How to Fly a BeechCraft Baron G58 | General Aviation Flying Video | Chief Flying Officer
Today, we demonstrate how to fly a BeechCraft Baron G58 in this general aviation flying video on the Chief Flying Officer KZhead channel. Flying a 2017 BeechCraft Baron G58 with Garmin G1000 NXI, I show how to start the plane, a proper departure, initial climb and cruise settings. I also show how to transfer the flight plan using the ForeFlight IPAD Pilot app. We’re flying from KCHS to KLHW, a 106 mile flight from Charleston (CHS) to Fort Stewart (LHW).
A light twin-engine piston aircraft called the BeechCraft Baron was created and manufactured by Beechcraft. In 1961, the aircraft made its debut. It is still in production and is a low-wing monoplane that was derived from the Travel Air. The G58, which is the current production model, has been updated with a glass cockpit, a better passenger compartment, and some improvements to specific airframe components. The BeechCraft Baron G58 piston strikes the ideal blend between power and security, peace of mind, and redundant twin engines. The Baron G58 piston offers excellent flexibility for both business and pleasure with seating for six, huge cargo doors, and two baggage compartments.
The BeechCraft Baron G58 piston has all the amenities you'd want in a warm getaway. Four club-style chairs in a club arrangement with lumbar support and headrests are available in the 137 cubic foot cabin. There are numerous comforts in the cabin, including leather seats, powered headset jacks, twin USB ports, reading lighting, and individually adjustable air vents. Legroom, large luggage, and cargo can all be configured in the cabin to meet your demands.
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The Garmin G1000 NXi avionics, the most recent advancement in integrated cockpit technology, power the BeechCraft Baron G58 aircraft. The new GMC 707 autopilot control panel makes operating the flight deck more straightforward than ever. With the new Garmin GI 275 electronic standby, you can upgrade to a sleek glass touchscreen display while maintaining the traditional appearance of your standby instruments.
The most reliable glass flight deck platform in the market is upgraded to a greater level of performance and capability by the Garmin G1000 NXi system. It combines more computing power with improved features, brighter, more fluid high-resolution displays, and built-in growing capabilities. Your piloting burden may be streamlined and made simpler by the G1000 NXi even before you enter the cockpit. It is simple to understand why the Garmin G1000 NXi is the best flight deck option for your aircraft with its rich feature set and cutting-edge technology. You can rely on these growth-oriented displays to stay up with changing technology and airspace needs because they are supported by the Garmin product support team.
What distinguishes commercial aviation from general aviation? Commercial aviation refers to the scheduling and operation of flights for pay or the transfer of cargo. General aviation refers to non-airline, personal or commercial transportation methods such privately owned aircraft.
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That's a beautiful and unique all white livery. Love it.
Nice flight! The G58 is a little further along from the last Baron I flew. A 56TC in the late 90's.
CFO, what RPM did you have the warm up set at in the initial start up ? Man, it sounded like they were both running above 1500rpms. Is that by design? Hey, beautiful plane. Great flight. Thanks for sharing.
Ouch, go easy on that high rpm governor check - that's just a governing range check, go nice and slow you're just checking to make sure you can control prop rpm. There's a reason why the full feather check is done at 1500rpm, much easier on the governor. Most likely won't blow anything but your governors will last longer! Blue skies, and happy trails!
Thank you sir for the Flight.
Nice! Thanks for the ride along!
Nice takeoff and landing!!!
That’s how it was when I was climbing up to getting on top as you are flying between layers and we got clearance up to 18 thousand and smooth flying conditions
i love this airplane
nice displays .. sweet
Nice, I wanna get my multi in one of these!
What’s your power settings at your altitude and cruise speed at that time
Imagine breaking out of the clouds and you see a pink elephant flying directly towards you😮😮
do you know what the deal is with some barons having pointer noses than others? Do you know what models have the pointy noses and which dont?
I do not, sorry.
Great video, but you did not explain Cruise power and RPM settings. Nor did you explain synchronizing the props. I did not understand what you meant by lean to the magenta. That confuses me with GPS, but I’m sure it has something to do with the preset adjustable peak EGT needles. it is debatable about leaning in cruise. Some like to go 25° lean of peak others will do up to 70° lean of peak. I thought there was a manufacturer specified fuel flow at a given altitude for a given weight and a given atmospheric scenario. I believe most people do not lean enough, and that is why engines get fouled and often some of the reason for engine failures. Automobile engines are basically built the same, except they are water cooled yet you very seldom ever hear of an automobile engine failure. That would be in case of a catastrophic failure like throwing a rod or something like that.
How do you get 26,5 of manifold at 400 feet? , i have an b58 2006, at 040 i have only 23 of manifold and my speed is 156knots.😢
That was at 4000 feet. Are you operating full throttle and Lean of peak ?
@@gaberuz i usually operate full throttle and rich of peak 15.5 gph, in my country the temperatures are extreme, above 100-110 degrees, and the QNH is always below 29.92, arround 29.8-29.7. I think is because of that, same happens with my 182rg, at 6000 feet i have like 20.5 - 21 inch of manifold. (Sorry for english )
On your run up to 2200 rpm’s you should be not only seeing if you get a drop but also testing your governors to make sure they hold 2000 rpm’s on the low side. Pull it back to the detent and it should hold 2,000 and then go back forward.
Not one shot of the engine instruments, rate of climb, nothing.
Beautiful 😍. Too bad it's not a "P" to show the 58's altitude capabilities
you showed nothing but cloud
I believe your suggestion to bring the gear up after lift off is contrary to current training syllabus. The problem was the likely hood of being able to control the roll rate before impacting the ground with an engine failure. The unfeathered propeller reduces lift on that wing causing an immediate dramatic roll. Those that argue one must train for an immediate identification of the failed engine and feather it haven't tried that in a simulator. Recent changes in Flight manual text refer to a nose gear capable of absorbing a nose first landing in the event of an engine failure. The recommended procedure is, terrain clearance permitting, leave the gear down until sufficient altitude allows recover from an engine failure. If you lose an engine before reaching a safe altitude, pull all the power back and land right side up.
I trained with a 30k hour pilot who teaches how I explained. You want a clean plane to accelerate quickly and climb out on one engine if needed.
Agreed
Who is teaching this? I fly a Baron 58 and I’ve never heard of this. You don’t leave your gear hanging for longer than you need. I’ve done a few sim rides at Flight Saftey International and they train once your hand moves from throttle and puts the gear up, you’re committed to flying even with an engine failure. This is also why we don’t take off with flaps, and we accelerate to VMCA before lift off, and then quickly accelerate to the blue line in the initial climb. You can control the roll if you are above VMCA on an engine failure. Whether you can actually climb or not, depends on how high, hot, and heavy you are on takeoff.
I believe the old Identify, verify, and start you shut down procedures for an engine failure is takeoff in the .POH text has been replaced by statements the nose gear has been designed to touch down at climb speeds. Why would that be necessary? Because you can't control an engine failure in takeoff. And in my experience the best time in a simulator to expect an engine failure is when you reach for the gear. As I recall, it takes seven seconds to get the gear up or out, and you are not going to have the time to get it out if you need to get the airplane back down. @@RMAG
I haven’t flown a Baron or Bonanza for at all. I received my multi engine certificate back in 1995 and only have about 28 hours of total time in multiengine aircraft. 1956 Piper Apache, PA23-150 to be precise. Twins are just too expensive to rent anymore especially without riders sharing the expense. In any case I learned in the beginning with any retractable gear to wait till there was no more runway available. However, the concept of VMC rollover is real and you want as little drag and as much of a clean airplane as possible. It is more survivable to land straight ahead with gear up then trying to maintain above VMC with that much drag. This is especially true on hot days where the density altitude is very high. In reality, it would seem if you had an engine failure, you could just settle right on the runway instead of sliding it in. Engine failures occur at least one to 200 feet or more above the ground. So cleaning it up makes sense.
What happened to your instagram?
Grounded 😂
@@ChiefFlyingOfficer stupid social media police deleting ya.
@@ChiefFlyingOfficer when can you get it back?
Prefer HondaJet, no? 😂 (-dr00t)
Prefer the phenom 100
покажи свое ви
Imagine breaking out of the clouds and you see a pink elephant flying directly towards you😮😮