~.,,
J>
'-
c:
:s
t-:;; ~
.50 -40 -JO -20 . 10

,
a 10 20 JO 40
OUTSIDE AIA ~MPERAT~RE ""' ' C
so c 10
fl~ TO Cl./M9 -
; .. , .... ' f -
:20
M INUT1S
JO
...a
<;l
~m
:r
2
~
~
~ OI
Cl
~
(0
r1111 I I I I I I I I I I I I I I
.eo -&0 -20 o
OUTSIDE AJ,_
20 '° eo eo
fEMPERA T URE -~ F
100 120
111 I I I I I I I I I t I I
o 2 • e e 10 tJ
I
FUfl TO
I I
14
Cfl'-"1 "' GAU. OHS
I I I I I
..
(") CJ'I
UI J>
Cll o 10 20 XI 40 SO eo 70 0 01
N OtSTANCl TO Cl.IMI " . I . . M _. UI
( (,
(
( (
'-
c
CLIMB-ONE ENGINE INOPERATIVE en m
om
::!. m
i ASSOCIATED CONDIT IONS CLIMB SPEED 100 KNOTS IALL WEIGHTS !
~
...co POWER
FLAPS
MAXIMUM CONTINUOUS AT
UP
262~ RPM
115 MPM
OAT
PRESSURE AL TITUOE
1s 0 c 159"FJ
56!i0 FT
•550 LBS
!.o
-4
no
::z:
c:o LANDING GEAA
INOPERATIVE
UP WEIGHT
. :a
N PROPELLER FEATHERED RATE · OF ·CllMB 130 FT/MIN ... J>
COWL FLAPS OPEN CLIMB GRADIENT 1 3... .. 'Tl
MIXTURE LEAN TO APPROPRIATE
FUEL PRESSURE ~ -4
c m
!i!J it C I 9 -4.
0 ..
• 0
en ::s
Oen
1000 1000 ~10
... en
I/! J>
en
"'~ ...zI en
{
~
500
t;' 500
5
.I
:Ii
:::;
0 0
..
!u 0
<(
a:
Cl
"'~
u
.;. .;. u
0 0
ii' -500 ~
-500 ~
"
I<
-g
0
::s. en
-1000
.10 -60 -so ..a .Jo -20 -10 o 10
OUTSIDE AIR TEMPERATURE
20
£ °C
30 .a !iO •&OO 4600 4400 •200
WEIGHT ., POUNOS '°°°
. =·
0 CD
3•
(')
0
'!' r m TT I I I ITT TT ,-1 1 T i-1 1 ::s ::s
...
(A) ·BO -60 --IQ -20 0 20 40 60
OUTSIDE AIFi TEMPERATURE f'V °F
80 100 120
~ <
SectionV BEECH CRAFT Baron 55, A55
Performance Serial TC· 1 thru TC-501
SERVICE CEILING -ONE ENGINE INOPERATIVE

ASSOC IATED CONDITIONS ~
P()".NER MAXIMUM CONTINUOUS OAT s oc~ · 1Df")
AT 2625 RP M W EIGHT 4550 LBS
LANDING GEAR UP
INOPERA TIVE PROPEUER FE ATHE RED SE RVtCE CEILING 8000 fT
FLAPS UP
NOTE SE RVICE CEILING IS THE PRESSURE A LTITUDE Wl-4E RE A IRPLAN E

HAS CA PA B ILITY or
CLIM BING 50 FT.MINUTE W1TM ONE PROPELLE R
FE ATHERED
14000
+
•·
4
-·--~~
.....
.. • ..... ;j t
.j.
12000
Ii-~
H o~,.
"\..A
i-;
lli~"-
Ou~
10000 Os
1-
w
w
LL
lim ,..
I•+- . _µ~
l!l
z
:::;
w
8000
·m
f·
~r.
4
·1 "
t~
~~~
h
~'++
u .11.
h~
.
- ~
~ 6000
>
a:
~~~
w
I/)
ti. ~e~
4000 ~6'eo
..
2000
SL
-50 -40 -30 -20 -10 0 10 20 30 40 50
OUTSIDE AIR TEMPrATURE"' °C
I I I I I I I I I I II I I I t I I
-60 -40 -20 0 20 40 60 80 100 120
OUTSIDE AIR TEMPERATURE "'°F
5-32 June 1982

CRUISE SPEEDS
AS SOCIA TE 0 CONDITIONS
11500 FT
AVERAGE CRUISE WEIGHT •HOO LBS PRESSURE ALTITUDE FULL THROnLE
TEMPERATURE:. STA~OARO DAY 1ISAI POWER SETIING 2300 RPM
TRUE AIRSPEED 17~ KNOTS
16000
"'•l ~~
~~
i ~~~·~ ~ ~ 1 '(- TI
...-,:. -r.!
""'1j. .1j.
. . '"1j,_t
14000
~ ~ ~ "f>l
:x
-~ ~ ~ ~ -.
.t
.... .
.... ' -;:+
.... .. .
12000 - ~ ~ ~ %
' 'j!
....;. ~ ~ ...;. "
'j! I
it ;.
t;;
~ 10000
w
c
-· I
......_. ::>
t: ·i .
!::; 8000
<
w
a:
::>
"'"'w $
..l
~'ff
f
$
! {f [:§ o:--..
:I',
~It'
- i'~
Q't'
(.) .. ~.i'
_Qv~
4.#J
}'o'I:
-~8 ~8 ~::'
tJft
-'-"' it~ /IV ~oe;,,..
.
~
2000 ,te;, <:J ;:;~
cf~ ~.,~
' ~~J -
~~
- • v:t
0 :t
~o
__t:! -. It'
~
f:r~~
lrl ~
r:·... +
.....:~,
SL
I . I I
120 130 140 160 160 170 180 190
TRUE AIR SPEED ~ KNOTS
June 1982 6-33

SectionV BEECHCAAFT Buon 55. A55
Performance SerialTC-1 thru TC-501
FUEL FLOW vs BRAKE HORSEPOWER

~
FUEL f'lOW!ENGINE 10 2 GAL+4R
CONDITION lEVfl FUGHT
rRu•Sf lF.AN
BRAKE HORSEPOWER 144 HP

PEA ENGINE
21
20
19
18
TAKE · OFF .ANO CUMS !:: I .~
n;; ! . ll
17
.
!1&
_,
"'15
Tl: 1J1!
. rf!
I
~ 14
c;
z
t!
~! ~
... 13
ffi
.. 12
~
t,.11 CRUISEffR'Hf!fH.µflfH+tf!fH
:1i.
~10 'I
:
80 90 HXJ t10 120 130 140 150 180 170 180 190 200 210 220 230 2'0 250 280
BRAKE HORSEPOWER PER ENGINE
-- ,
5-34 June 1982

FUEL FLOW vs FUEL PRESSURE

~
fUfl fLQW,ENGINE 10 2 GAL•HA
fUH PRESSURE S.8 PS I
21
20
~ll ~ + l:t
. .t r t
.
•
! .
. 1J
19 I I·
..
*:
I
18
.. .,. ~ i
17 ' 1
a: -...:..j 1 .!
!
5
<f
16
~
IJ
<.? ~
l 15
w It . l.t
z l
14
<!>
z
w
u
a: 13
w
0..
::: 12
-~ .
0
1 .,
ii
..J
w
::i
....
11 .
... l
10
r!
9
8
if- i
7
'· I
'
6
3 4 5 6 7 8 9 10 11 12 13 14
FUEL PRESSURE~ PSI
June 1982 5-35

'!' -o en
CD 111
w :i,n
O'I 0 ::.
.. 0
CRUISE POWER SETTINGS 3 :I
MAXIMUM CRUISE POWER ~ <

24.5 IN . HG .. 2450 RPM (OR FULL THROTTLEI
n
Ill
WEIGHT• 4700 LBS.
ISA -J6°F 1-20°c1 STANDARD OAV llSAI ISA +J6°F 1+20°c1

FUEL FUEL
PRESS ENGINE, MAN. I FLOW/ I TAS ENGINE! MAN. , :LuOe;I ENGINE,MAN. , FLOW/ I TAS
ALT. OAT SPEED PREssj ENGINE OAT I SPEED PRESS ENGINE I TAS I OAT SPEED PRESS ENGINE
°F I 0c RPM l1NHGIPSllGPHIKTSIMPHl°Fl 0 c I RPM l1NHGIPS11GPHIKTSIMPHl°Fl 0 c RPM I IN HGI PSI jGPHIKTSIMPH

FEET
m
m
SL 28 -2 2450 24 .5 8 .6 14.2 175 201 64 18 2450 24.5 8 .2 13.7 176 203 2450 24.5 13 .1 178 205 m
en n:i::
-
2000 21 --0 2450 24 .5 9 .0 14.7 180 207 57 24 .5 2450 24 .5 13 .7 184 211
4000 2450 24 .5 9 .3 2450 24.5 14 .0 189 218 Ill
24llCI , ~. ·n~' " .. ·,.'iii
8000
8000 , :Mee!'. ,. 21.t;' ;:t,ll, i·£
->
:MtO'. :i4'0 :;;. :,w -4,,
n -c
~
2e0·
:MllO"
. ,...,
'MIO
1'.2·
1U
.'tm. .:. m
;. ~ .....
t.. NOTES '
::ra
2
c 1, FULL THROTTLE MANIFOLD PRESSURE SEnlNGS ARE APPROXIMATE
:I
:l -4 UI
CD 2. SHADED AREA REPRESENTS OPERATION WITH FULL THROTTLE
..&
n~
co cii >
m 0 U1
..& UI
N
( (_ (
(
C- (I) m
c CD m
i :::i.m
...co CRUISE POWER SETTINGS
!!. C')
-4 %
C') C')
CD I ::D
N RECOMMENDED CRUISE ... J>
24 .0 IN . HG .• 2300 RPM COR FULL THROTTLE) .. 'Tl
WEIGHT • 4700 LBS ~ -4
c m
-4 11111
ISA -36°F C-20°c1 STANOARO OAY CISAI ISA +36°F c+20°c1 C') ...
• 0
PRESS ENGINE MAN. :lu,;::i, ENGINE MAN. :lu,J;, ENGINE MAN . :luOE;v,
C1I :::J
0 U1
Al T . OAT SPEEO PRESS ENGINE TAS OAT SPEEO PRESS ENGINE TAS OAT SPEEO PRESS ENGINE TAS ... !"
FEET °F 0
c RPM IN HG PSI IGPH KTSMPH °F 0
c RPM IN HG PSI jGPH KTS MPH °F 0 c RPM IN HG PSI GPH KTSIMPH J>
U1
SL 28 -2 2300 24 .0 7.2 12 .3 167 192 64 18 2300 24 .0 6 .9 11 .9 169 194 ~OC 38 2300 24 .0 6 .7 1 1.6 170 196 U1
2000 21 -6 2300 24 .0 7.5 12.7 172 198 57 14 2300 24 .0 7.2 12.3 173 199 9J 34 2300 24 .0 6 .9 11 .8 175 201
4000 14 - 10 2300 24 .0 7.8 13. 1177 203 50 10 2300 . 24 .0 7.4 12.6 179 206 8E :.J 2300 24 .0 7.1 12.2 180 207
:,,,tooo 7 -i4 ·~ 13.• • ' 7,'t 113.0 180 201 "3 • -noo '23.4 1.3 - ~2.$ 181 210 '1 26 2300 23.4 'Ji. 12.1 183 211
y#Ppo o - 11 :r.i()O.: ,2u 1.0 .112.0 111 205. 36 :t 23\)0 ; ~1.7 " u ~t,I! t!IO ·101. r. n :z300 ;21.1 e,s 11.3 11t 208
itOOOP -4 '-'12 .'230(> ' 20:? U 11.2 176. 203: 211 -2 ·2300 . ,J0.'2 .. : 83 . l10.9 177 203 61 t8 .2300 20.2 · e .1 , 10:11 111 ~
JJOOO -1! -2S ~ 18.7 e.o 10-5 173 tlllf 21· -4 2'90 .. 18,7 II.II · ~o.2 174 :ZOI !I 14 2300 18.7 S.7 10.~ 176 201
.1.aoo - 22 -30 ~ n.3 s .1 1.1 no. uie t4. -11, 2300. .11.a : &.& 1,1 112 1ae l5C 10 2300 n .3 s.3 9 ,4 112 11111
1'eooo -21
N OTES .
-34 noo 1e.o s .3 1.3 1e1 102 1 -1• ~ :1e.o &.2 e .•1 161 192 "' 11 2300 16.0 11.1 e .e 181 ~•2
-:
~ (/)
1. FULL THROTTLE MANIFOLD PRESSURE SETTINGS ARE APPROXIMATE 0 ID
2. SHADED AREA REPRESENTS OPERATION WITH FULL THROTTLE ... n
31111 ::!.
0
C1I
I :::J :::J
~<
Co)
.....
C1I '1:J en
w
CD
Ill Ill
:i,n
0 :::!•
.. 0
CRUISE POWER SETTINGS 3 ::s
~ <
RECOMMENOEO CRUISE POWER n
22.0 IN . HG ., 2200 RPM !OR FULL THROTTLE) Ill
WEIGHT• 4700 LBS.
ISA -36°F l-20°C) STANOARO OAY llSA) ISA +36°F (+20°c1

FUEL
PRESS ENGINE,MAN. , :~c:~I NGINE MAN.
ALT. OAT OAT I SPEED PRESS ENGINE TAS ~OAT SPEED PRESS :N\?i:~ I TAS
FEET OF oc RPM PH OF oc RPM IN HG ioF oc RPM IN HG PSI al

m
SL 27 -3 2200 22 .0 5 .9 10.3 154 177 63 17 2200 22 .0 1551178199 37 2200 22.0 5 .6 9 .8 156 179 m
2000 20 - 7 2200
2200
22.0
22 .0
6.1
6 .3
10.6
10.9
159
164
183
189
56
49
13
10
2200
2200
22.0
22 .0
184 92 33
190 85 30
2200
2200
22.0
22.0
5.7 10.0 161 186
5.9 10.3 166 191
en n
Ill :J:
&·~
2200 22 .0 6 .8 11 .7 169 194 42 6 2200 22.0 197
-)>
C..
§
NOTES :
.... a
~=!I
- al
':r'
2 ::s
(I
....
co
1. FULL THROTTLE MAN I FOLO PRESSURE SETTINGS ARE APPROX IMATE
2. SHADED AREA REPRESENTS OPERATION WITH FULL THROTTLE
..
-4 CJI
(') CJI
(ft )>
CD 0 CJI
N - CJI
( ( (
( (
f.
c...
c
en
i»
IJ':I
m
~. m
i
...co CRUISE POWER SETIINGS
!. (')
~ ::c
(') (')
Oii I :JJ
N ECONOMY CRUISE POWER ... >
~~
20.0 IN . HG, 2100 RPM IOR FULL THROTTLE!
WEIGHT• 4700 LBS.
c IJ':I
~.
ISA -36°F 1-20°c1 STANDARD DAY llSAI ISA +36°F (+20°Cl
<:>
UI=>
a
NGINE,MAN . , :LUOE~/
FUEL
PRESS ENGINE MAN. iENGINEIMAN . , :Lu~~/
:Ni.g.:~I
0 C1I
ALT . OAT SPEED PRESS TAS OAT I SPEED !PRESS ENGINE I TAS OAT I SPEED PRESS ENGINE I TAS ... C1I
oc
FEET Of RPM IN HG PSI G °FI 0 c I RPM ltN HG! PSI IGPHIKTSIMPHll°F 1°cl RPM ltN HG! PSI IGPHIKTSIMPH
>
C1I
SL 26 -3 2100 20 .0 4 .9 8 .7 62 20.0 4.8 8 .5 140 161 198 37 2100 20.0 4.7 8 .3 140 161 C1I
2000 19 -7 2100 20 .0 5.1 8.9 55 1712100
13 2100 20.0 4 .9 8 .7 145 167 91 33 2100 20.0 4 .8 8 .5 145 167
4000 12 -11 2100 20.0 5.2 9.1 48 9 2100 20.0 5.1 8 .9 150 172 84 29 2100 20.0 4 .9 8 .7 150 172
6000 6 -15 2100 20.0 5.3 42 5 2100 20.0 5.2 9 .1 154 177 78 25 2100 20.0 5 .1 8 .9 155 178
8000 - 1 - 19 2100 20 .0 35 2100 20.0 5.3 9 .3 159 183 71 22 2100 20.0 5.2 9 .0 159 183
20 .0 5 .4 9 .4 163 188 64 18 2100 20.0 5 .2 9 .2 164 188
r;tl.'r 1:2' .· ~· -,,~, • l 1"0!f'· .,~ t ·4.1 ,g - . ,..,
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NOTES ·
1. FULL THROTTLE MANIFOLD PRESSURE SETTINGS ARE APPROXIMATE
::i. en
0 I»
2. SHADED AREA REPRESENTS OPERATION WITH FULL THROTTLE .. n
~
3 0
Ill
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•
(JI RANGE PROFILE - 106 GALLONS -u
CD CD
0 ASSOCIATED CONOITtQNS : STANDARD DAY (/SA) EXAMPLE ::i. n
0 ::!'.
WEIGHT 4700 LBS PRESSURE Al TITlJOE 11500 FT .. 0
FUEL AVtAT10N GASOLINE
6 0 LB/GAL
POWER SETIING FULL THROTILE
2300 RPM
3 :s
~
FUEL DENSITY
INITIAL FUEL LOADING 106 U S GAL 1636 LBS!
720 NM
<
~
RANGE
NOTE RANGE INCLUDES START. TA.XI, CUMS ANO DESCENT 829 SM
WITH 4S MINUTES RESERVE FUEL AT ECONOMY CRU•SE
25000
F.T. • FUU. THROTTLE
20000
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.... \YEIGHT •700 LBS PflESSUAE ALTrfUOE 11soon ~::z::
co FUEL AVIATION GASOltNE POWER SETIING FULL lHROnLE ·
00
...,CD FUEL DENSITY
INITIAL FUEL LOADING
6 .0 LBS,'GAL
106 US G"L 1636 LBS!
ENDURANCE
2300 RPM
4 2 HRS
• :xJ
.... )>
~~
NOTE ENDURANCE INCLUDES START TAXI CUMS ANO 4 HRS i i MIN
DESCENT WITH .(5 MINUTES RESERVE FUEL
AT ECONOMY CRUISE c Ill
25000 0~-
..
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c.n RANGE PROFILE-136 GALLONS -0 Cl>
:. CD CD
:in
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ASSOCIATED CONDITIONS STANDARD DAY (ISA) EXAMPLE
0 ::.
WEIGHT 4700 LBS .. 0
FUEL AVIATION GASOLINE
PRESSURE ALTITUDE
POWER SETTING
11500FT
FULL THROTILE 3;:,
~ <
FUEL DENSITY 6 0 L8St GAL 2300 RPM
INITIAL FUEL LOAONG 136 U.S GAL 1816 LBS)
RANGE 977 NM n
NOTE RANGE INCLUDES START TAXI CU MS ANO 1125 SM CD
DESCENT WITH 45 MINUTES RE SERVE FUEL
AT ECONOMY CRUISE.
25000 . F.T. • FULi. THR OTILE~

;-.
~::t~ ;:1;
., .. ,...=.. _·~
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950 1000 1050 1100
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.... U'I
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( ( (
L. ENDURANCE PROFILE-136 GALLONS "' m

c CD m
:I ASSOCIATED CONDnlONS STANDARD DAY llSAI ~
::l. m
...co
CD
WEIGHl
F'UEL
4700 LBS
AVIATION GASOLIN E
PRESSUR E ALH!UDE
POWER SETTING
1 1500 n
iu LL THROTTLE
2300 RPM
!.. (")
~~
(") (")
Cl) FUEL DENSITY 6 0 LBS.GAL
IN ITIAL FUEL LOADING 136US GAL1816LBS 1 I ::JD
N ENDURANCE ~ 6 HRS ... J>
~~
NOlE ENDURANCE INCLUDES START TA.XI CLIMB !) HRS 36 M tN
.a.NO DESCENT WIT H •S MINUTES RESERVE
FUEL Al ECONOMY CRUISE
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6.0 6.5 7.0 7.5
0 CD
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CD CD
en
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~ ASSOCIATED CON DITIONS ~ o e.
FUEL AVAILA BLE 200 LBS .. 0
POWER SEnlNG 2001N HGOR
FULL THRQITLE FOR HOLDING 3 ::s
2100RPM PRE:SSURE ALT 5000 FT II <
::s
HOLDING TIME I 8 HRS n
1 HA . 48 MIN CD
4 .0
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(XI
0 "'
N FUEL REQU I REMENT ~ POUNOS ~"'
( < (
'
BEECHCRAFT Baron 55, A55 Sectionv
Serial TC-1 thru TC- 501 Performance
TIME . FUEL AND DISTANCE TO DESCEND

ASSOClATEO CONDITIONS
~
POWER AS REOUIREO TO INITIAL Al T1TUOE 11500 ff
MAINrAJN ~FT . MIN FINAL Al TITUOE J965 fl
RATE -OF -DESCENT
LANDING GEAR UP TIME TO DESCEND i2J ·8l · lo MIN
FLAPS UP FUEL TO DESCEND (7 2 2 8 1 = 4 4 GAL
DISTANCE TO DESCEND (67 -221 : 45 NM
DESCENT SPEED 162 KIAS
• 10 15 20 25 JO JS
1'M£ TO D ESCEND ~ M INUTES t
I
a 10 20 JO "° 50 60
DISTANCE TO DESCE ND ,.., N M
10 80 90 100 110
June 1982 5 -45

UI ASSOCIATED CONOITIONS CLIMB-BALKED LANDING ~ "ti en
~ POWER TAKE -OFF POWER AT 2625 RPM CLIMB SPEED !ALL WElGHTSJ OAT 25°C (77 11 F1
Cll Cll
~n
a> flAPS DOWN 88 K TS (101 MPH) PRESSURE ALTITUDE 3965 FT 0 :::!'.
lANOING GEAR OOWN WEIGHT 4643 L8S .. 0
MIXTURE LEAN TO APPROPRIATE
FUEL PRESSURE RATE -OF ·CUM S 690 n . MIN
3 :J
CLIMB GRADIENT 7 8"' ~ <
n
Cll
2000 2000 -25
20
1500 1500
~
15
,,.
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I;: 1000 1000 ~ 2 al
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OUTSIDE AIR TEMPERATURE .~ 'C t WEIGHT ...._ POUNOS n~
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CD I I I I 11-11 I l l T I 11 I I I I I I
·BO SO ·40 · 20 0 20 40 60 80 100 120
CCI 0 <71
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N OUTSIDE AIR TEMPERATURE "" "F ... <71
( ( (
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L.. LANDING DISTANCE ~ en a1

.,c m
ASSOCIATED CONOITIONS CD
:I OAT 2 5 "C 177 efi ~- m
... POWER RETA"DED TO MAINTAIN WEIGHT SPEED AT 50 FEET 396~ rr
800 n ,MtN ON FINAL
PR£ S SVRf Al TITUD£
4645 LBS
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POUNDS KNOTS MPH WEIGH'!
APPROACH WIND COMPONEN T 9 !> kl $
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FLAPS
LANDING GEAR
DOWN
DOWN '980 88 101 no
• :II
350
•800 87 100 GROUND ROLL 1400 FT
N RUNWAY
APPROACH SPEED
PAVED . LEVEL DAY SURFACE
IAS AS TAB ULATED •600 85 98 TOTAL OVER 50 H OBSTACLE
APPROACH
2000 fl
BS KT S 19 8 M f>H 1
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BRAJ(ING MAXIMUM 84 97
•200 81 93
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OUTSIDE AIR TEMPERATURf ,..., "'C
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OUTSIDE AIR TEMPERATURE "" °F
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120
'900 4600 4400
WEIGHT "' POUNDS WINO COMPONENT
,..., KNOTS
OBSTACLE HEIGHT
,..., FEET
100:>
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5 -48 June 1982

SECTION VI
WEIGHT AND BALANCE/

EQUIPMENT LIST
TABLE OF CONTENTS
SUBJECT PAGE
Weighing Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 -3
Basic Empty Weight and Balance Form . . . . . . . . . . . 6-5
Weight and Balance Record . . . . . . . . . . . . . . . . . . . . . . 6 -7
Loading Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Seating. Baggage and Equipment
Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 -10
Moment Limits vs Weight Table . . . . . . . . . . 6- 11 - 6 -13
Moment Limits vs Weight Graph . . . . . . . . . . . . . . . . 6-14
Computing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Sample Weight and Balance Loading Form . . . 6- 17
Weight and Balance Loading Form . . . . . . . . . . 6- 18
Useful Load Weights and Moments . . . . . . 6 -19 - 6 -23
Occupants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6- 19
Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21 - 6-22
Usable Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 -23
Oil . . . . . ... ......... .. .. . . ... . .... . . . . . .... 6 -23
Airplane Papers (furnished with individual airplane)
June 1982 6 -1
Section VI BEECHCRAFT Baron 55, A55
Wt and Bal,.f;quip List SerialTC-1 thru TC-601
6 -2 June 1982
BEECHCRAFT Baron 55, A55 Section VI
Serial TC-1 thru TC-501 Wt and Ba~quip List
WEIGHING INSTRUCTIONS
Periodic weighing of the airplane may be required to keep
the Basic Empty Weight current. All changes to the
airplane affecting weight and balance are the
responsibility of the airplane's 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 preparatory 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 undrainable fuel remain in the
airplane at Fuselage Station 81 .6. The remainder of
the unusable fuel to be added to a drained system is
35.3 pounds at Fuselage Station 78.6
·......,. 3. Engine oil must be at the full level or completely
drained. Total engine oil when full is 45 pounds at
Fuselage Station 43.
4. To determine airplane configuration at time of

weighing, installed equipment is checked against the
airplane equipment list or superseding forms. All
installed equipment must be in its proper place during
weighing.
5. The airplane must be in a longitudinally level attitude

at the time of weighing . Leveling screws are located on
the left side of the fuselage at Fuselage Station 152.25
(approximately). Level attitude is determined with a
plumb bob.
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 reference (a plumb bob dropped
from the center of either main jack point) to the axle
June 1982 6-3

Section VI BEECH CRAFT Baron 66, A66
Wt and Bal/Equip List SerialTC-1 thruTC-601
center line of the main gear and then to the nose

wheel axle center line . The main wheel axle center
line is best located by stretching a string across from
one main wheel to the other. All measurements are to
be taken with the tape level with the hangar floor and
parallel to the fuselage center line. The locations of the
wheel reactions will be approximately at Fuselage
Station 96.7 for main wheels and Fuselage Station
12.7 for the nose wheel.
7. 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 forward 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 and attached to the aft weighing
point by cable of adjustable length . The up reaction will
then be total ballast weight minus the scale reading
and is entered in the weighing form as a negative
quantity.
8. Weighing should always be made in an enclosed area

which is free from air currents. The scales used should
be properly calibrated and certified.
~~~~---,,
FRONT JACK POINTS

,--
REAR JACK POINT
F.S. 83.1 F.S. 271.0
6-4 June 1982

( (
c... BASIC EMPTY WEIGHT AND BALANCE en GI

c CD m
:::J ~. m
BARON SER. NO . REG . NO. DATE _ _ _ _ _ __ I»
...co
CD
STRUT POSITION - NOSE MAIN JACK POINT LOCATION PREPARED BY =4 :i:
00
0
co EXTENDED 11 .8 96 FORWARD 83.1 Company _ _ _ _ _ __ • :D

N ... )>
COMPRESSED 13.1 97 AFT 271 .0 Signature
~~
c GI
REACTION SCALE NET -t I»
WHEEL - JACK POINTS READING TARE WEIGHT ARM MOMENT o-.
• 0
en :::s
LEFT MAIN o en
RIGHT MAIN ... en
NOSE OR TAIL )>
en
TOTAL (AS WEIGHED) en
Space below provided for additions and subtractions to as weighed condition
...~
I»
&.
GI
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EMPTY WEIGHT (DRY) ~en
.C CD
ENGINE OIL 45 - 1935 c 2
UNUSABLE FUEL 41 79 3239 -s· ()"
r- :::J
OI
c'n BASIC EMPTY WEIGHT ;·
... < -
Wt and Bal;£quip List Serial TC-1 thru TC-501
NOTE
Each new airplane is delivered with a

completed sample loading, empty weight and
center of gravity, and equipment list, all
pertinent to that specific airplane. It is the
owner's responsibility to ensure that changes
in equipment 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 effect on empty weight and
e.g. is a suitable means for meeting both
requ irements.
The current equipment list and empty weight

and e.g . information must be retained with the
airplane when it changes ownership. Beech
Aircraft Corporation cannot maintain this
information; the current status is known only
to the owner. If these papers become lost, the
FAA will require that the airplane be re-
weighed to establish the empty weight and e.g .
and that an inventory of installed equipment be
conducted to create a new equipment list.
6-6 June 1982

( (
'
(
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WEIGHT AND BALANCE RECORD
-
CD
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CD !?.. (')
SERIAL NO REGISTRATION NO. PAGE NO
CD
- -
~ ::c
(') (')
00 WEIGHT CHANGE RUNNING BASIC • ::D
N DATE ITEM NO. DESCRIPTION OF ARTICLE ADDED (+) OR REMOVED (·) EMPTY WEIGHT
- J>
IN OUT OR CHANGE WT ARM MOM WT MOM ~~
(LBS) (IN .) 100 (LBS) 100 c al
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00 WEIGHT AND BALANCE RECORD ... en

~
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SERIAL NO REGISTRATION
- - -- NO.
- PAGE NO 2 !Q. :!.
0
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WEIGHT CHANGE RUNNING BASIC • <
DATE ITEM NO. DESCRIPTION OF ARTICLE ADDED (+) OR REMOVED (-) EMPTY WEIGHT ~-
OR CHANGE .a
IN OUT WT ARM MOM WT MOM c
(LBS) (IN .) 100 (LBS) 100 ir
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Serial TC· 1 thru TC-501 Wt and Bal/Equip List
LOADING INSTRUCTIONS
It is the responsibility of the airplane operator to ensure

that the airplane is properly loaded. At the time of delivery,
Beech Aircraft Corporation provides the necessary weight
and balance data to compute individual loadings. All
subsequent changes in airplane weight and balance are
the responsibility of the airplane owner and/or operator.
The empty weight and moment of the airplane at the time

of delivery are shown on the airplane Empty Weight and
Balance form . Useful load items which may be loaded into
the airplane are shown on the Useful Load ·weight and
Moment tables. The minimum and maximum moments are
indicated on the Moment Limits vs Weight table . These
moments correspond to the forward and aft center of
gravity flight limits for a particular weight . All moments are
divided by 100 to simplify computations.
June 1982 6-9

Wt and Bal;t:quip List Serial TC-1 thru TC-501
SEATING. BAGGAGE AND EQUIPMENT

ARRANGEMENTS
---
nn CREW
~l;;;;;:i FS 85
PASS
FS 121 bJldlTO 89
bdbd TO 136
I
8:> FS 150 nn PASS
~l;;;;;:i FS 154
1--.,,.---f
[p. FS 180 13::>
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. -·
O> MAXIMUM WEIGHT 270 POUNDS INCLUDING
EQUIPMENT AND BAGGAGE.
~MAXIMUM WEIGHT 120 POUNDS INCLUDING
EQUIPMENT AND BAGGAGE.
D>*MAXIMUM WEIGHT 400 POUNDS INCLUDING
EQUIPMENT AND BAGGAGE WITH 5th and 6th
B> SEATS REMOVED OR STOWED .

MAXIMUM WEIGHT 200 POUNDS FORWARD OF
REAR SPAR INCLUDING EQUIPMENT AND CARGO
WITH 3rd and 4th SEATS REMOVED .
~MAXIMUM WEIGHT 400 POUNDS AFT OF REAR
SPAR INCLUDING EQUIPMENT AND CARGO WITH
3rd, 4th. 5th and 6th SEATS REMOVED .
ALL CARGO MUST BE SECURED WITH APPROVED
CARGO RETENTION SYSTEMS.
•Refer to PLACARDS in LIMITATIONS Section .
6-10 June 1982

Serial TC-1 thru TC-501 Wt and Bal,l£quip List
MOMENT LIMITS vs WEIGHT
Moment limits are based on the following weight and

center of gravity limit data (landing gear down).
WEIGHT FORWARD
CONDITION CG LIMIT AFT CG LIMIT
4880 lb. 79.4 86.0

(max. take-off
or landing)
3800 lb. or less 74.0 86.0
Minimum Maximum
Moment Moment
Weight 100 100
3200 2368 2752

3225 2387 2774
3250 2405 2795
3275 2424 2817
3300 2442 2838
3325 2461 2860
3350 2479 2881
3375 2498 2903
3400 2516 2924

3425 2535 2946
3450 2553 2967
3475 2572 2989
3500 2590 3010
3525 2609 3032
3550 2627 3053
3575 2646 3075
·.._.
June 1982 6-11
Section VI BEECHCRAFT Baron SS, ASS
Wt and Bal,i'Equip List SerialTC-1 thru TC-S01
MOMENT LIMITS vs WEIGHT (Continued)
Minimum Maximum
Moment Moment
Weight 100 100
3600 2664 3096
3625 2683 3118
3650 2701 3139
3675 2720 3161
3700 2738 3182
3725 2757 3204
3750 2775 3225
3775 2794 3247
3800 2812 3268
3825 2836 3290
3850 2859 3311
3875 2882 3333
3900 2906 3354
3925 2929 3376
3950 2953 3397
3975 2976 3419
4000 3000 3440

4025 3024 3462
4050 3048 3483
4075 3072 3505
4100 3096 3526
4125 3120 3548
4150 3144 3569
4175 3168 3591
4200 3192 3612
4225 3216 3634
4250 3241 3655
4275 3265 3677
6-12 June 1982

Serial TC-1 thru TC-501 Wt and BaVEquip List
MOMENT LIMITS vs WEIGHT (Continued)
Minimum Maximum
Moment Moment
Weight 100 100
4300 3290 3698
4325 3314 3720
4350 3339 3741
4375 3363 3763
4400 3388 3784

4425 3413 3806
4450 3438 3827
4475 3463 3849
4500 3488 3870
4525 3513 3892
4550 3538 3913
4575 3563 3935
4600 3588 3956

4625 3613 3978
4650 3639 3999
4675 3664 4021
4700 3690 4042
4725 3715 4064
4750 3741 4085
4775 3766 4107
4800 3792 4128

4825 3818 4150
4850 3844 4171
4875 3870 4193
4880 3875 4197
June 1982 6-13

Wt and Bal/Equip list SerialTC-1 thru TC-601
Baron 55 and A55

MOMENT LIMITS vs WEIGHT
~
•s~J
5200
"sao 5100
Jsoo 5000
.J>oo
•eoo
"Boo
•700
'800
"•ao •500
.1Joo "'0
0 ••oo§
0
;::
z "~Oo •loo~
.
0
~ :i:
0 .110o •200<:J
:i;
Jooo
&100 ~
•ooo
~.900
3900
~,,Oo
3800
~>ao
3700
~60o
3800
~S"o 3500
3•00
74 86
CE NTER OF GRAVITY- INCHES AFT OF OATUM
ENVELOPE BASED ON THE FOLLOW ING WEIGHT ANO
CENTE~ OF GRAVITY UMIT DATA llANOING GEAR OOWNI
WEIGHT CONDITION FORWARD CG . UMIT AFT CG . UMIT

•eeo LB ( MAX TAKE ·OFF OR LANDING! 79 .• 86 0
3800 lB or LESS 7• 0 86 0
6-14 June 1982

Serial TC- 1 thru TC-501 Wtand Bal/Equip List
COMPUTING PROCEDURE
1. Record 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 in the airplane .
3. Total the weight column and moment column. The

SUB-TOTAL is the Zero Fuel Condition .
4. Determine the weight and corresponding moment for

the fuel loading to be used. This fuel loading includes
fuel for the flight, plus that required tor start. taxi, and
take -off. Add the Fuel to Zero Fuel Condition to obtain
the SUB-TOTAL Ramp Condition.
5. Subtract the fuel to be used for start and taxi to arrive

at the SUB-TOTAL Take-off Condition .
6 . Subtract the weight and moment of the fuel in the in-

cremental sequence in which it is to be used from the
take-off weight and moment. The Zero Fuel Condition,
the Take-Off Condition, and the Landing Condition
moment must be within the minimum and maximum
moments shown on the Moment Limit vs Weight table
for that weight. If the total moment is less than the
June 1982 6-15

Wt and Bal/Equip List SerialTC-1 thru TC-501
minimum moment allowed, useful load items must be

shifted aft or forward load items reduced . If the total
moment is greater than the ma1<imum moment al-
lowed, useful load items must be shifted forward or aft
load items reduced . If the quantity or location of load
items is changed, the calculations must be revised and
the moments rechecked .
The Empty Weight (Dry) for the airplane may be con-

verted to Basic Empty Weight by adding the weight and
moment for full oil (45 lbs. and 1935 lb. in.) and
unusable fuel (41 lbs. and 3239 lb. in.).
The following Sample Loading chart is presented to depict the

sample method of computing a load . Weights used DO NOT reflect
an actual airplane loading .
6-16 June 1982

Serial TC- 1 thru TC-601 Wt and Ba~quip List
WEIGHT AND BALANCE LOADING FORM
BARON 55 DATE~~~~~~~
SERIAL NO. TC-XXXX REG NO. NXXX
ITEM WEIGHT MOM/100

1. BASIC EMPTY CONDITION 3277 2531
2 . FRONT SEAT OCCUPANTS 340 290
3 . 3rd and 4th SEAT
OCCUPANTS 340 412
4 . 5'h and 6<h SEAT ~
OCCUPANTS ~· .
~\;
~28
5 . NOSE BAGGAGE ·
6 . REAR BAGGAGE 192
7 . AFT BAGGAGE · .
8 . CARGO . .
9 . SUB TOTAL ZERO FUEL
CONDITION 4085 3425
10. FUEL· MAIN (74 GAL) 444 333
FUEL · AUX (62 GAL) 372 346
11 . SUB TOTAL
RAMP CONDITION 4901 4104
12. "LESS FUEL FOR START,
TAXI, AND TAKE-OFF ·21 -16
13. SUB TOTAL
TAKE-OFF CONDITION 4880 4088
14. LESS FUEL · MAIN
(20 GAL) - 120 -90
15. SUB TOTAL 4760 3998
16. LESS FUEL · AUX
(62 GAL) -372 -346
17 . SUB TOTAL
4388 3652
18. LESS FUEL · MAIN
(30 GAL) -180 -135
19. LANDING CONDITION 4208 3517
•fuel for start, taxi and take-off is normally 21 lbs at an average
mom/100 of 16.
June 1982 6-17
Wt and Ba~quip List SerialTC-1 thruTC-601
WEIGHT AND BALANCE LOADING FORM
BARON DATE _ _ _ _ _ _~
SERIAL NO. REG NO. NXXX
------
ITEM WEIGHT MOM/100
1. BASIC EMPTY CONDITION
2 . FRONT SEAT OCCUPANTS
3. 3rd and 4th SEAT
OCCUPANTS
4 . 5th and 6th SEAT
OCCUPANTS
5. NOSE BAGGAGE
6. REAR BAGGAGE
7. AFT BAGGAGE
8 . CARGO
9. SUB TOTAL ZERO FUEL
CONDITION
10. FUEL - MAIN ( GAL)
FUEL - AUX ( GAL)
11 . SUB TOTAL
RAMP CONDITION
12. •LESS FUEL FOR START,
TAXI. AND TAKE-OFF
13. SUB TOTAL
TAKE-OFF CONDITION
14. LESS FUEL - MAIN
( GAL)
15. SUB _TOT AL
16. LESS FUEL - AUX
( GAL)
17. SUB TOTAL
18. LESS FUEL - MAIN
( GAL)
19. LANDING CONDITION
*Fuel for start. taxi and take-off is normally 21 lbs at an average
mom/100 of 16.
6-18 June 1982

( ( (
~ USEFUL LOAD WEIGHTS AND MOMENTS en CD

c ID m
:s ~. m
ID OCCUPANTS ~ C')
~ ~:::z::
co C') C')
00 Front Seats 3rd and 4th Seats I :D
N ~ J>
Fwd Aft Fwd Aft 5th and 6th ~~
WEIGHT
Position
ARM 85
Position
ARM 89
Position
ARM 121
Position
ARM 136
Seats
ARM 154
c
~
C') ..
I
..
CD
0
en :s
0 U'I
MOM/100 ~ U'I
J>
120 102 107 145 163 185 U'I
U'I
130 110 116 157 177 200
140 119 125 169 190 216
150 128 134 182 204 231
160 136 142 194 218 246 ~
170 144 151 206 231 262 Ill
:s
180 153 160 218 245 277 Q.
190 162 169 230 258 293 f
200 170 178 242 272 308 ~en
.Cl ID
c n
NOTE: OCCUPANT POSITIONS SHOWN ARE FOR THE SEATS ADJUSTED THE if g.
MAXIMUM RANGE. INTERMEDIATE POSITIONS WILL REQUIRE INTERPOLATION c: ~
"'
~
co OF THE MOMENT/100 VALUES . ~ :S

Wt and Bal,!Equip List SerialTC-1 thruTC-501
BAGGAGE
NOSE REAR AFT
Weight COM PT FS 131TO170 FS 170 TO 190

ARM 31 ARM 150 ARM 180
Mom/100 Mom/100 Mom/100
10 3 15 18
20 6 30 36
30 9 45 54
40 12 60 72
50 16 75 90
60 19 90 108
70 22 105 126
80 25 120 144
90 28 135 162
100 31 150 180
110 34 165 198
120 37 180 216
130 40 195
140 43 210
150 47 225
160 50 240
170 53 255
180 56 270
190 59 285
200 62 300
220 68 330
240 74 360
260 81 390
270 84 405
280 420
300 450
320 480
340 510
•,
360 540
380 570
400 600
6-20 June 1982

Serial TC-1 thru TC-501 Wt and Bal;1:quip List
CARGO
FWD OF SPAR
--- (CENTER SEATS REMOVED)
ARM 108
Moment Moment
Weight 100 Weight 100
10 11 110 119
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
June 1982 6-21

Wt and Bal/Equip list Serial TC-1 thru TC-501
CARGO
AFT OF SPAR
(CENTER & AFT SEATS REMOVED)
ARM 145
Moment Moment
Weight 100 Weight 100
10 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
6-22 June 1982

Serial TC-1 thru TC-601 Wt and Bal;Equip List
USABLE FUEL
MAIN AUX
WING TANKS WING TANKS
ARM 75 ARM 93
Gallons Weight Monv100
5 30 23 28
10 60 45 56
15 90 68 84
20 120 90 112
25 150 113 140
30 180 135 167
35 210 158 195
40 240 180 223
44 264 198
45 270 203 251
50 300 225 279
55 330 248 307
60 360 270 335
62 372 346
65 390 293
70 420 315
74 444 333
*OIL
Moment
Quarts Weight 100
24 45 19
*Included in Basic Empty Weight
June 1982 6-23

Wt end Bel/Equip List Serial TC-1 thru TC-501
INTENTIONALL V LEFT BLANK
6-24 June 1982

SECTION VII
SYSTEMS DESCRIPTION
TABLE OF CONTENTS
SUBJECT PAGE
Airframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 -5
Control Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Control Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Rudder Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 -5
Trim Controls . . ............. ....... .. ... .. .. 7-6
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Power Plant Instruments ..... . ... . .. . . ...... . 7-6
Ill us tr at ion ....... . . : . . . . . . . . . . . . . . . . . . . . 7 -8, 7 -9
Illustration . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10, 7-11
Ground Control .. .. ....... ... . ......... .. ....... 7-7
Wing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Landing Gear System ... ... . .... . ........... .. .. 7-7
Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 -1 2
Position Indicators ...... .... .. . . . . ..... .... . 7-12
Safety Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 -1 2
Warning Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Manual Extension . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Brakes ..... . ...... . . . ...... ...... .......... 7-13
Baggage/Cargo C0mpartments . . . . . . . . . . . . . . . . . . 7-14
Aft Baggage,-Cargo Compartment . . . . . . . . . . . . 7-14
Nose Baggage,ICargo Compartment . . . . . . . . . . 7-1 5
Seating .. . .. . . ·... . .. .. . . ........ . ...... .... .. .. 7-15
June 1982 7-1

Section VII BEECHCRAFT Baron 66, A66
Systems Description Serial TC-1 thru TC-501
SUBJECT PAGE
Doors. Windows. and Exits . . . . . . . . . . . . . . . . . . . . . 7 -16

Forward Cabin Door .. . .. .... . .... .... .... .. 7- 16
Openable Cabin Windows . . . . . . . . . . . . . . . . . . . 7- 1 7
Control Locks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Power Plants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
Power Plant Controls ......................, ..... 7-18 ..
Propeller. Throttle and Mixture . .... . ...•••• ;..7·Ut 1:.
Induction Air ..... .. ....................... ... •. 7-18
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 1 8
Cowl Flaps . . ..... . ..... . ..... . . .. ... ... . . .. ... 7-19
Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Schematic ..... .... .. . ........... .. .. 7 -20, 7-21
Fuel Pressure Indicator . . . . . . . . . . . . . . . . . . . . . 7 -22
Fuel Crossfeed ....... ... .. .. .. ..... . . ... . .. 7 -24
Fuel Boost Pumps . .. .. . .. ... ... .. ..... . .... 7-24
Fuel Required for Flight . . . . . . . . . . . . . . . . . . . . . 7-25
Electrical System .. ... .... . . . . ...... . ... .. .... .. 7-27
Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
Battery ... ...... . ... .. .. . .... . ...... . ..... . 7-27
Generators ... .. . ..... .. . .... . .. . . . ..... .. .. 7-27
Starters . . ....... . . .. . . . . ... .... ... ......... 7-28
External Power ... ... . . . . . ... . .. ... ... .. .... 7-28
Lighting Systems ... .... . . ... . .. .. ... . . .. ..... .. 7-29
Interior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 -29
Exterior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
Heating and Ventilation System . . . . . . . . . . . . . . . . . 7-30
Cabin Heating .... .... .. . . . ..... . ... ...... .. 7-30
Heater Operation . . . . . . . . . . . . . . . . . . . . . . . 7-30
Heat Regulation . ... . . .. . ..... ....... .. . 7-31
Heater Blower .... .... .... .. . ... . .... ... 7-31 . ........
Environmental Schematic ... . .. .. . 7-32, 7 -33
Cabin Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
7-2 June 1982

BEECHCRAFT Baron 55, A55 Section VII
Serial TC- 1 thru TC-501 Systems Description
SUBJECT PAGE
Exhaust Vents ............ .. ......... .... .. . 7-34

Individual Fresh Air Outlets .. .. . . ..... ..... . 7-34
Oxygen System . .... . .. ... .. . ........ . ... . ..... 7-35
Pitot and Static System . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
Pitot System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
Normal Static System ... ......... .. .... . .. .. 7-36
Alternate (Emergency) Static
System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 -36
,Vacuum System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37
Stcill Warning ... ....... . c' . ·..... .... ...... ...... 7-37
Ice .Protection Systems .. . . .. .. .. . . .. . ... . ·...... 7-38
Propeller and Windshield
Anti-ice System (Fluid Flow) ... .. ......... 7-38
Electrothermal Propeller Deice ... .. ..... .... 7-38
Pitot Heat ... . . ... .... ..... ... . . ..... ....... 7-39
Stall Warning Anti-ice ..... . .... . . ... ....... 7-39
Engine Break-in Information . . . ..... ............ 7-39
June 1982 7-3

. .. .
.,,'.· I•
-. ·- ' . •!
' ' ·' i
' •''
.. .
-·
'
7-4 June 1982

--------------~----------

Serial TC-1 thru TC-601 Systems Description
AIRFRAME
The BEECHCRAFT 55 and A55 BARON models are both

four to five place all-metal. low-wing, twin-engine air-
planes with retractable tricycle landing gear, and a con-
ventional horizontal and vertical stabilizer.
FLIGHT CONTROLS
CONTROL SURFACES
Control surfaces are bearing supported and operated

through push-pull rods and conventional cable systems
terminating in bellcranks.
CONTROL COLUMN
The throw-over type control column for elevator and

aileron control can be placed in front of either front seat.
Pull the T-handle latch at the back of the control arm and
position the control wheel as desired. Check for full
freedom of movement after repositioning the control.
The optional dual control column is required for flight in-

struction.
RUDDER PEDALS
To adjust the rudder pedals. press the spring-loaded lever

on the side of each pedal arm and move the pedal to its
forward 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 1982 7-6

Section VII BEECHCRAFT Baron 55. A55
Systems Description SerialTC-1 thru TC-501
TRIM CONTROLS
All trim tabs are adjustable from the control console . A

position indicator is provided for each . The left aileron tab
incorporates servo action in addition to its trimming pur-
pose. Elevator trim is controlled by a hand wheel located to
the left of the throttles. An elevator tab indicator dial is lo-
cated above and to the left of the trim control hand wheel.
INSTRUMENT PANEL
FLIGHT INSTRUMENTS
The flight instruments are located on a floating panel di-

rectly in front of the pilot's seat. Standard flight instru-
mentation includes attitude and directional gyros. air -
speed. altimeter. vertical speed. turn coordinator, and a
clock. A magnetic compass is mounted above the instru-
ment panel and an outside air temperature indicator is
either installed in the windshield (TC-1 thru TC-190) or lo-
cated on the left side panel (TC-1 91 thru TC-501 ). Located
on the right side of the instrument panel is the standard
vacuum gage for the instrument air system.
POWER PLANT INSTRUMENTS
Most of the engine instruments are located in the upper

center of the instrument panel. The standard indicators for
each engine are as follows: tachometers. manifold pres-
sure . fuel pressure, fuel quantity, and loadmeters. Other
indicators such as the exhaust gas temperature system.
the propeller deice ammeter (or propeller alcohol quantity
and deice pressure) are usually installed on the right side
of the instrument panel . Two multi-purpose instruments.
-
one for each engine, indicate cylinder head temperature,
oil pressure, and oil temperature.
7-6 June 1982

GROUND CONTROL
Spring-loaded Ii nkage from the nose gear to the adjust-

able rudder pedals allows for nose wheel steering. Smooth
turning is accomplished by allowing the airplane to roll
while depressing the appropriate rudder pedal. The mini -
mum wing tip turning radius, using partial braking action
and differential power, is 29 feet 6 inches.
WING FLAPS
The wing flaps are controlled by a three-position switch ,

UP. OFF and DOWN, located on the left of the center
console. The control must be pulled out of detent before it
can be repositioned .
The flap position lights show green for the up position and
red for the full-down landing position-intermediate 20-
degree and 10-degree positions are indicated by lines
painted on the leading edge of the left flap . The inter-
mediate positions are reached when the marks are aligned
with the trailing edge of the wing .
Limit switches automatically turn off the electric motor

when the flaps reach the extremes of travel.
LANDING GEAR SYSTEM
CAUTION
Never taxi with a flat strut.
The landing gear is operated through adjustable linkage

connected to an actuator assembly mounted beneath the
front seats. The actuator assembly is driven by an electric
motor. The landing gear may be electrically retracted and
extended, and may be extended manually.
June 1982 7-7

0 -!·•
0 - ·.!
0
0
0 z
0 0
0 a:
<(
0
0
m
in
0 in
.. 0 0
'' (!';:> ··~ ·· ~
~: :~ .' ~ 0
' · (!';:> ' ~ · ~ (I
: ~ ,.~ · ~ 0
==e:::::J
o:·o ~ •
7-8 June 1982

BEECHCRAFT Baron 66. A66 Section VII
- .... -·
. . c~ cw
u
!~
-
......
j •
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C1.
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.....
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-I
1- w
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a:
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June 1982 7-9

Systems Description Serial TC- 1 thru TC-501
--./
D
(J\
a@~_)
®0 0
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0
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7-10 June 1982

_, 0
....
W 10
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ct (.)
a. 1-
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Cl)
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LL. (.)
~!:::.
June 1982 7-11

SectionV11 BEECHCRAFT Baron 55, A55
CONTROL SWITCH
The landing gear is controlled by a two-position switch on

the right side of the control console. The switch handle
must be pulled out of the safety detent before it can be
moved to the opposite position. Never operate the landing
gear electrically with the handcrank engaged .
CAUTION
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 INDICATORS
Landing gear position lights are located adjacent to the

control switch. The lights, red for gear up and green for
gear down, illuminate only when the gear has reached the
fully retracted or extended position . In addition, a me-
chanical pointer at the base of the console shows the posi-
tion of the nose gear during transit and in the full up or full
down position .
SAFETY SWITCH
To prevent inadvertent retraction of the landing gear on

the ground, a main strut safety switch opens the control
circuit when the strut is compressed .
CAUTION
Never rely on the safety switch to keep the gear
down during taxi or on take-off, landing roll, or
in a static position. Always make certain that
the landing gear switch is in the down position
during these operations.
....__.
7-12 June 1982

WARNING HORN
If either or both throttles are retarded below an engine

setting sufficient to sustain two engine flight with the
landing gear retracted, a warning horn will sound inter-
mittently. 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.
MANUAL EXTENSION
The landing gear can be manually extended, but not re-

tracted, by operating the handcrank on the rear of the
pilot's seat. The landing gear handle must be in the down
position and the landing gear MOTOR circuit breaker must
be pulled before manually extending the gear. When the
electrical system is operative , the landing gear may be
checked for full down with the gear position lights, pro-
vided the landing gear RELAY circuit breaker is engaged.
After the landing gear is down, disengage .the handcrank.
For electrical retraction of the landing gear after a practice
manual extension use procedures outlined in the EMER-
GENCY PROCEDURES section.
If 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 jacks,
to prevent a gear retraction on the ground. These pro-
cedures are outlined in the EMERGENCY PROCEDURES
section.
BRAKES
The brakes on the main landing gear wheels are operated

by applying toe pressure to the top of the rudder pedals .
June 1982 7-13

CAUTION
Continuous brake application of either the
pilot's or copilot's brake pedals in conjunction
with an overriding pumping action from the op-
posite brake pedals could result in the loss of
braking action on the side which continuous
pressure is being applied.
The parking brake control is located just to the right (TC-1
thru TC- 190) or to the left (TC-191 and after) of the control
console. To set the parking brakes. pull the control out and
depress the pilot's toe pedals until firm . Push the control in
to release the brakes .
NOTE
The parking brake should be left off and wheel
chocks installed if the airplane is to be left
unattended. Changes in ambient temperature
can cause the brakes to release or to exert
excessive pressures.
The brakes hydraulic fluid reservoir is accessible through
the nose baggage door. Fluid level is checked with the dip -
stick attached to the reservoir cap. The brakes require no
adjustments. since the pistons move outward to com -
pensate for lining wear.
BAGGAGE/CARGO COMPARTMENTS
AFT BAGGAGE/CARGO COMPARTMENT
The aft baggage/cargo compartment is accessible through
the baggage door on the right side of the fuselage . This
area extends aft of the pilot's seats to the rear bulkhead .
Because of structural limitations, this area is divided into
three sections. each having a different weight limitation .
Loading within the baggage/cargo compartment must be in
accordance with the data in the WEIGHT AND BALANCE
section. All cargo must be secured with the approved cargo
retention systems.
7-14 June 1982

-
--- WARNING
Do not carry hazardous material anywhere in
the airplane.
Do not carry passengers in the baggage or
cargo area unless secured in a seat.
NOSE BAGGAGf,/CARGO COMPARTMENT

The forward baggage/cargo compartment is easily ac-
cessible through a large door on the right side of the nose.
The door. hinged at the top, swings upward, clear of the
loading area . Loading within this area must be within the
limitations according to the WEIGHT AND BALANCE
section . The nose baggage/cargo compartment incor-
porates the full width of the fuselage as usable space . This
compartment also affords accessibility to some of the air-
plane's avionics. Straps are provided and should be used to
secure any baggage or cargo loaded into the nose
.............. baggage/cargo 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 desired position. The seat backs of all standard seats
can be placed in any of four positions by operating a re-
lease lever on the inboard side of each seat. An option is
available that provides for the seat backs on all standard
seats (except the pilot's) to be placed in any position from
vertical to fully reclined . Outboard armrests for all
standard seats are built into the cabin sidewalls . A center
armrest for the front seats can be elevated or positioned
flush with the seat cushions. The center armrests for the
standard rear seats are either removable (55) or can fold
into a stowed position behind the seat backs (A55). The op-
uonal fifth seat can be folded up to provide additional floor
space, or folded down to provide access to the extended
baggage/cargo compartment.
June 1982 7-15

Systems Description Serial TC· 1 thru TC-501
DOORS, WINDOWS AND EXITS -

FORWARD CABIN DOOR
The airplane has a conventional cabin door on the forward

right side of the fuselage and when closed .the outside
cabin door handle is spring loaded to fit into a recess in the
door to create a flat aerodynamically clean surface . 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 unlocked position . In this position, the
latch handle is free to move approximately one inch in
either direction before engagement of the locking
mechanism. Then grasp the door and firmly pull the door
closed . Rotate the door handle fully counterclockwise into
the locked position. When the door is properly locked. the
door latch handle is free to move approximately one inch in
either direction.
NOTE
When checking the door latch handle, do not

move it far enough to engage the door latch
release mechanism .
Press firmly outward at the top rear corner of the door. If

any 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 .
7 -16 June 1982

Serial TC· 1 thru TC· 501 Systems Description
OPENABLE CABIN WINDOWS
To open window; release latch front of bar, pull bar at the

bottom of the window out and upward . Window will open
approximately two inches.
Close window by pulling inward and down on the bar at

the bottom of the window. Resistance will be felt as the bar
moves downward. Continue moving bar downward to its
lowest position . Check that bar is locked by the latch.
NOTE
Windows are to be closed before take-off and
during flight. While closing window. ascertain
that the hinge pin (which allows the window to
open fully for emergency exit) is securely in
place .
CONTROL LOCKS
1. Insert the spring end of the rudder control locking pin
into the hole at the top of the pilot's left rudder pedal.
2. Neutralize the pedals and insert the opposite end of
the locking pin into the right pedal by compressing the
spring.
3. Place the elevator and aileron controls in an approxi-
mately neutral position.
4 . Insert the elevator-aileron control locking pin into the
hole in the control column hanger and the hole in the
underside of the control column tube.
5. Close the throttles and place the throttle lock over the
throttle control knobs.
To lessen the possibility of taxi or takeoff with the control
lock installed. remove the locking components in the
following order: rudder. throttle and elevator-aileron .
June 1982 7-17

Section VII BEECHCRAFT Baron 55. A55
POWER PLANTS
The BEECHCRAFT BARON SS and ASS are each powered

by two Continental 10- 470-L six-cylinder. horizontally op-
posed. fuel injected engines rated at 260 hp at 262S rpm.
POWER PLANT CONTROLS
PROPELLER, THROTTLE. AND MIXTURE
The control levers are grouped along the upper face of the
control console . Their knobs are shaped so they can be
identified by touch. A single controllable friction knob
below and to the left of the control levers prevents
creeping .
INDUCTION AIR
Induction air is available from filtered ram air or alternate

air. Filtered ram air enters from above the engine inside
the nacelle area . Should the filter become obstructed, a
spring-loaded door on the side of the plenum will open
automatically and the induction system will operate on
alternate air taken from the nacelle area .
LUBRICATION SYSTEM
The engine oil system for each engine is the full pressure ,
wet sump type and has a 1 2 -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 temperatures are
below normal and will permit the oil to bypass the cooler if
it should become blocked .
7-18 June 1·9 82

The oil system may be checked through access doors in the

engine cowling. A calibrated dip stick adjacent to the filler
cap indicates the oil level. Due to the canted position of the
engines, the dip sticks are calibrated for either right or left
engines and are not interchangeable.
The oil grades listed in the Approved Engine Oils in the

SERVICING section are general recommendations only,
and will vary with individual circumstances. The deter-
mining factor for choosing the correct grade of oii is the
average ambient temperature.
COWL FLAPS
The cowl flap for each engine is controlled by a separate

switch located on the pilot's subpanel either to the right
(55) or to the left (A55) of the control console. The cowl flap
is closed when the switch is in the up position and open
when the switch is down. An amber annunciator light ad-
jacent to the cowl flap switches, illuminates when either
switch is in the open position.
PROPELLERS
The engines are equipped with two blade, full feathering,

constant speed propellers. Springs aided by counter-
weights move the blades to high pitch. Engine oil under
governor-boosted pressure moves the blades to low pitch.
The propellers should be cycled occasionally during cold

weather operation. This will help maintain warm oil in the
propeller hubs so that the oil will not congeal.
June 1982 7-19

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Systems Description SerialTC-1 thruTC-601
FUEL SYSTEM
The standard fuel tank installation consists of a 22-gallon

main tank in each wing leading edge and a 31-gallon
auxiliary tank in each wing panel outboard of the nacelle,
for a total of 106 gallons of usable fuel with all tanks full.
The optional fuel tank installation consists of a 37-gallon
main tank in each wing leading edge and a 31-gallon
auxiliary tank in each wing panel outboard of the nacelle,
for a total of 136 gallons of usable fuel with all tanks full.
A vapor return line from each injector pump returns ex-

cess fuel to the tank from which it is being drawn, during
either normal or emergency cross-feed operation. Each
tank is filled at its own filler neck through an opening in
the upper wing surface covered by a flush type filler cap.
The fuel system is drained at eight locations, as shown in
the accompanying fuel system schematic.
Fuel quantity is measured by float type transmitter units

which convey signals to two indicators on the instrument
panel. They indicate the amount of fuel in either the main
tanks or the auxiliary tanks for their respective wings . A
two-position selector switch to the right (55) or left (A55) of
the control console, determines the tanks, main or aux-
iliary, to which the indicators are connected.
FUEL PRESSURE INDICATOR
The fuel pressure indicator registers metered fuel pressure

at the fuel injection manifold valve. It does not indicate
either engine-driven fuel pump pressure or fuel boost
pump pressure. Red radials are placed at the minimum and
maximum allowable operating fuel pressures. The green
sectors indicate normal operating range. For fuel flow
conversions see PERFORMANCE section .
7-22 June 1982

Serial TC-1 thru TC-601 Syatema Description
FUEL
PRESSURE
PS.I.
In the cruise power range the green sectors ~over the fuel
pressure required from 45% to 75% power. The lower edge
of each sector is the normal-lean setting and the upper
edge is the best power setting for that particular power
range.
The takeoff and climb range is covered by green sectors for

full power at various altitudes. The full power markings
represent the maximum performance mixtures for the
altitudes shown. permitting leaning of the mixture for
maximum power and performance during high altitude
takeoffs and full power climbs.
June 1982 7-23

FUEL CROSSFEED
The sepdrate, identical fuel supplies for each engine are

interconnected by crossfeed lines. During normal opera-
tion each engine uses its own fuel pumps to draw fuel
from its respective fuel tank arrangement. However, on
emergency crossfeed operations the entire fuel supply of
any or · all tanks can be consumed by either engine.
On TC-181 and after, a mechanical interlock prevents both

fuel selector valves being placed on crossfeed at the same
time, as this would cut off the fuel supply for both engines .
The fue.1 crossfeed system is provided for use during emer -

gency conditions in level flight only . The system is not to be
used to transfer fuel from one tank to another or to bal-
ance fuel during flight. The procedure for using the cross -
feed system is described in the EMERGENCY PRO -
CEDURES section .
FUEL BOOST PUMPS
On TC- 1 thru TC-420 except TC-251 , an individual elec-

tric boost pump for each engine furnishes fuel pressure for
starting and provides for near maximum engine per-
formance should the engine-driven pump fail. Due to the
in-line location of the boost pumps between the tanks and
the selector valves. fuel may be drawn from any tank
within the system by the boost pump for the operating
engine .
7·24 June 1982

BEECHCRAFT Baron 66. A66 Section VU
On TC-251. TC-421 and after, an individual two-speed

electric fuel boost pump is provided for each engine. HIGH
pressure, OFF, or LOW pressure is selected with each fuel
boost pump switch on the pilot's subpanel. High pressure
is used for stabilizing the fuel pressure before start and
provides near maximum engine performance should the
engine-driven pump fail. In high ambient temperatures,
low pressure should be used for ground operation, take-
off. and climb. The location of the fuel boost pumps in the
system permits fuel to be drawn from any tank within the
system by the pump for the operating engine. The high
pressure position should not be selected while the engine
is operating except in the event of engine driven pump fail-
ure since the high pressure mode supplies a greater
pressure than can be accepted by the injector system for a
reduced power condition .
FUEL REQUIRED FOR FLIGHT
Flight planning and fuel loading are facilitated by the use

of fuel quantity indicators that have been coordinated with
the usable fuel supply. It is the pilot's responsibility to
ascertain that the fuel quantity indicators are functioning
and maintaining a reasonable degree of accuracy. and be
certain of ample fuel for a flight.. A minimum of 13 gallons
of fuel is required in each main tank before takeoff. An in-
accurate indicator could give an erroneous indication of
fuel quantity. If the pilot is not ·sure that at least 13 gallons
are in each main tank, add necessary fuel so that the
amount of fuel will not be less than 13 gallons per main
tank at takeoff . Plan for an ample .margin offul)ll for any
flight .
June 1982 7-26

Sy1tem1091cription Serial TC· 1 thru TC-601
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POWER DISTRIBUTION SCHEMATIC

TC-1 THRU TC -501 EXCEPT
TC-350 AND TC-371
GROUPING OF EQUIPMENT ON
CIRCUIT BREAKERS SHOWN ABOVE IS
ONLY TYPICAL. SEE AIRPLANE
. CIRCUIT BREAKER PLACARDS .
7-28 June 1982

Serial TC-1 thru TC-601 Syatema Description
ELECTRICAL SYSTEM
In general, the airplane's circuitry is the single-wire,

ground return type. The battery, magneto, starter, and gen-
erator switches are located on the left side panel. The
Baron 55 has avionic system switches directly in front of
the pilot. above the radio panel, and electrical system
switches contained on a panel to the right of the control
console. Individual circuit breakers are located along the
bottom of each instrument panel. On the Baron A55 a
panel to the left of the control console contains most of the
electrical system switches and circuit breakers. Each is
placarded as to its function . Avionics circuit breakers are
located on the right subpanel.
BATIERY
One 1 7 ampere-hour, 24-volt lead acid battery is stan-
dard. Two 25 ampere-hour. 12-volt lead acid batteries.
connected in series are offered as options. The battery in-
stallation is located beneath the floor of the nose baggage
compartment. Battery servicing procedures are described
in the SERVICING section. The battery can be turned off in
flight and the generators will remain on the line.
GENERATORS
Two 25-ampere, 24-volt generators are standard equip-
ment. The generators are belt-driven from the engine ac-
cessory section.
Two 40-ampere, 24-volt generators are offered as optional

equipment.
The electrical output of each generator is automatically
controlled by an individual voltage regulator and the sys-
tem paralleling relay. Individual generator output is indi-
cated by two loadmeters on the instrument panel. The
power distribution system is protected by circuit breakers.
June 1982 7 -27

STARTERS (TC-2 thru TC-23)
The starters are relay-controlled and are actuated by push -

button type, momentary-on switches located on the pilot's
side panel. To energize the starter . circuit. turn the
magneto switches ON for the engine to be started and en -
gage the appropriate starter switch . After starting, release
the switch.
STARTERS (TC-1 , TC-24 and after)
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 side panel. To
energize the starter circuit. hold the mag netojstart switch
in the START position . After starting, release the switch to
the BOTH position.
EXTERNAL POWER
The external power receptacle is located in the outboard

side . of the left nacelle and accepts a standard AN type
plug. The power unit should be capable of delivering at
least 300 amperes for starting . Before connecting an
external power unit. turn the electrical systems and
avionics off to avoid damage due to electrical surges . If the
unit does not have a standard AN type plug, check the
polarity (negative ground) and connect the positive lead
from the external power unit to the center post of the air -
plane's receptacle . The negative lead connects to the other
large post. When external power is connected. the battery
switch should be turned on .
7-28 June 1982

BEECHCRAPr Baron 55. A55 Section VII
LIGHTING SYSTEM
INTERIOR LIGHTING
TC-1 thru TC-190

The cabin dome light is operated by an OFF-ON switch ad-
jacent to the light. Two rheostat switches are located
beneath the control console . One switch adjusts the in-
tensity of the overhead instrument flood lights. The other
switch regulates the lighting for the electrical panel ,
avionics panel , and the fuel selector panel, plus the trim
tab and mechanical landing gear position indicators.
TC-191 thru TC-501

The cabin dome light is operated by an OFF-ON switch ad-
jacent to the light. Three rheostat switches are located
beneath the control console . One switch adjusts the in-
tensity of the overhead instrument flood lights for all in-
struments except those directly above the electrical panel.
Post lights for these instruments are controlled by the sec-
ond switch . The third switch regulates the lighting for the
electrical panel, avionics panel, and the fuel selector
panel , plus the trim tab and mechanical landing gear posi-
tion indicators.
EXTERIOR LIGHTING
The switches for the navigation lights, landing lights, ro-
tating beacons, nose taxi light, and wing ice light(s) are
grouped to the right of the control console (55) or along the
top of the pilot's subpanel (A55) . The landing lights in the
leading edge of each wing tip are operated by separate
switches . For longer battery and lamp service life, use the
landing lights only when necessary. Avoid prolonged oper-
ation, during ground maneuvering, which could cause
overheating . At night, reflections from rotating anti-col-
lision lights on clouds, dense haze. or dust can produce op-
tical illusions and vertigo . The use of these lights may not
be advisable under instrument or limited VFR conditions.
June 1982 7-29

Systems Description SerielTC-1 thruTC-601
HEATING AND VENTILATION SYSTEM ·- -

CABIN HEATING
A combustion heater in the nose supplies heated air to the

cabin. Outlets are located forward of the pilot and copilot
seats, at the rear of the copilot's seat. and at the rear of the
right passenger seat. The fifth outlet provides heated air
for windshield defrosting.
In flight. fresh ram air enters an intake on each side of the

nose cone. passes through the heater, and is distributed to
the cabin outlets. For ground operation, a blower main-
tains airflow through the system.
If a malfunction resulting in dangerously high temper-

atures should occur. a thermostat will ground a fuse in the
heater power circuit. This renders the heater system. ex-
cept the blower, inoperative. MAKE CERTAIN ANY MAL-
FUNCTION CAUSING THE OVERHEAT FUSE TO BLOW IS
CORRECTED BEFORE ATTEMPTING TO OPERATE THE
HEATER AGAIN.
HEATER OPERATION
1. A two-position switch, placarded CABIN VENT (55) or

HEAT & BLOWER (ASS), is used to place the heating
system in operation. Move the switch to the ON
position.
2. The CABIN AIR T-handle control, which regulates the

amount of intake air, is below the left side of the pilot's
subpanel. Push the CABIN AIR control full forward .
7-30 June 1982

BEECHCRAFT Baron 55, A55 Section Vil
Serial TC-1 thru TC-501 Sy1tem1 Description
3. Pull out the CABIN HEAT control to the right of the

CABIN AIR control to increase the temperature of the
heated air. Push the control in to decrease tem-
perature.
4. For windshield defrosting, push in the DEFROST con-

trol.
HEAT REGULA T/ON
For maximum heat, the CABIN AIR control can be pulled

partially out to reduce the volume of incoming cold air and
permit the heater to raise the temperature of the admitted
air. However, if the CABIN AIR control is pulled out more
than halfway, the heater will not operate.
HEATER BLOWER
(TC-1 thru TC- 190)
When the two-position switch on the right subpanel is

placed in the CABIN VENT position, the blower will oper-
ate if the landing gear is in the extended position and the
CABIN AIR control is more than halfway in. The blower will
automatically shut off if the landing gear is retracted or the
CABIN AIR control is pulled out more than halfway.
(TC- 191 thru TC-501 except TC-371)
When the two-position switch on the pilot's subpanel is

placed in the HEAT & BLOWER position, the blower will
operate if the landing gear is in the extended position and
the CABIN AIR control is more than halfway in. The blower
will automatically shut off if the landing gear is retracted or
the CABIN AIR control is pulled out more than halfway.
June 1982 7-31

--
{_
-1. Heater
2. Plenum
3 . Cabin Air Control
4 . Defrost Control
5 . Cabin Heat Control
6 . Front Spar
7 . Rear Spar • HEATED AIR
8 . Eyeball Outlets
9 . Fi•ed fahaust Vent
10. Fresh Air Intake
~ VENTILATION
11 . Overhead Fresh Air Ducts
12 . Fresh Air Control
13 . fahaust Air Control
14 . E•haust Air Plenum
HEAT AND VENTILATION SYSTEM SCHEMATIC

TC-1 thru TC-190
7-32 June 1982

Serial TC· 1 thru TC-501 Systems Description
{_
1. Healer
2. Plenum
3. Cabon Air Control
4. Cabin Heal Control
5. Defrost Control
6. Front Spar
7. Rear Spar • HEATED AIR
8. Eyeball Outlets
9. Fixed Exhaust Vent ~ VENTILATION
10. Fresh Aor Intake
11 . Overhead Fresh Air Ducts
12. Fresh Air Control
13 . Exhaust Air Control
14. Exhaust A ir Plenum
HEAT AND VENTILATION SYSTEM SCHEMATIC

TC-191 thru TC-501
June 1982 7-33

Section VU BEECHCRAFT Baron 65, A65
Systems Description SerielTC-1 thru TC-501
CABIN VENTILATION
In flight, to provide unheated air for the same cabin out-

lets used for heating, push the CABIN AIR and CABIN
HEAT controls forward .
For ventilation during ground operation, push the CABIN

AIR control forward and place the two position CABIN
VENT (55), HEAT & BLOWER (A55) switch on the sub-
panel in the ON position.
EXHAUST VENTS
The adjustable cabin air e>thaust vent is located aft of the

radio speaker in the overhead panel. The overhead vent
can be closed by a control located in the overhead panel. In
addition, a fixed e>thaust vent is located below the baggage
door.
INDIVIDUAL FRESH AIR OUTLETS
Individual Overhead Fresh Air Outlets
A manually retractable air scoop on top of the cabin con-

ducts outside air to individual fresh-air outlets in the
overhead upholstery panel above each seat. The outlets
can be manually adjusted to control both the quantity and
direction of air flow. The air scoop may be closed by op-
erating a push-pull control located on the overhead panel.
7-34 June 1982

OXYGEN SYSTEM
WARNING
Proper safety measures must be employed

when using oxygen, or a serious fire hazard
will be created. NO SMOKING PERMITIED.
DESCRIPTION
The recommended masks are provided with the system .

The masks are designed to be adjustable to fit the average
person.
The oxygen system is available with either four, five or six

outlets and with a 38 or 48 cu ft oxygen cylinder. The
oxygen cylinder is located aft of fuselage station 170.0.
Supply of oxygen to the system is controlled by a shut-off
valve. The pressure indicator shows the supply of oxygen
available (1850 psi is nominal pressure for a full supply in
the cylinder).
The oxygen system is altitude compensated, therefore,

flow is automatically varied to supply a higher oxygen flow
at higher altitudes than at lower altitudes. The use of
oxygen is recommended to be in accordance with current
FAR operating rules .
PITOT AND STATIC SYSTEM
The pitot and static system provides a source of impact and

static air for the operation of flight instruments.
June 1982 7-35

Section VII BEECHCRAFT Baron SS, ASS
Systems Description Serial TC- 1 thru TC-S01
PITOT SYSTEM
A standard pitot tube for the pilot's flight instruments is lo-

cated under the left wing and the optional pitot tube for the
copilot's instruments is located under the right wing .
A pitot heat switch, located on the instrument panel,

supplies heat to the left and right pitot masts.
The pitot system needs no drain because of the location of

the components .
NORMAL STATIC SYSTEM
Static air is taken from a flush static port located on each

side of the aft fuselage. The static air is routed to the rate -
of-climb indicator, altimeter and airspeed indicator.
To drain the static air line, remove one end of the hose
which forms the static air line drain on the left side panel
near the aft bulkhead and permit the system to drain .
ALTERNATE (EMERGENCY) STATIC SYSTEM
The alternate static air source is designed to provide a

source of static pressure to the instruments from inside
the fuselage should the outside static air ports become
blocked . An abnormal reading of the instruments supplied
with static air could indicate a restriction in the outside
static air ports . A lever on the lower sidewall adjacent to
the pilot, selects the normal or alternate static air source .
When it is desired or required to use this alternate source
of static air, select the ON position. To recognize the need
and procedures for the use of alternate static air, refer to
EMERGENCY PROCEDURES. Airspeed Calibrations and
Altimeter Corrections charts are in the PERFORMANCE
section.
7-36 June 1982

VACUUM SYSTEM
Suction for the vacuum-operated gyroscopic flight instru-

ments is supplied by two engine-driven vacuum pumps,
interconnected to form a single system. If either pump
fails, check valves automatically close and the remaining
pump continues to operate all gyro instruments. A suction
gage on the instrument panel indicates the amount of
suction in the vacuum system in inches of mercury.
STALL WARNING
A stall warning indicator flashes a red light on the instru-

ment panel (55) or sounds a warning (55, A55) as the air-
plane approaches a stall condition. The stall warning indi-
cator is triggered by a sensing vane on the leading edge of
the left wing . Irregular and intermittent at first, the
warning signal will become steady as the airplane ap-
proaches a complete stall.
NOTE
Stall warning horn is inoperative when the

Battery and Generator Switches are turned off.
Airplane certification requires the stall
warning system to be on during flight except in
emergency conditions as stated in Section Ill.
In icing conditions. stalling airspeeds should be expected

to increase due to the distortion of the wing airfoil when
ice has accumulated on the airplane . For the same reason,
stall warning devices tend to lose their accuracy. The sens-
ing vane is installed on a plate that can be electrically
heated, preventing ice from forming on the vane of the
transducer. A switch on the instrument panel, placarded
PITOT HEAT. supplies power to the heated pitot mast and
June 1982 7-37

to the heating plate at the stall warning transducer. How-

ever. any accumulation of ice in the proximity of the stall
warning vane reduces the probability of accuracy in the
stall warning system whether or not the vane itself is clear
of ice. For this reason. it is advisable to maintain an extra
margin of airspeed above the stall speed .
ICE PROTECTION SYSTEMS
The wing ice light(s), used to check for ice accumulation

during night operation, illuminates the wing leading edge .
The light switch is on the pilot's subpanel.
PROPELLER ANTI-ICE SYSTEM (FLUID FLOW)
The system is designed to prevent the formation of ice. Al-

ways place the system in operation before encountering
icing conditions .
Ice is prevented from forming on the propeller blades by

wetting the blade anti-ice boots with anti-icing fluid . The
anti -ice pump delivers a constant flow of fluid from the
supply tank to the blade boots. The pump is controlled by
an ON-OFF switch located to the right of the console (55)
or on the pilot's subpanel (A55) .
With a full reservoir, system endurance is approximately

120 minutes.
ELECTROTHERMAL PROPELLER DEICE (2 BLADES)
Propeller ice removal is accomplished by the electrically

heated deice boots bonded to each propeller blade . The
system uses the airplane electrical power to heat portions
of the deice boots in a sequence controlled by a timer. The
system is controlled by an ON-OFF switch on the pilot's
7-38 June 1982

BEECH CRAFT Baron 55, A55 Section Vil
subpanel. When the system is turned on the ammeter will

register 7 to 12 amperes . The system can be operated con-
tinuously in flight; it will function automatically until the
switch is turned off. Propeller imbalance can be relieved by
varying rpm . Increase rpm briefly, then return to the de-
sired setting. Repeat if necessary.
CAUTION
Do not operate the system with the engines in-

operatve .
PITOT HEAT
Heating elements are installed in the pitot mast(s). Both

heating elements are controlled by an individual switch lo-
cated on the right side (55) or left side (A55) of the
subpanel. The switch is placarded PITOT HEAT, and should
rema in off during ground operations, except for testing or
for short intervals of time to remove ice or snow from the
mast(s).
STALL WARNING ANTI-ICE (Optional)
The mounting pad and the stall warning vane are equipped
with a heating element that is activated any time the
switch placarded PITOT HEAT, is on.
ENGINE BREAK-IN INFORMATION
Use a straight mineral oil as recommended by the engine

manufacturer throughout the break-in period. Drain the
initial oil at 20 to 30 hours, replace with new mineral oil
which is to be used until oil consumption stabilizes.
usually a total of about 50 hours.
June 1982 7-39

Section VII BEECH CRAFT Baron 55, A55
Drain and replace the engine oil as recommended in

HANDLING. SERVICING AND MAINTENANCE . If operating
conditions are unusually dusty or dirty, more frequent oil
changes may be necessary. Oil changes are more critical
during the break-in period than at any other time.
Use full throttle at recommended rpm for every take-off

and maintain until at least 400 feet AGL. then reduce as
necessary for cruise climb or cruise . Maintain the highest
power recommended for cruise operations during the
break-in period. avoiding altitudes above 8000 feet. Inter-
rupt cruise power every 30 minutes or so by smoothly ad-
vancing to take-off power settings for about 30 seconds.
then returning to cruise power settings.
Avoid long power-off descents especially during the break-

in period. Maintain sufficient power during descent to
permit cylinder head temperatures to remain in the green
arc.
Minimize ground operation time. especially during warm

weather. During the break-in period. avoid engine idling in
excess of 15 minutes. especially in high ambient
temperatures .
7-40 June 1982

SECTION VIII
HANDLING, SERVICING AND

MAINTENANCE
TABLE OF CONTENTS
SUBJECT PAGE
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Airplane Inspection Periods . . . . . . . . . . . . . . . . . . . . . . 8-7
Preventative Maintenance That May Be
Accomplished By A Certif;cated Pilot . . . . . . . . . . . 8-7
Alterations or Repairs to Airplane . . . . . . . . . . . . . . . . 8-7
Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Towing . .. . ... . . . .. . ...... ...... . .... . .. . . .. 8-8
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
Tie-Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
Main Wheel Jacking . ... . ........ .... ..... .. 8-10
Prolonged Out of Service Care . . . . . . . . . . . . . . . . . . 8-10
Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Flyable Storage - 7 to 30 Days . . . . . . . . . . . . . . 8-10
Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Engine Preparation For Storage . . . . . . . . . . 8- 1 1
During Flyable Storage . . . . . . . . . . . . . . . . . . 8-11
Fuel Cells ....... . . . . .. ...... . ... ..... . 8-12
FI ig ht Control Su rt aces . .. . . . . . . . . . . . . . . . 8- 1 2
Grounding . . .. .. ... .... .... .. . . . .. .... . . 8-12
Pitot T ube(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
Windshield and Windows . . . . . . . . . . . . . . . 8- 12
Preparation For Service . . . . . . . . . . . . . . . . . . . . . 8- 1 2
-· June 1982 8-1

Section VIII BEECHCRAFT Baron 55, A55
Handling, Serv- Maint Serial TC-1 thru TC-501
SUBJECT PAGE
External Power . . ..... .. .. ... . . .. .... ... .. ..... . 8- 13

Checking Electrical Equipment . . . . . . . . . . . . . . . 8- 14
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8- 15
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8- 15
Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Fuel Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Fuel Strainers . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 6
Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8- 16
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17
Tires . . .. ... .. ...... . .. .. .... .. . ... .... .. ... 8-18
Shock Struts ....... .... ...... .. .. ·.. .. .. . .. . 8-18
Shimmy Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Induction Air Filter ........................ . 8-21
To Remove and Clean the Filter .. ..... . . 8-22
Propellers .... .............................. 8-22
Propeller Anti-ice Tank (Fluid) . . . . . . . . . . . . . . . 8-23
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
Oxygen Cylinder Retesting . . . . . . . . . . . . . . . 8-24
Minor Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-24
Rubber Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-24
Heating and Ventilating System . . . . . . . . . . . . . 8-25
Magnetos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-25
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-26
Exterior Painted Surfaces . .... .. ........ .. . . 8-26
Windshield and Windows . . . . . . . . . . . . . . . . . . . 8 -29
Surface Deice Boots .. . .. . ..... .. . . ... . ... .. 8-29
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-30
Interior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-30
Lubrication Points . . . . . . . . . . . . . . . . . . . . . . . 8-32 - 8-37
Recommended Servicing Schedule . . . . . . . 8-38 - 8-43
Consumable Materials . . . . . . . . . . . . . . . . . . . . . . . . . . 8-44
Approved Engine Oils . . . . . . . . . . . . . . . . . . . . . . . . . . 8-48
8-2 June 1982

BEECHCRAFT Baron 55, A55 Section VIII
Serial TC-1 thru TC-501 Handling, Serv - Maint
..__... TABLE OF CONTENTS (Continued)
SUBJECT PAGE
Bulb Replacement Guide . . . . . . . . . . . . . . . . . . . . . . . 8-50

Overhaul or Replacement Schedule ............. 8-51
Special Conditions Cautionary Notice . . . . . . . . 8-51
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-52
Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-52
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-53
Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-54
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-54
Utility Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-55
Flaps and Flight Controls . . . . . . . . . . . . . . . . . . . . 8-56
Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-56
June 1982 8-3

Handling, Serv - Maint SerialTC-1 thru TC-501
8-4 June 1982

Serial TC-1 thru TC-501 Handling, Serv- Maint
INTRODUCTION
The purpose of this section is to outline the requirements

for maintaining the airplane in a condition equal to that of
its original manufacture. This information sets the time
frequency intervals at which the airplane should be taken
to a BEECHCRAFT Aero or Aviation Center or International
Distributor or Dealer for periodic servicing or preventive
maintenance.
The Federal Aviation Regulations place the responsibility

for the maintenance of this airplane on the owner and
operator of the airplane who must ensure that all
maintenance is done by qualified mechanics in conformity
with all airworthiness requirements established for this
airplane.
All limits, procedures, safety practices. time limits,

servicing and maintenance requirements contained in this
handbook are considered mandatory.
Authorized BEECHCRAFT Aero or Aviation Centers or In-

ternational Distributors or Dealers will have recom-
mended modification, service, and operating procedures
issued by both FAA and Beech Aircraft Corporation, de-
signed to get maximum utility and safety from the airplane.
If there is a question concerning the care of the airplane, it

is important to include the airplane serial number in any
correspondence . The serial number appears on the model
designation placard attached to the underside of the
fuselage just forward of the tiedown .
June 1982 8-6

Section VIII BEECH CRAFT Baron 55, A55
PUBLICATIONS
The following publications are available through
BEECHCRAFT Aero or Aviation Centers and International
Distributors or Dealers:
1. Shop Manual 3 . Service Instructions
2. Parts Catalog 4. Various Inspection Forms
NOTICE
The following information may be provided to
the holder of this manual automatically:
1. Original issues and revisions of Class I

and II Service Instructions.
2. Original issues and revisions of FAA Ap-
proved Airplane Flight Manual Supple-
ments.
3. Reissues and Revisions of FAA Ap-
proved Airplane Flight Manuals. Flight
Handbooks. Owner's Manuals. Pilot's
Operating Manuals and Pilot's Oper-
ating Handbooks.
This service is free and will be provided only to

holders of this handbook who are listed on the
FAA Aircraft Registration Branch List or the
BEECHCRAFT International Owners Notifi-
cation Service List, and then only if you are
listed by airplane serial number for the model
for which this handbook is applicable. For
detailed information on how to obtain
"Revision Service" applicable to this hand-
book or other BEECHCRAFT Service Publi -
cations consult a BEECHCRAFT Aero or
Aviation Center or International Distributor or
Dealer or refer to the latest revision of BEECH-
CRAFT Service Instructions No. 0250-010.
8-6 June 1982

BEECHCRAFT Baron 55. A55 Section VIII
Serial TC-1 thru TC-501 Handling. SeN - Maint
AIRPLANE INSPECTION PERIODS
1. FAA Required 100 Hour anq.'or Annual Inspections.

2 BEECHCRAFT Recommended Inspection Guide.
3 . Continuous Care Inspection Guide.
4 . See "Recommended Servicing Schedule " and
Overhaul or Replacement Guide" for further
inspection schedules.
5. Check the wing bolts for proper torque at the first 100
hour inspection and at the first 100 hour inspection
after each reinstallation of the w ing attach bolts.
PREVENTATIVE MAINTENANCE THAT MAY

BE ACCOMPLISHED BY A CERTIFICATED PILOT
1. A certificated pilot may perform limited maintenance.

Refer to FAR Part 43 for the items which may be
accomplished.
To ensure proper procedures are followed. obtain a

BEECHCRAFT Shop Manual for performing
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
country of certification for information on pre-
ventative maintenance that may be performed
by pilots .
ALTERATIONS OR REPAIRS TO AIRPLANE
The FAA should be contacted prior to any alterations on

the airplane to ensure the airworthiness of the airplane is
not violated.
June 1982 8-7

Handling, Serv - Maint
NOTE
SerialTC-1 thru TC-501
-
Alterations or repairs to the airplane must be
accomplished by licensed personnel.
GROUND HANDLING
The three-view drawing in Section 1 shows the minimum

hangar clearances for a standard airplane. Allowances
must be made for any special radio antennas.
CAUTION
To insure adequate propeller clearance, al-
ways observe recommended shock strut ser-
vicing procedures and tire inflation pressures.
TOWING
One person can move the airplane on a smooth and level

surface with the hand tow bar. Attach the tow bar to the
tow pin on the nose gear lower torque knee. It is recom-
mended to have someone in the airplane to operate the
brakes.
CAUTION
Do not exert force on the propellers, control
surfaces, or horizontal stabilizers. When
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.
8-8 June 1982

PARKING
The parking brake control is located either to the right of

the control console (TC-1 thru TC-190) or just left of the
elevator tab wheel (TC-191 and after) on the pilot's sub-
panel. To set the parking brakes. pull control out and de-
press the pilot's toe pedals until firm. Push the control in to
release the brakes.
NOTE
Excessive pedal pressure may prevent releas-

ing of the parking brake .
The parking brake should be left off and wheel

chocks installed if the airplane is to be left
unattended. Changes in ambient temperature
can cause the brakes to release or to exert
excessive pressures.
TIE-DOWN
It 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
OVER TIGHTEN; 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.
June 1982 8-9

Handling. Serv - Maint SerialTC-1 thruTC-501
MAIN WHEEL JACKING
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.
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
compression of the shock strut, which would force the
landing gear door against the jack adapter.
NOTE
Persons should not be in or on the airplane
while it is on a main wheel jack.
PROLONGED OUT OF SERVICE CARE
STORAGE
Storage procedures are intended to protect the airplane

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.
Flyable Storage (7-30 days) has been considered here. For

more extended storage periods. consult the Beech
Airplane Shop Manual and Continental Service Bulletin
M 74-9 or later issue.
FLYABLE STORAGE - 7 TO 30 DAYS
MOORING
If airplane cannot be placed in a hangar, tie down securely

at the three points provided. Do not use hemp or manila
8-10 June 1982

rope. It is recommended a tail support be used to compress

the nose strut and reduce the angle of attack of the wings.
Attach a line to the nose gear.
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 five 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 FLYABLE STORAGE
Each seven days during flyable storage, the propellers

shall be rotated by hand. After rotating each engine six
revolutions, stop the propellers 60° or 120° from the
position they were in.
WARNING
Before rotation of propeller blades, ascertain

magneto/start switches are OFF, throttles are
in the CLOSED position. and mixture controls
are in the IDLE CUT-OFF position . Always
stand in the clear while turning propellers.
If at the end of 30 days, airplane will not be removed from

storage, the engines shall be started and run . The pre-
ferred method will be to fly the airplane for 30 minutes,
and up to, but not exceeding normal oil and cylinder
temperatures .
June 1982 8-11

Section VIII BEECH CRAFT Baron 55. A55
Handling. Serv - Maint SerialTC-1 thru TC-501
FUEL CELLS
Fill to capacity to minimize fuel vapor and protect cell inner

liners.
FLIGHT CONTROL SURFACES
Lock with internal and external locks.
GROUNDING
Static ground airplane securely and effectively.
PITOT TUBE(SJ
Install cover(s).
WINDSHIELD AND WINDOWS

•._.../
Close all windows and window vents . It 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, flaps, control surfaces, and pitot and static pressure
openings.
Preflight the airplane.
8-12 June 1982

Serial YC-1 thru TC-501 Handling, Serv- Maint
EXTERNAL POWER
When using external power, it is very important that the

following precautions be observed:
1. The airplane has a negative ground system . Exercise

care to avoid reversed polarity. Be sure to connect the
positive lead of the auxiliary power unit to the positive
terminal of the airplane's external power receptacle
and the negative lead to the negative terminal of the
external power receptacle. A positive voltage must
also be applied to the small guide pin.
NOTE
A negative ground external power source is re-

quired. If the polarity is reversed the avionics
may be damaged.
2. To prevent arcing, make certain no power is being sup-

· plied when the connection is made.
3. Make certain that the battery switch is ON. all avionics

and electrical switches OFF, and a battery is in the sys-
tem before connecting an external power unit. This
protects the voltage regulators and associated elec-
trical equipment from voltage transients (power fluc-
tuations).
June 1982 8-13

Handling, Serv - Maint Serial TC-1 thru TC-501
CHECKING ELECTRICAL EQUIPMENT
Connect an auxiliary Power unit as outlined in Starting

Procedures. Ensure that the current is stabilized prior to
making any electrical equipment or avionics check .
NOTE
If the external power unit has poor voltage

regulation or produces voltage transients, the
airplane electrical equipment connected to the
unit may be damaged.
8-14 June 1982

Serial TC-1 thru TC-501 Handling. Serv • Maint
SERVICING
FUEL SYSTEM
FUEL TANKS
See Consumable Materials for recommended fuel grades.
All fuel tanks in each wing are serviced through two fuel
fillers. Refer to the LIMITATIONS section for the usable
fuel for both standard and optional fuel tank
arrangements.
Ground the airplane with a static line before refueling and

secure the filler caps immediately after filling. Before let-
ting the airplane stand for several days, it is a good prac -
tice to fill 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 tanks are full. If the tanks are to be
drained before storage, a coating of light engine oil should
be sprayed or flushed onto the inner liners of the cells as a
preservative.
FUEL DRAINS
Open each of the snap-type fuel drains to purge any water

from the system . The standard fuel system has a total of
eight drains. Two sump drains extend through the bottom
of each wing . There is one drain in each wing wheel well
for the fuel strainer, and two drains extending through the
fuselage for the system low spot.
June 1982 8-15

Handling. Serv - Maint Serial TC- 1 thru TC-501
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 condi-
tions, 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 re-
!nstalled 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.
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 checked through access doors in the
engine cowling . A calibrated dipstick adjacent to the filler
cap indicates 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 should be changed every 25 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.
Moisture that may have condensed and settled in the oi I

sump should be drained occasionally by opening the oil
drain plug and allowing a small amount of oil to escape .
This is particularly important in winter, when the moisture
will collect rapidly and may freeze.
8 - 16 June 1982
Serial TC-1 thru TC-501 Handling, Serv • Maint
The engine manufacturer recommends the use of ashless

dispersant oils. In order to promote faster ring seating and
oil control. a straight mineral oil should be used for the first
change period or until oil consumption stabilizes . Dispers-
ant oils must meet Teledyne Continental Motors Corpora-
tion Specification MHS-248.
Aviation Grade Average Ambient

Oil Air Temperature
SAE 50 Above 5°C (40°F)
SAE 30 Below 5°C (40°F)
BATIERY
The battery is accessible by opening the forward baggage

compartment door and removing the battery box cover
from the floor of the compartment. Check the electrolyte
level after each 25 hours of operation and add distilled
water as necessary. Avoid filling over the baffles and never
fill over the split ring or 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
and maintained within the limits placarded on the battery.
The battery box is vented · overboard to dispose of

electrolyte and hydrogen gas fumes discharged during the
normal charging operation . To ensure disposal of these
fumes the vent hose connections at the battery box should
be checked frequently for obstructions .
.June 1982 8-17

Section VI II BEECHCRAFT Baron 55, A55
Handling, Serv - Maint SerialTC-1 thruTC-501
TIRES
An inflation pressure of 50 psi should be maintained on

the 6 .50 x 8 main wheel tires and the 5 .00 x 5 nose wheel
tire. Maintaining recommended tire inflation will minimize
tread wear and aid in preventing tire failure caused from
running over sharp stones and ruts. When inflating tires,
visually inspect them for cracks, breaks, or evidence of in-
ternal damage.
CAUTION
Beech Aircraft Corporation cannot recommend

the use of recapped tires. Recapped tires have
a tendency to swell as a result of the increased
temperature generated during takeoff. In -
creased tire size can jeopardize proper func-
tion of the landing gear retract system, with
the possibility of damage to the landing gear
doors and retract mechanism .
SHOCK STRUTS
CAUTION
DO NOT taxi with a flat shock strut.
The shock struts are filled with compressed air 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 :
8-18 June 1982

Serial TC-1 thru TC-501 Handling, SeN · Maint
1. Jack the airplane, remove the air valve cap, depress

the valve core, and allow the strut to fully deflate.
WARNING
Do not unscrew the valve body assembly until

all air pressure has been released or it may be
blown off with considerable force, causing
injury to personnel or damage to equipment.
2. Carefully remove the valve body assembly.
3. Compress the strut and fill through the air valve as-
sembly 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 housing .
5. Install the air valve assembly.
6 . With the airplane resting on the ground and the fuel

cells full , inflate the nose gear strut until 4-1/2 inches
of the piston are exposed and inflate the main gear
struts until 3 inches of the piston are exposed. Rock
the airplane gently to prevent possible binding of the
piston in the barrel while inflating .
June 1982 8-19

NOTE
It is recommended that the nose strut inflation

dimension and the tire inflation pressures be
carefully adhered to. Properly inflated tires and
struts reduce the possibility of ground damage
occurring to the propellers. Exercise caution
when taxiing over rough surfaces .
7 . Remove all foreign material from the exposed piston

with a soft cloth moistened with hydraul ic fluid .
CAUTION
If a compressed air bottle containing air under

extremely .high pressure is used, exercise care
to avoid over-inflating the shock strut.
WARNING
NEVER FILL SHOCK STRUTS WITH OXYGEN .
SHIMMY DAMPER
The shimmy damper has a reservoir of fluid carried in the

piston 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 level in the shimmy damper, insert a

wire. approximately 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.
8-20 June 1982

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 insertion 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 refilled. See Shop Manual.
BRAKES
The brake hydraulic fluid reservoir is accessible through

the nose baggage compartment. A dipstick is attached to
the reservoir cap. Refer to Consumable Materials for
hydraulic fluid specification.
The brakes require no adjustments since the pistons move

to compensate for lining wear. See Shop Manual for
specific brake wear limits information .
INDUCTION AIR FILTERS
The filters should be inspected for foreign matter at least

once during each 50-hour operating period. In adverse
climatic conditions, or if the airplane is stored, preflight
inspection is recommended .
June 1982 8-21

Handling, Serv- Maint Serial TC-1 thru TC-501
TO REMOVE AND CLEAN THE FILTER:
1. Remove the access plate in the top of the engine

cowling (TC-221 and after) or the cowling upper sec-
tion (prior to TC-221) secured by three screws at each
front and rear corner and nine screws at the aft edge .
2. Remove the second access plate on top of the air box

and slide out the filter.
3. Remove the filter and clean as noted by the manufac-

turer's instructions.
4. Reinstall the filter and the plates.
PROPELLERS
The daily preflight inspection should include a careful

examination of the propeller blades for nicks and
scratches.
Propeller operation, servicing, and maintenance instruc-

tions are contained in the propeller owner's manual
furnished with the airplane.
WARNING
When servicing 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 DANGER
OF A CYLINDER FIRING WHEN A PROPELLER
8-22
IS MOVED.
June 1982
·-
Serial TC-1 thru TC-501 Handling, Serv · Maint
PROPELLER ANTI-ICE TANK (FLUID)
The tank is located beneath the floor on the left side of the
forward baggage companment. The filler cap is accessible
through an access door in the floor of the compartment.
Capacity is 3 U.S. gallons of anti-ice fluid (see Consum -
able Materials). The tank should be drained and flushed
twice a year .
OXYGEN SYSTEM
WARNING
Keep hands, tools, clothing, and oxygen equip-

ment clean and free from grease and oil. KEEP
FIRE AWAY FROM OXYGEN.
1. Read the pressure indicator. (The shutoff valve on the

oxygen cylinder must be open .) On serials prior to TC -
358 the pressure gage is located on the aft cabin bulk-
head. On serials TC-358 and after a pressure gage and
a separate oxygen control valve are grouped together
on an oxygen console to the left of the pilot. If the oxy-
gen cylinder is equipped with a gage, system pressure
may be checked at the cylinder.
CAUTION
Always open the cylinder shutoff valve slowly

to prevent damage to the system.
2. Close the cylinder shutoff valve, remove the cap from

the filler valve, and attach the recharging outlet. Open
valve on supply bottle.
June 1982 8-23

Section VIII BEECHCRAFT Baron 55. A55
Handling. Serv - Maint SerialTC-1 thru TC-501
3. Open the cylinder shutoff valve and fill the cylinder to

1800 ± 50 psi (add 3 .5 psi per degree above 70°F;
subtract 3.5 psi per degree below 70°F).
4. Close the cylinder shutoff valve. close valve on the

supply bottle. remove the recharging outlet, and re-
place the filler valve cap.
5. Reopen the cylinder shutoff valve to prepare system

for use.
OXYGEN CYLINDER RETESTING
Oxygen cylinders used in the airplane are of two types.

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 bottle has a ser-
vice life of 4,380 pressurizations or twenty-four years.
whichever occurs first, and then must be discarded. Reg -
ular weight cylinders. stamped "3A", or "3AA", must be
hydrostatically tested every five years and stamped with
the retest date. Service life on these cylinders is not
limited.
MINOR MAINTENANCE
RUBBER SEALS
To prevent sticking of the rubber seals 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.
8-24 June 1982

-
Serial TC-1 thru TC-501 Handling. Serv • Maint
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
operation. Remove the filter by turning the base of the
pump counterclockwise. Wash the filter in clean unleaded
gasoline and dry with compressed air .
The iris valve at the heater blower inlet should be lubri-

cated occasionally with molybdenum disulfide (see Con-
sumable Materials). The valve should never be lubricated
with oil or any liquid lubricant which would collect dust.
Do not replace the overheat fuse until a thorough inspec-

tion of the system has determined the cause and the mal-
function has been corrected .
MAGNETOS
...........·
Ordinarily, the magnetos will require only occasional
adjustment, lubrication. and breaker point replacement.
This work should be done by an authorized BEECHCRAFT
Aero or Aviation Center or International Distributor or
Dealer.
WARNING
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.
June 1982 8-26

Handling, Serv- Maint SerialTC-1 thru TC-501
CLEANING
EXTERIOR PAINTED SURFACES
WARNING
Do not expose the elevator 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 lubri-
cant. allowing moisture from heavy or pro-
longed rain to collect at hinge lines and to
freeze at low temperatures. After high-
pressure or hand washing and at each periodic
inspection, lubricate trim tab hinge lines and
trim tab pushrod end fittings with BRAYCO
300, CRC 3-36, LPS No. 1. or WD-40. (See
Consumable Materials.)
-·
CAUTION
When cleaning wheel weil areas with solvent,

especially if high-pressure equipment is used,
exercise care to avoid washing away grease
from landing gear components. After washing
the wheel well areas with solvent, lubricate all
lubrication points, or premature wear may
result.
Do not apply wax or polish to uncured painted

surfaces. Waxes and polishes seal the paint
from the air and prevent curing . Alkyd enamel
(sometimes called .. automotiv& • enamel"},
acrylic enamel, lacquer, and dope finishes
require a curing period of approximately 90
days; acrylic urethane, polyester urethane, and
epoxy finishes cure in seven days at 75°F.
8-26 June 1982

Serial TC-1 thru TC-501 Handling, SeN - Maint
Wash uncured painted surfaces with cold or

lukewarm water and a MILD NON-
DETERGENT SOAP. Any rubbing of the surface
should be done gently and held to a minimum
to avoid cracking the paint film .
Prior to cleaning, cover the wheels, making certain the

brake discs are covered. Attach the pitot cover 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 . When using high-pressure washing
equipment, keep the stream or spray clear of wheel
bearings, propeller hub bearings, etc., and openings such
as pitot masts, static air buttons, and avionics equipment
overboard cooling ducts, which should be securely plugged
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.
Hand washing may be accomplished by flushmg 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. To remove oily residue
or exhaust soot use a cloth dampened with aliphatic
naphtha (see Consumable Materials), then wax or polish
the affected area .
There is some variation in the procedures required for

proper care of the several types of exterior paint . Alkyd
enamel, lacquer, and dope finishes must be polished and
waxed periodically to maintain luster and to assure pro-
tection from the weather. Acrylic enamel should be waxed,
and may be polished, if desired . Acrylic urethane may be
June 1982 8-27

waxed for protection from the elements, but should not be

polished unless polishing or buffing is required to restore a
damaged area. Waxing of polyester urethane finishes,
although not required, is permitted; however, use of
"cleaner" waxes or polishes should be avoided, as these
products cause eventual deterioration of the characteristic
urethane gloss. Epoxy finishes should be waxed on a
regular basis, and may be polished and buffed to restore
appearance should "chalking" occur.
A buildup of wax on all of the above exterior paint finishes

will yellow with age; therefore. wax should be removed
periodically. Generally, aliphatic naphtha is adequate and
safe for this purpose.
8-28 June 1982

Serial TC-1 thru TC-501 Handling. SeN - Maint
- WINDSHIELD AND WINDOWS
The windshield and plastic windows should be kept clean

and waxed at all times. To prevent scratches wash the
windows carefully with plenty of soap and water, using the
palm of the hand to feel and dislodge dirt and mud . A soft
cloth, chamois or sponge may be used, but only to carry
water to the surface. Rinse thoroughly, then dry with a
clean. moist chamois. Rubbing the surface of the plastic
with a dry cloth builds up an electrostatic charge which
attracts dust particles in the air.
Remove oil and grease with a cloth moistened with iso-

propyl alcohol. Never use gasoline. benzine, alcohol. ace-
tone, carbon tetrachloride, fire extinguisher fluid, anti-ice
fluid , lacquer thinner or glass cleaner. These materials will
soften plastic and may cause it to craze .
After thoroughly cleaning, the surface should be waxed

wth a good grade of commercial wax . The wax will fill in
the 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 buffing
pad may soften the plastic.
SURFACE DEICE BOOTS
The surfaces of the deice boots should be checked for indi-

cation 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 damaged if gasoline hoses are dragged over
the surface of the boots or if ladders and platforms are
rested against them.
June 1982 8-29

Handling, Serv • Maint Serial TC-1 thru TC-501
ENGINE
Clean the engine with neutral solvent. Spray or brush the

-
fluid over the engine, then wash off with water and allow
to dry.
CAUTION
Do not use solutions which may attack rubber

or plastic . Protect engine switches, controls,
and seals; fluid applied at high pressure can
unseat seals. resulting in contamination of the
sealed systems.
INTERIOR
To remove dust and loose dirt from the upholstery, head-

liner, and carpet, clean the interior regularly with a
vacuum cleaner.
Blot up any spilled liquid promptly wth 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 liquid 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 in-
structions 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.
8 -30 June 1982

BEECH CRAFT Baron 55, A55 Section VIII
Serial TC-1 thru TC-501 Handling. Serv - Maint
Soiled upholstery and carpet may be cleaned with foam-

type detergent used according to the manufacturer's in-
structions. To minimize wetting the fabric, keep the foam
as dry as possible and remove it with a vacuum cleaner.
The plastic trim, instrument panel, 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 moistened with isopropyl alcohol. Volatile solvents,
such as mentioned in the article on care of plastic
windows should never be used since they soften and craze
the plastic.
June 1982 8-31

u
Cl)
I-
z
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a..
z
0
i'.=
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CJ
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m
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w
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u
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8-32 June 1982

HEATER IRIS VALVE
NOSE GEAR RETRACT
NOSE WHEEL STEERING
June 1982 8-33

CONTROL COLUMN LINKAGE
CABIN DOOR
LANDING GEAR ACTUATOR GEAR BOX
8-34 June 1982

RUDDER TRIM ELEVATOR TAB
AILERON TAB
AILERON BELL CRANKS
June 1982 8-36

Handling, Serv • Maint Serial TC -1 thru TC-501
FLAP ACTUATOR
LANDING GEAR DOOR HINGES
10>--
~
LANDING GEAR RETRACT
8-36 June 1982

Section VIII
Handling, Serv- Maint
FLAP MOTOR GEAR BOX
RUDDER PEDALS
LANDING GEAR DOOR HINGES
. , HAND OR PACK ZERK FITTING
I FLUID CONT AINU SQUIRT CAN
NOTE : Letters are keyed to the Service Schedule; Numbers

refer to items in the Consumable Materials Chart.
June 1982 8-37

co RECOMMENDED SERVICING SCHEDULE :::c en
w' Dt ~
co ::I ...
CL 0
::: -·
LOCATION (Number refers ::I ::I
(Letters refer to Lubrication to item on cp <
INTERVAL ITEM Points Diagram) Consumable Materials) en:
CD
C!
Pre-
flight
Check engine oil level Access door on upper cowling
Drain ma i n fuel cell drains Lower wing surface (leading edge)
6
-
s:'
Dt
Drain fuel strainer drains Wing surface fwd of main - ...:i"
wheel well
Drain fuel system low Lower fuselage, inboard of - CD
spot drains wing root m
m
Dra in heater fuel filter Nose wheel well - en n
CD %
Drain box section cell Aft bottom w ing surface - ... n
Service fuel cells Top of w ings 7 ii" :II
-.... J>
c;> ....
.,,
25 Hrs. Check battery electrolyte Fwd baggage compartment See Shop Manual _.CD
under floor ... Dt
c..
c Change engine oil Access plate on 6
::ra
2 ::I
::I .... tn
lower nacelle
...
CD
<O
Clean oil screen Access door on right 9
ntn
'
tn J>
.
co side of cowl 0 tn
N ... tn
( \ (
( ( (
c... 50 Hrs. Clean induction air filter Access plate, induction scoop Cll m
c tLubricate landing gear Main landing gear (L) 5 CD m
::i ::!. m
~
uplock rollers !?.. C')
.... -4 :::r::
co 100 Hrs. Clean fuel strainers In wheel wells *9 C') C')
co
.....,
Clean fuel injection Access door on side of *9 ....• ::z:I
~
control valve screen nacelle ~~

Clean heater fuel filter Nose wheel well •9 cm
-4 DI
Clean heater fuel Nose wheel well *9 C') ...
• 0
pump strainer UI :I
0 UI
tLubricate landing gear Main landing gear (L) 13 .... ~
uplock rollers ~
Under cowl, both sides - UI
Clean and check spark UI
plugs engine
Check magneto timing Engine compartment (N) - ::I:
Lubricate landing gear Landing gear wheel wells 5 DI
:I
door hinges (K) (P) !2:
Lubricate nose wheel Nose wheel well (C) 3 s·
CCI
steering mechanism Ul (/)
Lubricate landing gear Nose wheel and main gear 3 CD CD
retract mechanism wheel wells (8) (L) C! 2

. c;·
Lubricate wheel bearings Landing gear (8) (L) 1 3:: :I
cic>
w
co *Clean with solvent and blow dry with compressed air. ..s· -=
DI <
.,.'
00 RECOMMENDED SERVICING SCHEDULE :I:
Ill
::s n
en
Cll
0
LOCATION (Number refers
a.=·
:: 0
:I :I
(Letters refer to Lubrication to item on cp <
INTERVAL ITEM Points Diagram) Consumable Materials) en :
Cll
~
100 Hrs. Lubricate cabin door Cabin door latch (E) 5 '
~
(Cont.) mechanism
Lubricate aileron bell
cranks and control
Access panel underside
wings (I)
5, 13 ..
!.
:I
rod ends CD
Lubricate control column Forward of instrument 5 m
m
linkage panel (0) enn
:I:
Cll
Lubricate rudder pedals Cockpit (0) 5 .. n
Drain static air lines Left aft cabin sidewall - iii' :a
Replace gyro filters Back of gyro
->
..... .,,
c;> .....
instruments
c..
c:
Clean oil separator On firewall -
.... m
~
.. 0
c
..
. . Ill
:I
:I ..... (JI
CD n
....
U)
'
CJ'IJ>
.
(JI
00 0 (JI
.... (JI
N
\ l (
( ( (
'
f- Cf) al
c 300 Hrs. Rod end bearings Control system and Oil or grease ~ m
-
:I ~. m
<» landing gear as required !.. n
Service landing gear Under front seats (F) 11 -.:::z:
U)
co nn
..., actuator gear box ' :II
... J>
~ :!I
c al
600 Hrs. Service landing gear Under front spar ... Ill
3 n-.
• 0
motor-reduction gears cover (F) (JI :I
Lubricate flap motor Under front spar cover (M) 13 0(1'1
... ?!
reduction gears
J>
UI
UI
900 Hrs. Lubricate flap flex drives Under front spar cover (M) 13
Lubricate flap actuators Forward of flap 12 :::t
Ill
underside of wing (J)
5.
:I
900 Hrs. Lubricate rudder and el- Empennage (G) 3 ~
or 5 years evator trim tab actuators Cf) Cf)
~ ~
whichever Lubricate aileron trim Aileron (H)
occurs first tab actuators
3 < ~o•
I
s: :I
'P
-
~
..
!. <
:I=
-
'{J RECOMMENDED SERVICING SCHEDULE ::J:rn
Ill Ill
~ ~ n
N Cl. ~.
LOCATION (Number refers :: 0
~ ~
(letters refer to lubrication to item on ~<
INTERVAL ITEM Points Diagram) Consumable Materials) rn :
Ill
As Req . Service wing fuel system At wing fillers 7 .

~
3::
Service propeller
anti-ice reservoir
Under left floorboard,
forward baggage
compartment
8
..
!.
~
Service oxygen cylinder Behind aft bulkhead 18 m

Service brake fluid Nose baggage compartment 2 m
m
reservoir
rn o
Drain moisture from Through cowl flap opening - Ill
... 0
::J:
engine oil sump i' :JI
Drain static lines Left aft cabin sidewall - - J>
Service main gear struts Top of each strut (L) 2 ~ =!I
-m
Service nose gear strut Top of strut (B) 2 .. Ill
':z' 0
t.. Service shimmy damper Nose landing gear (8) 2
c 2 ~
~
Ill
Check brake lining wear Main landing gear wheels - -t UI
OU!
Lubricate heater iris Forward nose compart- 4 cJ, ~
~
<O
CD ment (A) 0 UI
N
- UI
( ( (
( ( (
c.. en m
c Note 3 Replace emergency locator IAt emergency locator •~.m
m
:I
•
.A
transmitter battery !!. (')
-f :::c
co 0 (')
m • :z:I
N
NOTES: 1. Anytime the control surfaces are altered, repaired. or repainted, they must be re- .... >
balanced per the Shop Manual. ~~
cm
-f Ill
0 ...
2. Check the wing bolts for proper torque at the first 100-hour inspection and at the • 0
(JI :I
first 100-hour inspection after each re installation of the wing attach bolts.
...
0 01
~
3. Rechargeable Batteries: Recharge after one cumulative hour of use or after 50% of >
01
the useful charge life . 01
Non-rechargeable Batteries: Replace after one cumulative hour or as noted on the ::c:
GI
battery.
~
t TC-1 through TC-501 which have not been modified per S.I. 0448-211; the uplock roller should
:r
Cl
be lubricated with oil at 50 hours and hand packed with grease at 100 hours. Cl> U>
Cl •
C! !l
. o·
cp 3: :I
<
•
(,J
!?.
:I=
" -
CONSUMABLE MATERIALS
Only the basic number of each Military Specification is in-

cluded in the Consumable Materials Chart. No attempt has
been made to update the basic number with the letter
suffix that designates the current issues of the various
specifications.
Vendors listed as meeting Federal and Military Specifi-

cations are provided as reference only and are not
specifically recommended by Beech Aircraft Corporation;
consequently, any product conforming to the specification
listed may be used. The products listed below have been
tested and approved for aviation usage by Beech Aircraft
Corporation, by the vendor. or by compliance with the ap-
plicable specifications. Other products that are locally
procurable which conform to the requirements of the
applicable Military Specification may be used even though
not specifically included herein.
It is the responsibility of the operator/user to determine the

current revision of the applicable Military Specification
prior to usage of that item. This determination may be
made by contacting the vendor of a specific item.
CONSUMABLE MATERIALS
ITEM MATERIAL SPECIFICATION
1. Lubricating Grease Aeroshell No. 5 or

High Temperature MIL-G-81322
CAUTION
Do not mix Aeroshell No. 5 with MIL-G-81322.
Thoroughly clean grease from bearings and
bearing area before changing grease.
8-44 June 1982

Serial TC-1 thru TC-501 Handling, SeN - Maint
2. Hydraulic Fluid MIL-H-5606
*3 . Lubricating Grease.
General Purpose,
Wide Temperature MIL-G-81322
4 . Molybdenum Disulfide Mll-M -7866
5. Lubricating Oil SAE No. 20 or

SAE lOW-30
··s. Engine Oil SAE 30 (Below 40°F)

SAE 50 (Above 40°F)
Approved Multi-
viscosity Oils
***7. Engine Fuel Grade 1OOLL (Blue)

·....._..,. preferred, 100
(Green)
8. An~i-lce Fluid MIL-F-5566
9. Solvent Federal Specification.

PD680
10. Lubricant Scintilla 10-86527
11 . Lubricant Mobil Compound GG

or Mobil 636
12. Lubricating Oil, Gear M IL-l-10324. or
MIL-L-2105C,
Grade 75W
13. Grease, Aircraft
and Instrument MIL-G-23827
June 1982 8-46

Handling. Serv • Maint Serial TC· 1 thru TC-501
t14. Lubricant, Rubber

Seal Oakite 6 Compound
15. Naptha, Aliphatic Federal Specification,

TT-N-95
tt16. Tape, Antiseize

Tetrafluorethylene MIL-T-27730
17. Leak Test Compound,

Oxygen Systems MIL-L-25567
18. Oxygen, Aviator's

Breathing MIL-0-27210
19. Lubricant •BRAYCO 300

....__:
••CRC 3-36
•HLPS No. 1
••••WO 40
8-46 June 1982

* In extremely cold climates use MIL-G-23827 grease

in place of MIL-G-81322. (These greases harmful to
paint.)
** Ashless dispersant oil (Continental Motors Corp.

Spec. MHS-24B) recommended; straight mineral oils
recommended during break-in period. See servicing
data.
*** If 100LL grade fuel (blue) is not available. use 100

(green) as minimum grade. See Engine Manu-
facturer's Service Letter for recommended main-
tenance and servicing techniques.
t Product of Oakite Products, Inc., 50 Valley Road,

Berkley Heights. NJ 07922.
tt For sealing tapered pipe threads on high pressure

oxygen lines.
•Product of Bray Oil Co .,

Los Angeles. Calif.
••Product of CRC Chemicals, Inc.,

Warminster, Pa. 18974
• .. Product of LPS Research Laboratories. Inc.,

2050 Cotner Ave,
W . Los Angeles, Calif. 90025
.. ••Product of the WD-40 Company,

1061 Cudahy Place,
San Diego, Calif. 92110
June 1982 8-47

APPROVED ENGINE OILS
COMPANY BRAND AND WEIGHT
BP Oil Corporation BP Aero Oil
Castro! Limited Castrolaero AD Oil

(Australia)
Continental Oil Co. Conoco Aero S
Delta Petroleum Co. Delta Avoil Oil
Exxon Company, Exxon Aviation Oil EE

U.S.A.
Gulf Oil Corporation Gulfpride Aviation AD
Mobil Oil Company Mobil Aero Oil
Pennzoil Company Pennzoil Aircraft Engine Oil
Phillips Petroleum Co. Phillips 66 Aviation Oil Type A
Phillips X/C Aviation

Multiviscosity Oil SAE 20W-50
Phillips X/C Aviation

Multiviscosity Oil SAE 25W-60
Quaker State Oil & Quaker State AD Aviation

Refining Corp. Engine Oil
Red Ram Limited Red Ram X/C Aviation

(Canada) Oil20W-50
Shell Canada, ltd. Aeroshell Oil W
8-48 June 1982

Serial TC-1 thru TC-601 Handling, Serv • Maint
COMPANY BRAND AND WEIGHT
Shell Oil Company Aeroshell Oil W SAE

15W/50
Aeroshell Oil W
Sinclair Refining Co. Sinclair Avail
Texaco, Inc. Texaco Aircraft Engine Oil •

Premium AD
Union Oil Co. of Union Aircraft Engine Oil

California
NOTE
This chart lists all oils which were certified as

meeting the requirements of Teledyne
Continental Motors Specification MHS-248 at
the time this handbook was published. Any
other oil which conforms to this specification
may be used.
June 1982 8-49

BULB REPLACEMENT GUIDE

LOCATION NUMBER
Compass light 303
Cowl flap position light 313
Dome light, cabin 303
Electrical panel light 327
Flap position indicator light 327
Fuel selector placard light 327
Ice light A-7796A-24
Instrument light, flood 303
Instrument light, post 327
Landing gear position light 327
Landing gear visual indicator light 356
Landing light
Prior to TC-400 4523
TC-400 and after 4596
Map light 303
Navigation light, tail 1203
Navigation light, wing 1524
Overvoltage warning light (A55) 330
Reading light 1495
Rotating beacon A-70798-24 Grimes
Stall warning light (55) 327
Tab position indicator light
55 356
A55 1819R
Taxi light 4570
8-50 June 1982

OVERHAUL OR REPLACEMENT SCHEDULE
The first overhaul or replacement should be performed not

later than the required period. The condition of the item at
the end of the first period can be used as a criterion for
determining subsequent periods applicable to the
individual airplane or fleet operation, providing the
operator has an approved monitoring system.
The time periods for inspection noted in this handbook are

based on average usage and average environmental
conditions.
SPECIAL CONDITIONS CAUTIONARY NOTICE
Airplanes operated for Air Taxi or other than normal

operation and airplanes operated in humid tropics or cold
and damp climates, etc ., may need more frequent
inspections for wear. corrosion ancVor lack of lubrication .
In 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
manufacturer.
June 1982 8-61

Section VIII BEECH CRAFT Baron 55. A55
Handling. Serv - Maint Serial TC-1 thru TC-501
COMPONENT OVERHAUL OR REPLACE --

'
LANDING GEAR
Main gear assembly Every 2000 hours

Nose gear assembly Every 2000 hours
Actuator assembly
All except - 11 Every 2000 hours
P;N 95-81001 7-11 Every 4000 hours
Retract motor Every 2000 hours
Retract motor brushes Every 500 hours or on
condition
Shimmy damper Every 1000 hours
Wheels and tires On condition
Brake assembly On condition
Brake lining On condition
Master cylinder On condition
Shuttle valve assembly On condition
Parking brake valve On condition
All hose On condition
POWER PLANT
NOTE
When an engine has been overhauled, or a

new engine installed, it is recommended that
low power settings not be used until oil con-
sumption has stabilized. The average time for
piston ring seating is approximately 50 hours.
Engine *Every 1500 hours

Engine controls On condition
Engine vibration isolator Engine change or on con-
mounts dition
Exhaust system On condition
Engine driven fuel pump 1500
8-52 June 1982

COMPONENT OVERHAUL OR REPLACE
Oil cooler On condition (replace when

contaminated)
Propeller (Hartzell) **1500 hours or 4 years.
Propeller (McCauley) ** • 1500 hours or
5 years.
Propeller controls On condition
Propeller governor At engine overhaul but not
to exceed 1500 hours or 3
years
Vacuum pumps Every 1200 hours
All hose Hose carrying flammable
liquids at engine overhaul
or every 5 years.
All other hose on condition.
FUEL SYSTEM
Fuel cells and On condition

strainer drain valves
Wing fuel quantity On condition
transmitters
Fuel cell drain valve On condition
Fuel system check valves On condition
Fuel selector valves Inspect every 500 hours
Overhaul every 1200 hours
Aux fuel pump Every 1200 hours
All hose Hose carrying flammable
liquids at engine overhaul
or every 5 years.
All other hose on condition .
Vent line check valve On condition
June 1982 8-53

Handling. Serv - Maint SerialTC-1 thruTC-501
INSTRUMENTS
Turn coordinator On condition
Altimeter Every 24 months per FAA
Directive (Inspect
and Calibrate)
Directional gyro On condition
Gyro horizon On condition
Gyro pressure On condition
Engine indicator units On condition
Airspeed indicator On condition
Rate-of-climb On condition
Fuel pressure gage On condition
Manifold pressure indicator On condition
Tachometer On condition
Free air temperature On condition
indicator
Deice pressure gage On condition
Suction gage On condition
ELECTRICAL SYSTEM
Dynamic brake relay On condition
Battery master relay On condition
Paralleling relay On condition
All other relays On condition
Voltage regulator On condition
Starter At engine over-
haul or replace
on condition
Starter relay On condition
Generator On condition
Landing gear 1200 hours - replace

selector switch
8-54 June 1982

UTILITY SYSTEMS
Cabin heater Pressure test every 500

hours of heater oper-
ation or every 1000
hours of airplane oper-
ation and overhaul
every 1500 hours of
heater operation or 3000
hours of airplane oper-
ation (whichever comes
first)
Heater ignition Switch points every 1000
assembly hours of heater opera-
tion and replace every
2000 hours of heater
operation (See Shop
Manual)
Heater blower On condition
Heater fuel pump On condition
Heater fuel shut-off valve On condition
Oxygen regulator Every 2000 hours or
48 months
Oxygen cylinder (3HT) Hydrostatically test every
3 years. replace every
24 years or 4,380 refills
(ICC Regulation)
Oxygen cylinder (3A or Hydrostatically test every
3AA) 5 years; no replacement
duration
Propeller/windshield On condition
anti-ice pump
Vacuum regulator On condition
"--'•
June 1982 8-55
Handling, Serv • Ma int SerialTC-1 thru TC-501
FLAPS AND FLIGHT CONTROLS
Flight controls On condition

Aileron tab actuator On condition
Elevator tab actuator On condition
Rudder tab actuator On condition
Flap track rollers Every 1000 hours
Flap motor and drives Every 2000 hours
Flap motor brushes On condition
Flap actuators Every 2000 hours
Flap flexible shaft Every 2000 hours
NOTE
Any time the control surfaces are altered , re-

paired, or repainted, they must be rebalanced
per Shop Manual.
MISCELLANEOUS
Seat belts or Shoulder Inspect every 12 months,

Harnesses replace on condition
Hand fire extinguisher Inspect every 12 months,
recharge as necessary
8-56 June 1982

• The recommended engine overhaul period applies only

to engines with nickel-coated exhaust valves or nimonic
exhaust valves, provided that normal periodic inspections
are properly carried out. Engines that should conform to a
shorter TBO period are listed in Teledyne Continental
Motors Corporation Service Bulletin M79-14, Rev. I, dated
April 21 , 1980, or later issue. Continental recommends a
maximum of 1200 hours TBO on engines employed in
aerial top dressing, dusting. or spraying.
With particular attention to throttle response. smooth

power and oil consumption, a qualified mechanic must
determine that the engine is operating normally at the time
of each periodic inspection.
•• Refer to Hartzell Propeller. Inc. Service Letter No. 61 F,

dated August 31. 1979, or later issue.
•••Applies only to propellers with hub serial number

71 XXXX and higher; all other propellers; 1200 hours
or 5 years.
June 1982 8-67

Section VIII BEECH CRAFT Baron 55, A55
Handling, Serv - Maint Serial TC- 1 thru TC-501
·...../
8-68 June 1982

BEECHCRAFT Baron SS, ASS
Serial TC-1 thru TC-S01
SECTION IX
SUPPLEMENTS
NOTE
The supplemental data contained in this

section is for equipment that was delivered on
the airplane including standard optional
equipment that was available, whether it was
installed or not. Supplements for equipment
for which the vendor obtained a Supplemental
Type Certificate were included as loose equip-
ment with the airplane at the time of delivery.
These and other supplements for other equip-
ment that was installed after the airplane was
delivered new from the factory should be
placed in this Supplements Section of this
Pilot's Operating Handbook and FAA Ap-
proved Airplane Flight Manual.
June 1982 9-1

Section IX BEECHCRAFT Baron 55, A66 •
Supplements SerielTC-1 thru TC-501
NOTE
Supplements applicable to equipment other

than that installed may, at the discretion of the
owner/operator, be removed from the manual .
9·2 June 1982

BEECHCRAFT Baron 56, A65 Section IX
Serial TC-1 thru TC-501 Supplements
PILOT'S OPERATING HANDBOOK

and
FAA APPROVED AIRPLANE FLIGHT MANUAL
LOG OF SUPPLEMENTS
FAA Supplements must be in the airplane for flight QPeration

when subject equipment is installed:
Supp . Part Rev .
No . Number Subject Date
No .
1. 55-590000-61 Goodyear Elecuo- 10/78

thermel Propeller
Delce Syatem
2. 96-690014-4 7 Goodrich R•ervolr 10/78

Type Pneumatic
Deicing Syatem
3. 131391 Manuel Cowl Flaps 6/80

(Kit 55 ·9017)
June 1982 9.3

Section IX BEECHCRAFT Baron 55, A55
Suppfements Serial TC-1 thru TC-501
·-
9-4 June 1982

BEECHCRAFT LANDPLANES
MODEL 96-66 SERIES
PILOT'S OPERATING HANDBOOK ANO

SUPPLEMENT
for the
GOODYEAR ELECTROTHERMAL
PROPELLER DEICE
GENERAL
The information in this supplement is FAA approved ma-

terial and must be attached to the Pilot's Operating Hand-
book and FAA Approved Airplane Flight Manual when the
airplane is equipped with a Goodyear Electrothermal Pro-
peller Deice System that has been installed in accordance
with BEECHCRAFT FAA approved data.
This document supersedes or adds to the Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual only
where covered in the items contained herein .
LIMITATIONS
Do not operate the system unless engine is operating .
Airplanes equipped with approved emergency static air

source, surface deicing systems, pitot heat, heated stall
warning, windshield defogging or storm windows. and ex-
ternal antenna mast capable of withstanding ice load are
considered to be equipped for flight into icing conditions as
governed by operational practices of Bureau of Flight
Standards Release No. 434. When not equipped ac-
cordingly a placard as shown must be installed .
FAA Approved
Revised: October, 1978
P/N 66-690000-61 1 of 4
PLACARDS
On Instrument Panel:
WARNING
THIS AIRCRAFT IS NOT FULLY EQUIPPED
FOR FLIGHT IN ICING CONDITIONS
1. Loss of one generator. off-load unnecessary electrical

equipment. Turn off the propeller deice system while
operating the cabin heater blower or the landing gear
motor. Monitor electrical loads so as not to exceed
generator capacity.
2. Abnormal Reading on Propeller Deice Ammeter
a. Zero Amps
Check propeller deice switch . If the circuit breaker
in the switch has tripped, a wait of approximately
30 seconds is necessary before resetting the
switch to the ON position. If ammeter reads 0 and
switch has not tripped or if ammeter still reads 0
after the switch has been reset, turn the switch off
and consider the propeller deice system
inoperative.
b. Zero to 7 Amps
If propeller deice system ammeter occasionally or
regularly indicates less than 7 amps. operation of
the propeller deice system can continue unless
serious propeller imbalance results from irregular
ice throw-offs.
FAA Approved
Reviaed: October, 1978
2 of 4 P/N 55-690000-61
c. 11 to 15 Amps
If propeller deice system ammeter occasionally or

regularly indicates 11 to 15 amps, operation of the
propeller deice system can continue unless
serious propeller imbalance results from irregular
ice throw-offs.
d. More than 15 Amps
If the propeller deice system ammeter occasionally

or regularly indicates more than 15 amps, the
system should not be operated unless the need for
propeller deice is urgent.
NORMAL PROCEDURES
WARNING
To minimize slip ring pining, do not operate the

system with engines inoperative.
PREFLIGHT
1. With engines operating, place propeller deice switch in

the ON position.
2. Check propeller deice system ammeter for reading of 7

to 11 amperes.
3. A small momentary deflection of the needle may be

noticed approximately every 30 seconds: This is due to
the switching action of the timer and is an indication of
normal operation of the system.
FAA Approved
Reviaed: October. 1978
PIN 66-690000-61 3 of 4
IN FLIGHT
l . To place the system in operation, move propeller deice

switch to the ON position . The system may be oper-
ated continuously in flight and wilt function au-
tomatically until the switch is turned off.
2. Propeller imbalance may be relieved by varying rpm .

Increase rpm briefly and return to desired setting , re -
peating if necessary.
PERFORMANCE - No change
Approved :
~.//~
~Y" Chester A. Rembleske
Beech Aircraft Corporation
DOA CE -2
FAA Approved
Revieed: October, 1978
4 of 4 PIN 55-590000-51
BEECHCRAFT 96 and 96-66
SERIES LANDPLANES
PILOT'S OPERATING HANDBOOK AND

SUPPLEMENT
for the
GOODRICH RESERVOIR TYPE

PNEUMATIC DE-ICING SYSTEM
GENERAL
This document is to be attached to the Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual
when the airplane is equipped with a Goodrich Reservoir
Type Pneumatic De-Icing System in accordance with
BEECHCRAFT FAA approved data.
LIMITATIONS
1. Stall speeds are increased 4 kts/5 mph in all configu-
rations with de-icers operating.
2. System capacity.
ENDURANCE AT
RESERVOIR CYCLES ONE CYCLE PER
PRESSURE (PSIG) AVAILABLE THREE MINUTES
100 4 12 min
500* 22 1 hr 6 min
1000 44 2 hrs 12 min
1500 66 3 hrs 18 min
2000 89 4 hrs 27 min
2500 112 5 hrs 3 min
3000** 134 6 hrs 42 min
*Recharge reservoir
**Maximum operating pressure
FAA Approved
Reviaed: October. 1978
P/N 96-690014-47 1 of 3
3. System endurance
The above table is presented so that the operator may

estimate system endurance in time or cycles re -
maining. Use of the system is on a demand basis
rather than a cycle basis. (1/4" to 1/2" of ice buildup
rather than cycling at specific time intervals - demand
cycling to be no more frequent than once every three
minutes).
4. Instrument markings
De-icer pressure: Low pressure gage: Green arc,

15 to 25 psi.
High pressure gage: Red line,
3000 psi.
For manual emergency deflation of the de-icers:
Cycling control valve - PUSH IN
NORMAL PROCEDURES
PREFLIGHT CHECK:
1. Observe reservoir pressure. Gage indicates only when

air supply valve is open. Recharge reservoir if below
500 psi (reservoir pressure should be at least 500 psi).
2. Observe low pressure gage. Gage should indicate 15-

25 psi. Reset and lock regulator if necessary.
3. Actuate cycling valve and observe De-icer inflation.
4. Observe deflation of De-icers. Deflation should be

rapid and complete.
FAA Approved
Revt..S: Oc11Dber, 1978
2 of 3 P/N 9&-690014-47
CAUTION
Vacuum source for De-icers is the right
engine-driven vacuum pump. If the right
engine is not operating, vacuum is not avail-
able. De-icers will deflate under this condi-
tion, but will not reach a vacuum '"holddown'"
condition.
5. Normal inflation and deflation time is five to eight

seconds.
6. Close remotely operated reservoir air supply valve.

OPERATION
1. When de-icing is required, pull '"air supply'" control to
" arm· · system; then pull de-icer '"cycle control" for
each cycle desired.
2. After 1/4" to 1/2" of ice buildup on leading edges,
actuate cycling valve. When de-icers become fully
inflated, the cycling valve will snap shut connecting
the de-icer and the vacuum lines, deflating the system.
Refer to OPERATING LIMITATIONS for system en-
durance; after each cycle is completed push control in
to re-arm for next cycle. Sufficient pressure should be
reserved to cycle the boots prior to landing.
3. When de-icing is no longer required, close remotely
operated reservoir air supply valve.
PERFORMANCE - No change
Approved:
~~~
~ Chester A. Rembleske
DOA CE-2
FAA Approved
Revieed: October, 1978
P/N 96-690014-47 3 of 3
"-"".
BEECHCRAFT BARON 95-55, 95-A55 and 95-B55
LANDPLANES (TC-1 thru TC-1607)
PILOTS OPERATING HANDBOOK AND FAA
APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT
FOR
MANUAL COWL FLAPS
(BEECH KIT NO. 55-9017)
GENERAL
The information in this supplement is FAA-Approved

material and must be attached to the Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual when
the airplane has been modified by installation of manual
cowl flaps in accordance with Beech- approved data.
The information in this supplement supersedes or adds to

the basic Pilot's Operating Handbook and FAA Approved
Airplane Flight Manual only as set forth within this
document. Users of this manual are adviSed always to
refer to the supplement for possibly superseding
information and placarding applicable to operation of the
airplane.
LIMITATIONS • No change
EMERGENCY PROCEDURES • No change
NORMAL PROCEDURES
BEFORE STARTING
1. Seats - POSITION AND LOCK SEAT BACKS

UPRIGHT
FAA Approved
luued: June, 1980
PIN 131391 1 of 3
2. Seat Belts • FASTEN
Shoulder Harnesses if installed · FASTEN
3. Parking Brake - SET
4. All Avionics - OFF
5. Oxygen· CHECK QUANTITY AND OPERATION
6. Landing Gear Handle · DOWN
7. Cowl Flaps· CHECK, OPEN
8. Fuel Selector Valves - CHECK OPERATION THEN
SET TO MAIN
9. All Circuit Breakers, Switches and Equipment Controls
·CHECK
10. Battery Switch - ON
CAUTION
The generatortalternator control switches must

be turned OFF prior to connecting an auxiliary
power unit for starting, battery charging or
electrical equipment check-out. This procedure
protects the voltage regulators and system
electrical equipment from voltage transients
(power fluctuations) .
11 . Fuel Quantity Indicators • CHECK QUANTITY, MAIN

AND AUXILIARY . Fuel quantity selector switch to
MAIN . (See LIMITATIONS for take·off fuel)
12. Landing Gear Position Lights - CHECK
PERFORMANCE • No change
WEIGHT AND BALANCE • No change
FAA Approved
Issued: June, 1980
2 of 3 PIN 131391
SYSTEMS DESCRIPTION
COWL FLAPS
The push-pull cowl tlap control tor each engine is located

on the lower center console. The cowl flap is closed when
the control is pushed in and open when the control is
pulled out.
HANDLING, SERVICING AND MAINTENANCE • No

change
APPROVED
W. H. Schultz
BOA CE-2
FAA Approved
luued: June, 1980
PIN 131391 3 of 3
BEECHCRAFT
SECTION X
SAFETY INFORMATION
TABLE OF CONTENTS
INTRODUCTION ........ ......... . .. .. . .. . .. ............ 10-4

GENERAL . .. ..... ........... ... ... .. .... ... ... ....... ...... 10-7
Do's .. ......................... ..... .. . ........ ........ .. ...... 10-7
Dont's ... .. ... .... ....... .................. .. . ....... . ... .. .... 10-9
GENERAL SOURCES OF INFORMATION ... . 10-10
Rules and Regulations . ..... .. ... .... ... .. .... . .. . ....... 10-10
Airworthiness Direclives ... .. .. .... ....... . . ... ..... 10- 11
Airman lnformalion . Advisories and No1ices -
FAA Airman's Information Manual. .. ........ . ... 10-11
Airman 's Information Manual .... ..... ... . . . .. .. 10-11
Advisory Information . .. .. ... ..... ..... .. .... .. ... . 10-13
FAA Advisory Circulars .. ...... ...... ............ 10- 13
FAA General Aviation News .. .. ................ 10- 18
FAA Accident Prevention Program ..... .... . .. 10- 19
GENERAL INFORMATION ON SPECIFIC
TOPICS ...... .. .... ......... ... ...... ..... ........... ... .... 10-20
Flight Planning .............. ........... .. ........ ... ... .... 10-20
Passenger Information Cards ....... .. .. ...... .. ..... .. 10-21
Inspections - Maintenance ......... ... .......... ... ..... 10-22
Flight Operations ... ...... ...... .. ......... . .. ...... .. .... 10-22
General .... ... ......... . .. ..... . . ..... .. ... ........... . ... 10-22
Turbulent Weather .... . ......... .. ........ ..... ..... . . 10-22
Flight in Icing Conditions ....... ... ........ .. ...... . . 10-25
Mountain Flying . ......... . .. ....... ..... .. ..... . ....... 10-33
March, 1981 10-1

Section X BEECHCRAFT
Safety Information
TABLE OF CONTENTS (Cont'd)
Flight Operations !Cont'd) ..................... .. ....... 10-34

VFR - Low Ceilings ............ .. ..................... 10-34
VFR at Night ......... .... .. ............... . .... ...... ... 10-3.'i
Vertigo - Disorientation .. ................... .... .... . I0-3.'i
Flight of Multi-Engine Airplanes with
One Engine Inoperative .... .... .. .......... . ........ . 10-38
Minimum Control Speed Airhorne CV meal .... .. 10-4 I
Intentional One-Engine Inoperative
Speed <Vsse) ........................... ... ... .... ....... 10-42
Best Single Engine Rate-of-Clirnh
Speed <Vyse) ........ ...... .. .......... ........... .... ... I0-42
Best Single Engine Angle-of-Climh
Airspeed <Vxse) .. ................ ............ .......... 10-43
Single Engine Service Ceiling ........ .. ...... .. ..... I0-44
Basic Single Engine Procedures ............... .. ... 10-44
Engine Failure on Take-Off ..... ....... ..... ...... .. 10-4.'i
When to fly. Vx. Vy. Vxse. and Vyse ............ 10-46
Stalls. Slow Flight and Training .................... 10-47
Spins ............................ .... ... ................... 10-50
Descent ...... .. ...... ..... .... .............. .... ....... ... 10-.'i.'i
Vortices - Wake Turbulence .............. .... .... .. 10-56
Takeoff and Landing Conditions ....... .. .......... IO-.'i7
Medical Facts for Pilots ...... ..... .... .... .......... .... 10-.'i8
General .... ....... ...... ... ............................... 10-58
Fatigue ....... ... ...... ...... ......... .... ........ .... ..... 10-58
Hypoxia ............... .... .......... ... .................. 10-59
Hyperventilation ..... ... ........ .... .... . .... ..... ..... 10-61
Alcohol ..... ... ........ ... ... .... .. ... . .. .. . ... .... ....... 10-62
Drugs .................... ..... ....... .... ...... .... ........ 10-63
Scuba Diving .. ..... ............................ ... ...... 10-64
Carbon Monoxide and Night Vision ............... 10-64
10-2 March, 1981

BEECHCRAFT Section X
Safety lnform•tion
TABLE OF CONTENTS (Cont'd)
ADDITIONAL INFORMATION .. .......... ... .... . 10-64

Special Condi1ions ... ......... .. .............. ....... ... .. 10-60
Maintenance ...... ....... ...... ..... ...... .... .......... 10-66
March, 1981 10-3

Safety Information
INTRODUCTION
The best engineering and manufacturing

craftsmanship have gone into the design and building
of all BEECHCRAFTS. Like any other high
performance airplane, they operate efficiently and
safely only in the hands of a skilled pilot.
You must be thoroughly familiar with the contents

of your operating manuals, placards, and check lists
to insure safe utilization of your airplane. When the
airplane was manufactured, it was equipped with
one or more of the following: placards, Owners
Manual, FAA Flight Manual. Pilots Operating
Handbook and FAA Approved Flight Manual. For
simplicity and convenience we will refer to all
official manuals in various models as the
"Information Manual". If the airplane has changed
ownership, the Information Manual may have been
misplaced or may not be current. If missing or out
of date, replacement Information Manuals must be
obtained from any BEECHCRAFf Aviation Center
as soon as possible.
For your added protection and safety, we have

developed this special publication of safety
information to refresh owners' and pilots' knowledge
of a number of safety subjects. These subjects must
10-4 March, 1981

BEECHCRAFT S.CtlonX
Safety Information
be reviewed periodically and kept with the airplane,

along with the Information Manual and other
documents required for operation of the airplane.
Topics in this publication are dealt with in more

detail in FAA Documents and other articles
pertaining to the subject of safe flying. The safe
pilot is familiar with this literature.
BEECHCRAFT airplanes are designed and built to

provide owners and pilots with many years of safe
and efficient transportation. By maintaining it
properly and flying it prudently. you will realize its
full potential.
WARNING
Because your aircraft 1s a high

performance, 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 serious injuries to the
pilot(s) and occupant(s).
It is mandatory that you fully understand the

contents of this manual and the other operating and
maintenance manuals which accompany the aircraft;
March, 1981 10-5

SectlonX BEECHCRAFT
Safety Information
that FAA requirements for ratings, certifications and

review be scrupulously complied with; and that you
allow only persons who are properly licensed and
rated, and thoroughly familiar with the contents of
the Information Manual, to operate the aircraft.
IMPROPER OPERATION OR MAINTENANCE
OF AN AIRCRAFT. NO MATTER HOW WELL
BUILT INITIALLY, CAN RESULT IN
CONSIDERABLE DAMAGE OR TOTAL
DESTRUCTION OF THE AIRCRAFT ALONG
WITH SERIOUS OR FATAL INJURIES TO ALL
OCCUPANTS .
. . . . . BEECH AIRCRAFT CORPORATION
__,,,,
10-6 March, 1981
BEECHCRAFT SectlonX
S.t.ty lnform•tlon
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 Section covers

several subjects in limited detail. Here are some
condensed Do's and Don'ts.
DO'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/proficienr.
Pre-plan all aspects of your flight - including weather

and adequate fuel reserves .
Use services available - Weather briefing, in-flight

weather and Flight Service Station.
Carefully pre-flight your airplane.
Use the approved check list.
March, 1981 10-7

Safety lnfonnlltton
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.
Pilot( s) and passengers must use seat belts and

shoulder harnesses at all times.
Be sure all loose articles and baggage are secured.
Check freedom of all controls during pre-flight

inspection and before takeoff.
Maintain the prescribed airspeeds in takeoff, climb.

descent and landing.
Avoid big airplane wake turbulence.
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 .
Practice emergency procedures at safe altitudes and

airspeeds, preferably with a qualified instructor
pilot, until the required action is instinctive.
Keep your airplane in good mechanical condition.
10-S March, 1981

BEECHCRAFT SectlonX
Safety Information
-- Stay informed and alert; fly in 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, careless manner.
Don't fly into thunderstorms or severe weather.
Don 't fly in possible icing conditions unless the

airplane is approved and properly equipped.
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 ratings or current proficiency.
Don't attempt any take off or landing without using

the check list.
March, 1981 10-9

SectlonX BEECHCRAFT
Safety Information
Don't fly when physically or mentally exhausted or

below par.
Don't trust to luck.
GENERAL 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 faster . Take advantage of
this knowledge and be prepared for an emergency in
the remote event that one should occur.
You. as a pilot. have responsibilities under

government regulations . These are designed for your
protection and the protection of your passengers .
Compliance is mandatory .
RULES AND REGULATIONS
F.A.R. Part 91. General Operating and Flight Rules.

is a document of law governing operation of aircraft
and the owner's and pilot's responsibilities . This
document covers such subjects as:
Responsibilities and authority of the pilot-in-

command
10-10 March, 1981
BEECHCRAFT SectlonX
Safety Information
Certificates required
Liquor and drugs
Flight plans
Pre-flight action
Fuel requirements
Flight rules
Maintenance, preventative maintenance,
alterations, inspection, and maintenance records
These are only some of the topics covered. It is the

owner's and pilot's responsibility to be thoroughly
familiar with all items in F.A.R. Part 91 and to
follow them.
AIRWORTHINESS DIRECTIVES
F.A.R. 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 airworthiness directive.
AIRMAN INFORMA T/ON, ADVISORIES, AND

NOTICES - FAA AIRMAN'S INFORMA T/ON
MANUAL
AIRMAN'S INFORMATION MANUAL
The Airman's Information Manual (AIM) is designed
March, 1981 10-11

Safety Information
to provide airmen with basic flight information and

ATC procedures 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 used in the Air
Traffic Control System. information on safety. and
accident and hazard reporting. It is revised at six-
month intervals and can be purchased locally or
from the Superintendent of Documents. U. S.
Government Printing Office, Washington, D. C.
20402.
This document contains a wealth of pilot

information. Among the subjects are:
Controlled Air Space

Services Available to Pilots
Radio Phraseology and Technique
Airport Operations
Clearances and Separations
Pre-flight
·Departures - IFR
Enroute - IFR
Arrival - IFR
Emergency Procedures
Weather and Icing
Mountain Flying
Wake Turbulence - Vortices
10·12 March, 1981

Safety Information
Medical Facts for Pilots

Bird Hazards
Good Operating Practices
Airport Location Directory
All pilots must be thoroughly familiar with and use

the information in the AIM .
ADVISORY INFORMATION
NOT AMS (Notices to Airmen) are documents that

have information of a time-critical nature that would
affect a pilot's decision to make a flight; for
example, an airport closed, terminal radar out of
service, enroute navigational aids out of service, etc .
Airmen can subscribe to services to obtain FAA

NOT AMS and Airman AdvisClries, and these are
also available at FAA Flight Service Stations.
FAA ADVISORY CIRCULARS
The FAA issues advisory circulars to inform the

aviation public in a systematic way of non-regulatory
material of interest. 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 Advisory Circular
March, 1981 10-13

SecttonX BEECHCRAFT
Safety Information
AC00-2, which lists advisory circulars that are for

sale, as well as those distributed free of charge by
the FAA, and provides ordering information. Many
advisory circulars which are for sale can be
purchased locally in aviation bookstores or at
FBO's. Some of the advisory circulars of interest to
pilots are :
* 00-6A Aviation Weather

00-24 Thunderstorms
00-30 Rules of Thumb for Avoiding or
Minimizing Encounters with Clear
Air Turbulence
* 00-45A Aviat ion Weather Services
00-46A Aviation Safety Reporting Program
00-50 Low Level Wind Shear
20-5D Plane Sense
20-93 Flutter Due to Ice or Foreign
Substance on or in Aircraft Control
Surfaces
20- 105 Engine Power-Loss Accident
Prevention
39-7 Airworthiness Directives for General
Aviation Aircraft
43 - 12 Preventive Maintenance
60-4 Pilot's Spatial Disorientation
10-14 March, 1981

Safety Information
60-6A Airplane Flight Manuals (AFM),

Approved Manual Materials,
Markings and Placards - Airplanes
60-9 Induction Icing - Pilot Precautions
and Procedures
60-12 Availability of Industry-Developed
Guidelines for the Conduct of the
Biennial Flight Review
60-13 The Accident Prevention Counselor
Program
* 61-80 Instrument Rating Written Test
Guide
61-98 Pilot Transition Courses for
Complex Single-Engine and Light,
Twin Engine Airplanes
* 61-IOA Private and Commercial Pilots
Refresher Courses
61-12J Student Pilot Guide
61-19 Safety Hazard Associated with
Simulated Instrument Flights
* 61-21 Flight Training Handbook
* 61-23A Pilot's Handbook of Aeronautical
Knowledge
* 61-278 Instrument Flying Handbook
* 61-328 Private Pilot - Airplane - Wrillen
Test Guide
* 61-348 Federal Aviation Regulations
Written Test Guide for Private,
Commercial and Military Pilots
March, 1981 10-15

Safety Information
61-47 Use of Approach Slope Indicators

for Pilot Training
* 61-54A Private Pilot Airplane - Flight Test
Guide
* 61-55A Commercial Pilot Airplane . . .
Flight Test Guide
* 61-56A Flight Test Guide - Instrument Pilot
Airplane
* 61-58 Flight Instructor Practical Test
Guide
61-65 Part 61 <Revised) Certification Pilot
and Flight Instructors
61-67 Hazards Associated with Spins in
Airplanes Prohihited from
Intentional Spinning
* 61-70 Flight Instructor Instrument -
Airplane - Written Test Guide
* 61-71A Commercial Pilot Airplane . Written
Test Guide
* 61-72A Flight Instructor - Airplane Written
Test Guide
61-84 Role of Preflight Preparation
* 67-2 Medical Handbook for Pilots
90-230 Wake Turhulence
90-34 Accidents resulting from
Wheelbarrowing in Tricycle Gear
Equipped Aircraft
10-16 March, 1981

Safety Information
90-42A Traffic Advisory Practices at Non-

tower airports
90-43D Operations Reservation for High-
Density Traffic Airports
90-48 Pilots' role in Collision Avoidance
90-64 Automated Radar Terminal System
(ARTS> III
90-66 Recommended Standard Traffic
Patterns for Airplane Operations at
Uncontrolled Airports
91-6A Water, Slush and Snow on runway
91-8A Use of Oxygen by General Aviation
Pilots/Passengers
91-1 IB Annual Inspection Reminder
91-13C Cold Weather Operation of Aircraft
91-17 The use of View Limiting Devices
on Aircraft
* 91-23A Pilot's Weight and Balance
Handbook
91-24 A i r c r a ft H yd r op I a n i n g or
Aquaplaning on Wet Runways
91-25A Loss of Visual Cues During Low
Visibility Landings
91-28 Unexpected Opening of Cabin Doors
March, 1981 10-17

Sectlonx BEECHCRAFT
Safety lnfonnatlon
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
91-46 Gyroscopic Instruments - Good
Operating Practices
91-51 Airplanes Deice and Anti -Ice
Systems
103-4 Hazard Associated with Sublimation
of Solid Carbon Dioxide (Dry Ice)
Aboard Aircraft
150/
5200-3A Bird Hazards to Aircraft
210- IA National Notice to Airmen System
210-5 Military Flying Activities
• Advisory Circulars that are 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 promote safety in the air by calling the
attention of general aviation airmen to current
technical . regulatory and procedural matters
affecting the safe operation of aircraft. FAA General
Aviation News is sold on subscription by the
10-18 March, 1981

BEECHCRAFT SectlonX
Safety Information
Superintendent of Documents, Government Printing

Office, Washington, D. C. 20402.
FAA ACCIDENT PREVENTION PROGRAM
The FAA assigns accident prevention specialists to

each Flight Standards and General Aviation District
Off ice 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 community. The
FAA conducts seminars and workshops, and
distributes invaluable safety information under this
program.
Usually the airport manager, the FAA Flight Service

Stations (FSS), or Fixed Base Operator (F.8.0.),
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 service
and emergency landing areas that are available along
March, 1981 10-19

Safety lnfonnatton
the way. They can also offer advice on the type of

emergency equipment you should be carrying.
GENERAL INFORMATION ON SPECIFIC

TOPICS
FLIGHT PLANNING
F.A.R. Part 91 requires that each pilot in command ,

before beginning a flight, familiarize himself with all
available information concerning that flight.
Obtain a current and complete pre-flight briefing.

This should consist of local, enroute and destination
weather and enroute navaid information. Enroute
terrain and obstructions, alternate airports, airport
runways active, length of runways, and take-off 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. It is strongly recommended a flight plan
be filed with Flight Service Stations, 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.
10-20 March, 1981

BEECHCRAFT SectlonX
Safety Information
The pilot must be completely familiar with the

performance of the airplane and performance data in
the Information Manual. The resultant effect of
temperature and pressure altitude must be taken into
account in determining performance if not accounted
for on the charts . An applicable FAA Approved
Flight Manual, if one is provided, must be aboard
the airplane at all times including 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 information on the proper use of restraint
systems, oxygen masks, emergency exits and
emergency bracing procedures. Passenger
inf or mat ion cards may be obtained at any
Beechcraft Aviation or Aero Center. A pilot should
not only be familiar with the information contained
in the cards himself, but should, prior to flight,
always inform passengers of the information
contained in the information cards. If a passenger
information card is not available for your model of
airplane, the pilot should orally brief the passengers
on the proper use of re.itraint systems, doors and
emergency exits, and other emergency procedures,
as required by Part 91 of the FAR's .
March, 1981 1~21

SectlonX BEECHCAAFT
Safety lnfonnatton
INSPECTIONS - MAINTENANCE
(n addition to maintenance inspections and pre-flight

information required by F.A.R. Part 91, a complete
pre -flight inspection is imperative. It is the
responsibility of the owner and the operator to
assure that the airplane is maintained in an airworthy
condition and that proper maintenance records are
kept.
Each airplane has a checklist for the pre-flight

inspection which must be followed. USE THE
CHECKLIST!
FLIGHT OPERATIONS
GENERAL
The pilot must be thoroughly familiar with alt

information published by the manufacturer
concerning the airplane. and is required by law to
operate the airplane in accordance with the FAA
Approved Airplane Flight Manual and/or placards
installed.
TURBULENT WEATHt=R
A complete and current weather briefing is a

requirement for a safe trip.
10-22 March, 1981

BEECHCRAFT SectlonX
Safety Information
Updating of weather information enroute 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 changing
conditions.
Plan the flight to avoid areas of severe turbulence

and thunderstorms. It is not always possible to
detect individual storm areas or find the in-between
clear areas .
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 tornadoes destroy nearly everything
in their path on the ground.
Turboprop Engines - Thunderstorms also pose the

possibility of a lightning strike on an aircraft. 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 lightning strike path through the aircraft. should be
thoroughly inspected and any damage repaired prior
- to additional flight. The Pratt & Whitney or
March, 1981 10-23

SectlonX BEECHCRAFT
Safety Information
AiResearch Engine Maintenance Manual and

Hartzell Service Letter No. I 04 include inspection
and maintenance requirements for engines and
propellers involved in lightning strike incidents.
A roll cloud ahead of a squall line or thunderstorm is

visible evidence of violent 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, flight in turbulent air may be encountered
unexpectedly under certain conditions.
The following recommendations should be observed

for airplane operation in turbulent air:
Flying through turbulent air presents two basic

problems. the answer to both of which is proper
airspeed. On one hand. if you maintain an excessive
airspeed. you run the risk of structural damage or
failure: on the other hand. if your airspeed is too
low. you may stall.
If 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 Information Manual.
These speeds give the best assurance of avoiding
10-24 March, 1981

BEECHCRAFT SectlonX
Safety Information
- excessive stress loads, and al the same time

providing the proper margin against inadvertent
stalls due to gusts.
Beware of overcontrolling in attempting to correct

for chang~s 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 forward or back pressure to keep the
nose 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 velocity and direction. If necessary to avoid
excessive airspeeds, lower the landing gear.
FLIGHT IN ICING CONDITIONS
Every pilot of Beech airplanes (for that matter the

pilot of any airplane) should be intimately
acquainted with the FAA Approved National
Weather Service definitions for ice intensity and
accumulation which we have reprinted below:
INTENSITY ICE ACCUMULATION
Trace Ice becomes perceptible . Rate of

accumulation slightly greater than rate
...._...,
March, 1981 10-25
SecttonX BEECHCRAFT
Safety lnfonnatlon
INTENSITY ICE ACCUMULATION <Cont 'd)
Trace of sublimation. It is not hazardous even

!Cont'd) though deicing/anti-icing equipment is
not utilized, unless encountered for an
extended period of time (over I hour) .
Light The rate of accumulation may create a

problem if flight is prolonged in this
environment (over I hour) . Occasional
use of deicing/anti-icing equipment
removes/prevents accumulation . It does
not present a problem if the
deicing/anti-icing equipment is used.
Moderate The rate of accumulation is such that

even short encounters become
potentially hazardous and use of
deicing/anti-icing equipment or
diversion is necessary .
Severe The rate of accumulation is such that

deicing/anti-icing equipment fails to
reduce or control the hazard .
Immediate diversion is necessary.
It is no longer unusual to find deicing and anti-icing

equipment on a wide range of airplane sizes and
10-26 March, 1981

BEECHCRAFT Sectlonx
Safety Information
types . Since the capability of this equipment varies.

it becomes the pilot's primary responsibility to
understand limitations which restrict the use of his
airplane in icing conditions and the conditions which
may exceed the systems capacity .
Pilots and airplane owners must carefully review the

Information Manual in order to ascertain the
required operable equipment needed for flight in
icing conditions. In addition. they must ascertain
from the same sources the limits of approval or
certification of their airplane for flight in icing
conditions . and plan the flight accordingly. if icing
conditions are known or forecast along the route .
Every owner and pilot of an airplane should

understand that it is not uncommon to find aircraft
equipped with less than the full complement of
available systems and equipment. For example.
props and pitot tube may be protected. but the
aircraft might not have wing boots or tail boots. The
reverse might be true. Windshield, pitot and airfoil
surfaces might be protected. but the props might not
be . Before undertaking any flight into areas where
icing conditions might be suspected, inspect the
aircraft and review the Information Manual to be
certain that you are supported by the full
complement of required IFR and deicing/anti-icing
equipment.
March, 1981 10-27

Safety Information
Remember that regardless of its combination of

deicing/anti-icing equipment. any aircraft not fully
equipped and functional 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. not fully equipped, or
which does not have all critical areas protected in
the required manner by fully operational equipment
must not be exposed to icing encounters of any
intensity. When icing is detected. the pilot of such
an aircraft must make an immediate diversion by
flying out of the area of visible moisture or going to
an altitude 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. properly equipped airplanes are
approved for flight in light to moderate icing
conditions only. These aircraft are not approved for
extended flight in moderate icing conditions 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
10-28 March, 1981

Safety Information
··severe" . The National Weather Service definition

of "severe icing" describes that condition 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
deicing/anti-icing equipment can be expected to cope
with such conditions. As competent pilots know.
there appear 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. tornados.
hurricanes or other phenomena likely to produce
severe turbulence. airplanes equipped for flight in
icing conditions cannot be expected to cope with
"severe" icing conditions as defined by the National
Weather Service. The prudent pilot must remain
alert to the possiblity 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 and 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 of his Information Manual. If a
March, 1981 10-29

SectlonX BEECHCAAFT
Safety Information
minimum speed for flight in icing conditions is not

specified in the manual. the following indicated
airspeeds must be maintained:
All Baron and Travel Air Models - 130 KIAS
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 speed for operating in icing conditions. ice
is still likely to build up on other unprotected areas
(the fuselage and the unprotected wing leading edge
inboard of the engine nacelle). Under some
atmospheric conditions. it may even build up aft of
10-30 March, 1981

BEECHCRAFT s.cuonx
Safety lnformmtlon
the boots despite the maintenance of the prescribed

minimum speed. The effect of ice accumulation on
any unprotected surface is aggravated by the length
of exposure to the icing conditions. lee buildup on
unprotected surfaces will increase drag, add weight,
reduce lift, and generally . adversely affect the
aerodynamic characteristics and performance of the
airplane . It 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.
Rapid cycling of the deice boots or cycling before at

least one-quarter inch ( 1/4") 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 .
March, 1981 10-31

Safety lnfonnltlon
For any owner or pilot whose use pattern for an

aircraft exposes it lo icing encounters, the following
references are required reading for safe flying :
The aircraft's Information Manual. expecially the

sections on Normal Procedures. Emergenc y
Procedures. Systems , and Safety Information.
FAA Advisory Circular 91-51 - Airplane Deice

and Anti-ice Systems .
Weather Flying, hy Rohert N . Buck .
Finally. the most important ingredients to safe flight

in icing conditions - regardless of the aircraft or the
combination of deicing/anti-icing equipment - arc a
complete and current weather briefing, sound pilot
judgment. close attention to the rate and type of ice
accumulations . and the knowledge that "severe
icing" as defined by the National Weather Service is
beyond the capability of modern aircraft and
immediate 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 himself flying
an airpl ane which has become so loaded with ice
10.32 March, 1981

Safety Information
that he can no longer maintain ahitude . At 1his poinl

he has losl most. if no1 all. of his safety options .
including perhaps a 180 degree turn to retreat along
the course already !raveled. The responsible and
well-informed pilol recognizes 1he limita1ions of
wea1her condi1ions. his airplane and its systems and
reacts promptly: he lives to fly again .
MOUNTAIN FL YING
Pilots flying in mountainous areas shou1d inform

themselves of all aspects of mountain flying ,
including the effects of topographic features on
wea1her conditions. Many good articles have been
published, and a synopsis of mountain flying
operations is included in the FAA Airman's
Information Manual, Part I.
Avoid flight at low altitudes over mountainous

terrain, particularly 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 likely over and near
the lee slopes. If 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 turbulence. The worst turbulence will be
encountered in and below the rotor zone, which is
March, 1981 10-33

Safety Information
usually 8 to 10 miles downwind 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
visible 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 any assurance that mountain wave
turbulence will not he encountered. A mountain
wave downdraft may exceed the climb capability of
your airplane . Avoid mountain wave downdrafts.
VFR • LOW CEILINGS
If 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 certain
airport control zones with no minimum ceiling and
one-mile visibility as permitted with "Special VFR"
is a foolish practice for the VFR pilot.
Avoid areas of low ceilings and restricted visibility

unless you are instrument rated and proficient and
have an instrument equipped airplane . Then proceed
with caution and with planned alternates .
10-34 March, 1981

BEECHCRAFT SectlonX
Safety Information
VFR AT NIGHT
When flying VFR at night, in addition to the altitude

appropriate 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 especially
true in mountainous terrain, where there is usually
very little ground reference. Minimum clearance is
2,000 feet above the highest obstacle enroute . 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 IFR, and must
be avoided by inexperienced or non-IFR rated pilots .
VERTIGO - DISORIENTATION
Disorientation 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, combined with loss of outside
visual reference, can cause vertigo . False
interpretations (illusions) result, and may confuse
the pilot's conception of the altitude and position of
his airplane .
Under VFR conditions, the visual sense, using the

horizon as a reference. can override the illusions.
Under low visibility condirions (night, fog. clouds.
March, 1981 10-35

SectlonX BEECHCRAFT
Safety Information
haze, etc.) the illusions predominate. Only through

awareness of these illusions, and proficiency in
instrument flight procedures, can an airplane be
operated safety 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 contribute to vertigo. They
should be turned off in these conditions. particularly
at night.
All pilots should check the weather and use good

judgment in planning flights. The VFR pilot should
use extra caution in avoiding low visibility
conditions.
Motion sickness often precedes or accompanies

disorientation and may further jeopardize the flight.
Disorientation in tow visibility conditions is not

limited to VFR pilots. Although IFR pilots are
trained to look at their instruments 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 reference to
10-36 March, 1981

Safety Information
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 proficient in the airplane he
is flying, to fly under low visibility conditions and
the turbulence anticipated or encountered. If any
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 . If 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 Information Manuals have

contained instructions that the landing gear should
be extended in any circumstance in which the pilot
encounters IFR conditions which approach the limits
of his capability or his ratings. Lowering the gear in
I FR conditions or flight into heavy or severe
turbulence, tends to stabilize the aircraft, assists in
maintaining proper airspeed, and will substantially
reduce the possibility of reaching excessive
March, 1981 10-37

Section X BEECH CRAFT
Safety Information
airspeeds with catastrophic consequences. even

where loss of control is experienced.
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 "never exceed" speed.
Such speed limits are set to protect the structure of
an airplane. For example, control surfaces are
designed to be used to their fullest extent only below
a certain speed - 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 Tl-ENGINE AIRPLANES WITH ONE

ENGINE INOPERATIVE.
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 out requires an
10-38 March, 1981

BEECHCRAFT SectlonX
Safety Information
understanding of the basic aerodynamics involved -

as well as proficiency in engine out procedures.
Loss of power from one engine affects both climb

performance and controllability of any light twin.
Climb performance depends on an excess of power
over that required for level flight. Loss of power
from one engine obviously represents a 50% loss of
horsepower but, in virtually all light twins, climb
performance is reduced by at least 80%. A study of
the charts in your Information 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
March, 1981 10-39

SectlonX BEECHCRAFT
Safety Information
asymmetrical thrust. Yaw forces must be balanced

with the rudder. Loss of power on one engine also
reduces prop wash over the wing. In addition. yaw
affects the lift distribution over the wing causing a
roll toward the "dead" engine . These roll forces
may be balanced by banking slightly (up to 5°) into
the operating engine.
Airspeed is the key to safe single engine operations.

For most light twins there is an:
Symbol
- airspeed below which directional

control cannot be maintained Vmca
- airspeed below which an

intentional engine cut should
never be made Vsse
- airspeed that will give

the best single engine
rate-of-climb (or the slowest
loss of altitude) Vyse
- airspeed that will give the

steepest angle-of-climb
with one engine-out Vxse
1C>-40 March, 1981

BEECHCRAFT SectlonX
Safety Information
MINIMUM CONTROL SPEED AIRBORNE (Vmca)
Vmca is designated by the red radial on the airspeed

indicator 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 directional 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:
- Take-off power on both engines,
Rearmost allowable center of gravity,
- Flaps in takeoff position,
- Landing gear retracted,
Propeller windmilling in takeoff pitch

configuration (or feathered if automatically
featherable).
However, sudden engine failures rarely occur with

all of the factors listed above , and therefore, the
actual Vmca under any particular situation may be a
little slower than the red radial on the airspeed
March, 1981 10-41

SectlonX BEECHCRAFT
Safety Information
indicator. Most airplanes will not maintain level

flight at speeds at or near Vmca. Consequently. it is
not advisable to ny at speeds approaching Vmca.
except in training situations or during flight tests .
Adhering to the practice of never flying at or below
the published Vmc speed for your aircraft will
virtually eliminate loss of directional control as a
problem in the event of engine failure .
INTENTIONAL ONE-ENGINE INOPERATIVE SPEED

(Vsse}
Vsse is specified by the airplane manufacturer and is

the minimum speed at which to perform intentional
engine cuts. Use of Vsse is intended to reduce the
accident potential from loss of control after engine
cuts at or near minimum control speed . Vmca
demonstrations are necessary in training, but should
only be made at a safe altitude above the terrain and
with the power reduction on one engine made at or
above Vsse.
BEST SINGLE ENGINE RA TE-OF-CLIMB SPEED

(Vyse)
Vyse is designated by the blue radial on the airspeed

indicator. Vyse delivers the greatest gain in altitude
10-42 March, 1981

Safety Information
in the shortest possible time, and is based on the

following criteria:
critical engine inoperative. and its propeller in

the minimum drag position.
- operating engine set at not more than maximum
continuous power.
landing gear retracted.
- wing flaps in the most favorable (i.e., best
lift/drag ratio position).
- cowl flaps as required for engine cooling.
aircraft flown at recommended bank angle.
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 engine climb performance varies
widely with type of airplane, weight, temperature.
altitude, and airplane configuration. the climb
gradient (altitude gain or loss per milel may be
marginal - or even negative - under some conditions.
Study the Information Manual for your specific
airplane and know what performance to expect with
one-engine out.
BEST SINGLE ENGINE ANGLE-OF-CLIMB

AIRSPEED (Vxse)
Vxse is used only to clear obstructions during initial
March, 1981 10-43

SectlonX BEECHCRAFT
Safety Information
climb-out as it gives the greatest altitude gain per

unit of horizontal distance. It provides less engine
cooling and requires more rudder control than Vyse .
SINGLE ENGINE SERVICING 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 feathered.
The single engine service ceiling chart should be

used during flight planning to determine whether the
airplane, as loaded, can maintain the Minimum
Enroute Altitude (MEA) if IFR. or terrain clearance
if VFR, following an engine failure .
BASIC SINGLE ENGINE PROCEDURES
Know and follow, to the letter, the single-engine

emergency procedures specified in your Information
Manual for your specific make and model airplane .
However, the basic fundamentals of all the
procedures are as follows :
- Maintain aircraft control and airspeed at all

times. This is cardinal rule No. I.
- Usually, apply maximum power to the operating
engine . However, if the engine failure occurs at
10-44 March, 1981

Safety Information
a speed below Vmca, or during cruise or in a

steep turn, you may elect to use only enough
power to maintain a safe speed and altitude. If
the failure occurs on final approach, use power
only as necessary to complete the landing.
- Reduce drag to an absolute minimum.
- 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 live engine, with the
"slip/skid" ball out of center toward the live engine ,
to achieve rated performance.
Another note of caution: Be sure to identify the dead

engine, positively , before feathering it. Remember:
First, identify the suspected engine (i.e., "Dead foot
means dead engine"), second, verify with cautious
throttle movement, then feather .
ENGINE FAILURE ON TAKE-OFF
If an engine fails before attaining lift-off speed, or

below Vmca, the only proper action is to discontinue
March, 1981 10-45

SectlonX BEECHCRAFT
Safety Information
the take-off. If the engine fails after lift-off with the

landing gear still down, the take-off should still be
discontinued if touch-down and roll-out on the
remaining runway is still possible.
If you do find yourself in a position of not being

able to climb. it is much better to pull the power on
the good engine and land straight ahead than try to
force a climb and lose control.
Your Information Manual contains charts that are

used in calculating the runway length required to
stop if the engine fails before reaching lift-off speed
and also has charts showing single engine
performance after lift-off.
Study your charts carefully. No airplane is capable

of climbing 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 temperature or wind conditions .
WHEN TO FLY Vx, Vy, Vxse and Vyse
During normal two-engine operations. always fly Vy

(Vx if necessary for obstacle clearance) on initial
10-46 March, 1981

Safety Information
climb-out. Then, accelerate to your cruise climb

airspeed, which may be Vy plus 10 to 15 knots after
you have obtained a safe altitude. Use of cruise
climb airspeed will give you better engine cooling,
increased inflight visibility and better fuel economy.
However, at the first indication of an engine failure
during climb-out, or while on approach, establish
Vyse or Vxse, whichever is appropriate . (Consult
your Information Manual for specifics).
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 single and 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 applicable sections of the
FAA Flight Test Guide and FAA Pilot Transition
Courses for Complex Single Engine and Light Twin
Engine Airplanes (AC61-9B). In particular, observe
carefully the warnings in the flight test guides .
March, 1981 1().47

Safety Information
The single engine stall speed of a twin engine

aircraft is generally slightly below the power off
(engines idle) stall speed, for a given weight
condition. Single engine stalls in multi-engine
airplanes are not recommended. Single engine stalls
have never been required by the FAA regulations
for multi-engine flight tests. and should not be
practiced in high performance airplanes by other
than qualified engineering test pilots.
Engine out minimum control speed demonstrations

in multi-engine airplanes should be conducted in
w
0
:::>
I-
i'.=
...J
<
w
a:
:::>
(/)
(/)
w
a:
a..
Relationship Between Stall Speed And Vmca For

Aircraft With Normally Aspirated Engines.
STD ~01 · 38
March, 1981
BEECHCRAFT SectlonX
Safety Information
strict accordance with the warning of the FAA

Flight Test Guide. Engine out minimum control
speed generally decreases with altitude, while the
single engine stall speed remains approximately
constant, for normally aspirated engines. No such
demonstration should be attempted when the density
altitude and temperature are such that the engine out
minimum control 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 operated at a speed
close to, or below the power idle stall speed. Unless
the pilot takes immediate and proper corrective
action under such circumstances, it is possible to
enter an inadvertent spin.
It is recognized that flight below Vsse with one

engine inoperative, or simulated inoperative, may be
required for conditions such as practice
demonstration of Vmca for multi-engine pilot
certification . Refer to the procedure set forth in the
Information Manual for your aircraft . This
March, 1981 1()-49

SectlonX BEECHCRAFT
Safety Information
procedure calls for simulating one engine inoperative _ ,,

by reducing the power lever (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 Vmca or stall warning is
obtained . During this transition. rudder should be
used to maintain directional control, and ailerons
should be used to maintain a 5° bank toward the
operative engine. At the first sign of either Vmca or
stall warning (which may be evidenced by inability
to maintain longitudinal. lateral or directional
control, aerodynamic stall buffet, 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 . Resume normal
flight . This entire procedure should be used at a safe
altitude of at least 5.000 feet above the ground in
clear air only .
If stall warning is detected prior to the first sign of

Vmca, an engine-out minimum control speed
demonstration cannot be accomplished under the
existing density altitude and gross weight conditions
and should not be attempted .
SPINS
A major cause of fatal accidents in general aviation
10-50 March, 1981

BEECHCRAFT SectlonX
Safety Information
aircraft is a stall and 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 of a stall are
evident. If a stall does not occur - A spin cannot
occur. It is important to remember however, that a
stall can occur in any flight attitude, at any airspeed,
if controls are misused.
Unless your aircraft 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 certain limits specified in the FAA
regulations may not have been tested and are
unknown . This is why aircraft 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

deliberately inducing a yawing movement with the
controls as the aircraft 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 .
March, 1981 10-51

SectlonX BEECHCRAFT
Safety Information
In any twin engine airplane. fundamental

aerodynamics dictate that if the airplane is allowed
to become fully stalled while one engine is providing
lift-producing thrust the yawing movement which
can induce a spin will be present. Consequently. 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. In any twin engine aircraft. if 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

forward, 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 and
then neutralize all controls and execute a
March, 1981
Safety Information
smooth pullout. Ailerons should be

neutral during recovery . THE LONGER
THE PILOT DELAYS BEFORE
TAKING PROPER CORRECTIVE
ACTION, THE MORE DIFFICULT
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 foregoing mandatory
procedures, always:
I. Be certain that the center of gravity of the

airplane is as far forward as possible . Forward
--- C.G. aids stall recovery, spin avoidance and
spin recovery. An aft C.G. can create a
tendency for a spin to flatten out, which delays
recovery.
2. 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 in front of him.
FAA regulations prohibit flight instruction
without full dual controls.
3. 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.
March, 1981 10-53

SectlonX BEECHCRAFT
Safety Information
4. 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
aircraft. when descending to traffic altitude and
during pattern entry and all other flight
operations. maintain speed no lower than Vsse .
On 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
Vsse. Recognize that under some conditions of
weight, density altitude. and aircraft
configuration. a twin engine aircraft cannot
climb or accelerate on a single engine. Hence a
single engine go-around is impossible and the
aircraft is committed to a landing . Plan your
approach accordingly.
5. Remember that if an airplane flown 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 of the rotation .
6. Finally, never forget that stall avoidance is your
best protection against an inadvertent spin .
MAINTAIN YOUR AIRSPEED.
10-54 March, 1981

-
Safety Information
DESCENT
In piston-powered airplanes, whether single or twin

engines, supercharged or normally aspirated, it is
necessary to avoid prolonged descents with low
power, as this produces two problems: (I)
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 :

maintain adequate power to keep cylinder head
temperatures in 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.
If it is 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
March, 1981 10-55

Safety Information
•.._.r
setting with allilude. (Refer lo pre-landing check
!isl.)
VORTICES - WAKE TURBULENCE
Every airplane generates wakes of turbulence while

in flight. Par! of !his is from !he propeller or jel
engine, and par! from !he wing lip vortices. The
larger and heavier the airplane, !he more pronounced
and turbulent the wakes will be. Wing tip vortices
from large, heavy airplanes are very severe at close
range , degenerating with lime, wind , and space.
These are rolling in nature, from each wing lip. In
tests, vortex velocities of 133 knots have been
recorded.
Encountering 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 beyond !he airplane. Plan
to fly slightly above and to the windward side of the
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
10-56 March, 1981

-
BEECHCRAFT SectionX
Safety Information
.,...__/ situations . However, the Airman's Information

Manual, and to a greater extent Advisory Circular
90 -23, Aircraft Wake Turbulence, provides a
thorough discussion of the factors you should be
aware of when wake turbulence may be
encountered .
TAKEOFF AND LANDING CONDITIONS
When taking off on runways covered with water or

freezing slush , the landing gear should remain
extended for approximately ten seconds longer than
normal , allowing the wheels to spin and dissipate the
freezing moisture. The landing gear should then be
cycled up, then down, wait approximately five
seconds and then retract 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.
March, 1981 10-57

Safety Information
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 in a crosswind pattern.
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 pre-flight 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 himself 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.
FATIGUE
Fatigue generally slows reaction times and causes

errors due to inattention. In addition to the most
common cause of fatigue: insufficient rest and loss
of sleep, the pressures of business, financial
10-58 March, 1981

Safety Information
worries, and family problems can be important

contributing factors. If you are tired, don't fly.
HYPOXIA
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 hypoxia. 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. It 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
particularly dangerous feature of hypoxia is an
increased sense of well-being, called euphoria. It
obscures a person's ability and desire to be critical
of himself, slows reaction time, and impairs thinking
March, 1981 10-59

SectlonX BEECHCRAFT
Safety Information
ability. Consequently, an 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 thousand feet. Night vision, however, can
be impaired starting at an altitude of 5,000 feet.
Persons who have recently overindulged in alcohol.
who are moderate to heavy smokers, or who take
certain drugs, may be more susceptible to hypoxia.
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 appear.
Depending upon altitude, an hypoxic individual has a

limited time to make decisions and perform useful
acts, even though he may remain conscious for a
longer period. If pressurization 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
in the average individual and diminishes markedly as
altitude increases. At 30,000 feet altitude, for
10-60 March, 1981

BEECH CRAFT Sectionx
Safety Information
example, the time of useful consciousness is

approximately I to 2 minutes . Therefore, in the
event of depressurization, oxygen masks should be
obtained and 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) .
HYPERVENTILA T/ON
_.
/
Hyperventilation, or overbreathing, is a disturbance
of respiration 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 output 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; hot and cold sensations; tingling of the
hands, legs and feet; tetany; nausea; sleepiness; and
finally, unconsciousness. If the symptoms persist,
discontinue use of oxygen and consciously slow
your breathing rate until symptoms clear, and then
resume normal breathing rate. Normal breathing can
be aided by talking aloud.
March, 1981 1CHi1

SectlonX BEECHCRAFT
Safety lnfonnatlon
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 judgment; a decreased sense of responsibility ;
diminished skill reactions and coordination :
decreased speed and strength of muscular reflexes
(even after one ounce of alcohol); decreases in
efficiency of eye movements during reading (after
one ounce of alcohol) : increased frequency of errors
(after one ounce of alcohol); constriction of visual
fields : decreased ability to see under dim
illuminations; loss of efficiency of sense of touch ;
decrease of memory and reasoning ability; increased
susceptibility to fatigue and decreased attention
span; decreased relevance of response; increased self
confidence with decreased insight into immediate
capabilities .
Tests have shown that pilots commit major errors of

judgment 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 impairment from alcohol up
to as many as 14 hours after consumption, with no
appreciable diminution of impairment. The body
metabolizes ingested alcohol at a rate of about one-
10..S2 March, 1981

Safety Information
third of an ounce per hour. Even after the body

completely 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. In
other words, "the higher you get, the higher you
get" .
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 "bottle and throttle", 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 over-the-counter remedies and drugs
such as aspirin, antihistamines, cold tablets, cough
mixtures , laxatives, tranquilizers, 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
March, 1981 10-63

SectlonX BEECHCRAFT
Safety Information
after consultation with your Aviation Medica I

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. If 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 effect visual
sensitivity equal to an increase of 8,000 feet altitude.
ADDITIONAL INFORMATION
In addition to the coverage of subjects in this
10-64 March, 1981

BEECHCRAFT SectionX
Safety Information
section, 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 General
Aviation Accident Prevention Program . These can
be obtained at FAA Offices, Weather Stations,
Flight Service Stations or Airport Facilities, and are
very good sources of information and are highly
recommended for study. Some of these are titled :
Airman ' s Information Manual

12 Golden Rules for Pilots
Weather or Not
Disorientation
Plane Sense
Weather Info Guide for Pilots
Wake Turbulence
Don't Trust to Luck, Trust to Safety
Rain, Fog, Snow
Thunderstorm - TRW
Icing
Pilot's Weather Briefing Guide
Thunderstorms Don't Flirt . . . Skirt 'em
IFR-VFR - Either Way Disorientation Can be Fatal
IFR Pilot Exam-0-Grams
V FR Pilot Exam-0-Grams
Flying Light Twins Safely
March, 1981 1o-65

Sectlonx BEECHCRAFT
Safety Information
Tips on Engine Operation in Small General Aviation

Aircraft
Estimating Inflight Visibility
Is 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
Propeller Operation and Care
Torque "What it Means to the Pilot"
Weight and Balance . An Important Safety
Consideration for Pilots --
SPECIAL CONDITIONS
MAINTENANCE
Airplanes operated for Air Taxi or other than normal

operation. 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 . In these areas. periodic inspections
should be performed until the operator can set his
own inspection periods based on experience .
10-66 March, 1981

Safety Information
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 manufacturer.
Corrosion, and its effects, must be treated at the

earliest possible opportunity. A clean, dry surface is
virtually immune to corrosion. Make sure that all
drain holes remain unobstructed. Protective films
and sealants help to keep corrosive agents from
contacting metallic surfaces. Corrosion inspections
should be made most frequently under high-
corrosion-risk operating conditions, such as in areas
of excessive airborne salt concentrations (e.g ., near
---
....
the sea) and in high-humidity areas (e .g., tropical
regions).
March, 1981 10-67

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PILOT'S OPERA TING HANDBOOK

AND FAA APPROVED

THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO

Mir's Serial No.- - - - -- - - - - - -

FAA Approved by lfku/,f . JL~

THIS HANDBOOK SUPERSEDES ALL BEECH PUBLISHED

PIN 55-590000-658 Reiuued: June, 1982

ORIGINAL (A) .... .. . . . . . . .. . NOVEMBER 1978

10-1 thru 10-67 March 1981

In recent years. BEECHCRAFT handbooks contained most

For example. attention is called to Section X (SAFETY IN-

SECTION 3 . . . . . . . . . . . . . . . . . . . Emergency Procedures

SECTION 4 ...................... Normal Procedures

SECTION 5 .. ...... . .... .... . .... . ...... Performance

SECTION 6 .. .. .. . Weight and Balance/Equipment List

SECTION 7 . . . . . . . . . . . . . . . . . . . . . Systems Description

SECTION 8 . . . . . Handling, Servicing and Maintenance

SECTION 10 . . . . . . . . . . . . . . . . . . . . . . Safety Information

Important Notice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

June 1982 1-1

TABLE OF CONTENTS (Continued)

Airplane Performance and Flight

1-2 June 1982

THANK YOU . . . for displaying confidence in us by

This handbook must be read carefully by the owner and

As a further reminder. the owner and operator of this

The Federal Aviation Regulations place the responsibility

All limits, procedures, safety practices, time limits,

June 1982 1-3

airworthiness of this airplane, in a condition equal to that

USE OF THE HANDBOOK

Section 3 Emergency Procedures

Section 4 Normal Procedures

Section 6 Weight and Balance;Equipment List

Section 7 Systems Description

Section 8 Handling, Servicing and Maintenance

1-4 June 1982

Except as noted, all airspeeds quoted in this

In an effort to provide as complete coverage as

The following information may be provided to

1. Original issues and revisions of Class I

2. Original issues and revisions of FAA Ap -

3. Reissues and Revisions of FAA Ap-

This service is free and will be provided only to

June 1982 1-5

for which this handbook is applicable. For

BEECH AIRCRAFT CORPORATION EX-

The owner/ operator should always refer to all

1-6 June 1982

REVISING THE HANDBOOK

Immediately following the title page is the " Log of

When this handbook is used for airplane

AIRPLANE FLIGHT MANUAL

Section IX contains the FAA Approved Airplane Flight

June 1982 1-7

Upon receipt of a new or revised supplement.

VENDOR-ISSUED STC SUPPLEMENTS

When a new airplane is delivered from the factory, the

1-8 June 1982