Baron g58 PTM

BARON G58
PILOT TRAINING MANUAL
“The best safety device in any aircraft is a well-trained crew.”™ BARON G58 REVISION 0.2
PILOT
TRAINING FlightSafety International, Inc.
MANUAL Marine Air Terminal, LaGuardia Airport
REVISION 0.2 Flushing, New York 11371
(718) 565-4100
www.FlightSafety.com
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from the aircraft
manufacturer’s Airplane Flight Manual, Pilot Manual, and Maintenance Manuals. It is to be used for
familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict between data
provided herein and that in publications issued by the manufacturer or the FAA, that of the manu-
facturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any suggestions you
might have for improving this manual or any other aspect of our training program.

Courses for the Baron G58 are taught at the following FlightSafety learning center:
Wichita (Hawker Beechcraft) Learning Center

9720 East Central Avenue
Wichita, Kansas 67206
Phone: (316) 612-5300
Toll-Free: (800) 488-3747
Fax: (316) 612-5399
Copyright © 2012 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
Original............0.......... May 2007

Revision......... 0.1......... August 2011
Revision......... 0.2......... June 2013
NOTE:
For printing purposes, revision numbers in footers occur at the bottom of every page that has
changed in any way (grammatical or typographical revisions, reflow of pages, and other changes
that do not necessarily affect the meaning of the manual).
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CONTENTS
CHAPTER 1 AIRCRAFT GENERAL

CHAPTER 2 ELECTRICAL POWER SYSTEMS
CHAPTER 3 LIGHTING
CHAPTER 4 MASTER WARNING SYSTEM
CHAPTER 5 FUEL SYSTEM
CHAPTER 6 AUXILIARY POWER SYSTEM
CHAPTER 7 POWERPLANT
CHAPTER 8 FIRE PROTECTION
CHAPTER 9 PNEUMATICS
CHAPTER 10 ICE AND RAIN PROTECTION
CHAPTER 11 AIR CONDITIONING
CHAPTER 11A AIR CONDITIONING
CHAPTER 12 PRESSURIZATION
CHAPTER 13 HYDRAULIC POWER SYSTEM
CHAPTER 14 LANDING GEAR AND BRAKES
CHAPTER 15 FLIGHT CONTROLS
CHAPTER 16 AVIONICS
CHAPTER 17 MISCELLANEOUS SYSTEMS
CHAPTER 18 PERFORMANCE, WEIGHT AND BALANCE
APPENDIX A FLIGHT PROFILES
APPENDIX B TERMS AND ABBREVIATIONS
1 AIRCRAFT GENERAL
BARON G58 PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-1
History and Significant Design Changes.......................................................................... 1-1
STRUCTURES........................................................................................................................ 1-4
Aft Fuselage and Cabin.................................................................................................... 1-4
Nose Baggage Compartment............................................................................................ 1-5
Forward Cabin Door......................................................................................................... 1-5
Aft Cabin Doors............................................................................................................... 1-6
Cabin Windows................................................................................................................ 1-7
Executive Writing Desk.................................................................................................... 1-7
Seats and Seat Belts.......................................................................................................... 1-8
GROUND CONTROL............................................................................................................. 1-8
LIMITATIONS......................................................................................................................... 1-9
QUESTIONS......................................................................................................................... 1-10
Revision 0 FOR TRAINING PURPOSES ONLY 1-i

1 AIRCRAFT GENERAL
ILLUSTRATIONS
Figure Title Page
1-1 Beechcraft Baron 58.................................................................................................... 1-2

1-2 Baron G58 Dimensions............................................................................................... 1-3
1-3 Aft Cargo Area............................................................................................................ 1-4
1-4 Nose Baggage Compartment....................................................................................... 1-5
1-5 Forward Cabin Door.................................................................................................... 1-5
1-6 Aft Cabin Doors.......................................................................................................... 1-6
1-7 Emergency Exits.......................................................................................................... 1-7
1-8 Executive Writing Table............................................................................................... 1-7
1-9 Baron G58 Ground Turning Clearance........................................................................ 1-8
TABLES
Table Title Page
1-1 Airspeed Limitations.....................................................................................................1-9

1-2 Airspeed Indicator Markings.........................................................................................1-9
Revision 0 FOR TRAINING PURPOSES ONLY 1-iii

1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This chapter provides a brief history of the Beech Baron, as well as a partial list of the signifi-
cant design changes that have been made on the Baron G58 aircraft. Descriptions of the general
structure of the aircraft, baggage compartments, and interior are discussed.
GENERAL
HISTORY AND SIGNIFICANT
DESIGN CHANGES
The Beech Model 95-55 Baron was the founding Deliveries began in November 1960, and
member of a remarkable family of aircraft. acceptance of the new twin-engine four/five-
First flown on February 29, 1960, the Model seat aircraft resulted in further improvement and
95-55 was developed from the earlier Model 95 development of the aircraft.
Travel Air, differing primarily in having more
powerful engines, and design refinements. These The Model B55, introduced in 1963, had four
improvements included a swept vertical tail seats or an optional five/six-seat option. In 1965, a
surface and improved all-weather capability. Model C55 was available with the more powerful
Revision 0.1 FOR TRAINING PURPOSES ONLY 1-1

1 AIRCRAFT GENERAL
285-horsepower Continental IO-520-C engines. In 1984, the 300-horsepower IO-550-C engines

The Model C55 included increased tailplane span were made standard along with the addition of dual
and an extended nose baggage compartment and control columns and known-icing certification.
evolved as a separate Baron model, distinct from The production total of all model Barons, as of
the B55. August 2002, was approximately 6,500.
The United States Army selected the Model In December 2005, Hawker Beechcraft received
95-B55 for military service as an instrument certification for and began delivering the latest
trainer under the designation T-42A Cochise. By Baron Model G58 aircraft. The G58 Baron
1982, production of civil and military 95-B55 introduced the technically advanced Garmin
Barons surpassed 2,400. A total of 1,201 examples G1000 avionics suite. The avionics suite utilizes
of the Model E55 (formerly the C/D55) had been Garmin’s new GFC 700 automatic flight control
delivered when production ended. system, as well as Garmin’s new GWX 68 all
weather radar platform. XM Satellite technology
In 1969, the Baron family introduced the Model provides near real-time Nexrad composite radar
58 (Figure 1-1). It was first flown in June of that information, while terrain and traffic awareness
year. The 58 was a Model 55 fuselage lengthened are enhanced by standard terrain awareness and
10 inches, providing a larger cabin. Double cargo warning system (TAWS-B), traffic information
doors (on the right side of the fuselage) created system (TIS), and optional traffic advisory system
greater access to the aft cabin and rear baggage (TAS).
areas.
The Baron G58 is an all-metal, low-wing, four-
The Model 58 was initially powered by to-six seat, twin-engine aircraft with retractable
Continental IO-520-C engines (found on the landing gear. It is constructed primarily of
E55), but was upgraded to the more powerful aluminum and is certified under Part 23 of the
IO-550-C engines. The pressurized Model 58P Federal Aviation Regulations in the Normal
was introduced in 1975, and the Model 58TC was Category. The Baron G58 is approved for day
introduced in 1976. and night visual flight rule (VFR) and instrument
flight rule (IFR) operations and is also approved
In 1984, Beechcraft changed the configuration for flight into known icing conditions when
of the Model 58 instrument panel, incorporating properly equipped.
smaller, turbine-style engine instruments and
a more conventional throttle quadrant with Refer to Figure 1-2 for the Baron G58 dimensions.
propeller and mixture controls.
Figure 1-1. Beechcraft Baron 58
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1 AIRCRAFT GENERAL
15'11"
WING AREA: 199.2 SQ FT
77" DIAMETER
9'7"
37'10"
9'9"
10.4"
8'11"
29'10"
Figure 1-2. Baron G58 Dimensions

1 AIRCRAFT GENERAL
STRUCTURES
AFT FUSELAGE AND CABIN
The aft fuselage contains control cables, bell-
cranks, pulleys, autopilot servos, and the
emergency locator transmitter (ELT). The aft
cabin contains a cargo/baggage compartment and
net, coat hanger, hat shelf, and display area for
aircraft documentation. The maximum weight
allowable for the aft baggage compartment is
120 pounds. Baggage should be secured with the
installed cargo net (Figure 1-3). Heavy objects
must not be placed on the hat shelf, or damage
may result. Objects in the aft compartment must
always be secured properly.
Figure 1-3. Aft Cargo Area
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1 AIRCRAFT GENERAL
NOSE BAGGAGE FORWARD CABIN DOOR

COMPARTMENT The forward cabin entry door is on the right side
The nose baggage compartment (Figure of the aircraft for use by the pilot and front seat
1-4) is an unheated cargo/baggage area that occupant (Figure 1-5). If seats No. 3 and No. 4
contains avionics and electrical equipment. The are configured for forward facing passengers, the
maximum allowable weight in the nose baggage occupants of seats No. 3 and No. 4 also use this
compartment is 300 pounds. Refer to Section door.
6, Weight and Balance of the Pilot’s Operating
Handbook (POH) for information regarding the
proper loading of cargo and/or baggage, as well
as any limitations that apply.
Figure 1-4. Nose Baggage Compartment Figure 1-5. Forward Cabin Door
The nose baggage compartment door is on the The forward cabin door is held closed by two
right side of the fuselage (forward of the cockpit), pins that insert into the fuselage door frame and a
and is held open by a lever during the loading or hook-and-latch mechanism on the top of the door.
unloading of baggage. The door is held closed The front door is unlatched from inside the cabin
by two latch mechanisms and can be secured for by depressing the lock button and then rotating
flight (or storage) with lock and key. An additional the handle to the most clockwise position. To
safety latch is on the door to prevent the door from open the door from the outside, pull the handle
opening in flight. The nose baggage lock prevents out from its recess until the door opens.
operation of the forward latch mechanism, but
does not otherwise physically secure the door. The forward cabin door is held open by a stay bar
The door must be locked prior to flight to prevent that slides up and into the bottom of the door when
movement of the forward latch due to vibration. fully opened. To avoid damage to the stay bar and
There is no cockpit annunciation or indication to door, park the aircraft facing into the wind.
warn the pilot of an unsecured nose baggage door.
To close, pull the door firmly into position and
A light for the nose baggage compartment is pow- rotate the handle to its most counterclockwise
ered by the hot bus and controlled by a switch. All position. Two distinct clicks are heard and the
G58 models have manual ON/OFF switches but handle swings freely through a small arc.
no AUTO switches.
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1 AIRCRAFT GENERAL
To ensure the door is properly secured for flight, AFT CABIN DOORS
complete the following checks:
Dual cabin doors are installed for use by the
1. Verify that the interior handle swings rear seat passengers (Figure 1-6). If the aircraft
freely through an approximate 3-inch arc. is configured for club seating, all passengers use
these doors for entry and exit.
2. Press firmly on the upper rear corner of
the door. The top door latch must be prop- The aft cabin door assembly consists of two
erly engaged. Pressing the door verifies halves. The forward door is held closed by two
security. If the door corner moves out- bayonet pins actuated by an exterior D-ring handle
ward, the latch is not engaged. and an interior conventional handle. The rear half
3. Courtesy lights—Off. of the aft cabin door is held closed by two J-hooks
actuated by a lift lever recessed into the edge of
If not properly latched, the forward door may open the aft door. The aft cabin doors are held open by
during takeoff or in flight. Aircraft controllability stay bars that lock overcenter when fully opened.
is not affected, but a large amount of wind noise The forward door overlaps and secures the aft
and some slight aerodynamic buffeting occurs. Do door (the aft door must be closed prior to closing
not attempt to close an open door in flight. Make and securing the forward door).
a normal landing and secure the door properly
when clear of the runway. The pilot should secure the aft cabin doors. The
doors can be used as an emergency exit and can
The forward cabin door can be used as an emer- be locked from the outside for security.
gency exit and, while unattended, the aircraft may
be locked with the key for security. Do not lock the rear doors prior to flight. This
prevents them from being used as an emergency
Figure 1-6. Aft Cabin Doors

1 AIRCRAFT GENERAL
exit. If the doors are not locked, they can be

opened in flight by simply rotating the interior
handle. To prevent an inadvertent opening of
the doors in flight, brief the passengers on door
operation prior to flight. If the aft cabin doors are
not properly latched, an AFT DOOR alert displays
on the primary flight display (PFD).
To ensure that the doors are secure for flight, per-

form the following checks:
1. Ensure that the aft door J-hooks fully
engage against the door frame. Figure 1-7. Emergency Exits
2. Ensure that the exterior D-ring handle is
in a horizontal position. The windows are safety-wired to prevent inad-
vertent release of the emergency exit mechanisms
3. Verify that the AFT DOOR alert on the and .020 copper wire is specified for use (refer
PFD is cleared. to the POH). Preflight inspection must include
verifying the use of proper wire and its condition
4. Courtesy lights—Off.
after maintenance prior to carrying passengers.
The aircraft may be flown with the aft cabin doors
removed provided that all applicable limitations
are complied with. EXECUTIVE WRITING DESK
The Baron G58 is equipped with an executive
CABIN WINDOWS writing desk on the side wall of the aft cabin
area (Figure 1-8). The desk is is for light loads
The Baron G58 windows are of Plexiglas and must be stowed for takeoff and landing. Brief
construction and are cleaned using only a soft passengers on its use before flight.
cloth and nonabrasive soap and water. Never
use gasoline, benzene, alcohol, acetone, carbon
tetrachloride, fire-extinguisher fluid, anti-ice
fluid, lacquer thinner, or glass cleaner to clean the
windows. After drying, apply a thin coat of wax
to help prevent scratches, buffing by hand only.
The windscreen is a one-piece, wraparound

assembly. Four side windows are on each side of
the cabin. The pilot side window has an openable
storm window. The forward passenger windows
may be opened for ventilation on the ground, but
must be closed for flight and may also be used
as emergency exits (Figure 1-7). The procedure
for opening the windows for emergency exit is
described on a placard near the window and in
the FlightSafety Training Checklist. When the
emergency exit latch is disengaged, the window
swings up allowing exit. Brief passengers on
window operation prior to flight.
Figure 1-8. Executive Writing Table

1 AIRCRAFT GENERAL
SEATS AND SEAT BELTS GROUND CONTROL

Standard seats in the aircraft are adjustable fore
and aft by a latch release bar under the seat. The The Baron is maneuvered on the ground using
seat backs of the four standard seats can also be a combination of differential power, differential
adjusted to any of four positions by a release lever braking, and nosewheel steering. A spring-loaded
on the inboard side of each seat. linkage from the nosewheel to the rudder pedals
provides nosewheel steering.
The No. 3 and No. 4 seats can be folded over by
rotating the red handle on the lower inboard side Smooth turning is accomplished by allowing the
of the seat back. Seats No. 5 and No. 6 are not aircraft to roll while pressing the appropriate rud-
adjustable but may be placed in the stowed position der pedal (Figure 1-9). Sharper turns require light
to provide additional floor space, or folded down rudder/brake pedal pressure. The inboard wheel
for access to the aft baggage compartment. must rotate during a sharp turn to prevent the
nosewheel from dragging across the ground. If a
Some passenger seats may be fully reclined but wingtip can clear an object in the turn, the tail
must be in the upright position for takeoff and will also.
landing. Outboard armrests for all seats are built
into the cabin sidewalls. Center armrests can be
A
elevated or positioned flush with the seat cushion.
The aircraft can be flown with the aft four seats

removed if the Weight and Balance Data and
Equipment List is updated. B
C
The center row of seats can be installed in a
forward- or rear-facing configuration. If reversing
the seats, ensure that the center armrests are
D
positioned correctly and the seat stops are
installed properly to preclude the seats from
rolling off their rails.
When installed in the club-seating configuration,

the No. 3 and No. 4 seats must have the headrests
fully raised during takeoff and landing. Lap belts A RADIUS FOR WINGTIP.................. 31 FEET 6 INCHES
and shoulder harnesses are standard for all seats B RADIUS FOR NOSEWHEEL ........... 15 FEET 6 INCHES
in the aircraft and all occupants are required to C RADIUS FOR INSIDE GEAR........... 7 FEET 11 INCHES
D RADIUS FOR OUTSIDE GEAR ....... 17 FEET 6 INCHES
wear these for takeoff and landing. The pilot is
required to wear a seat belt and shoulder harness Figure 1-9. B
aron G58 Ground
at all times during flight. Turning Clearance

1 AIRCRAFT GENERAL
LIMITATIONS
The limitations of the aircraft and subsystems are
discussed in this manual as they apply to each
system. For the full list of limitations, refer to the
POH.
Airspeed limitations are shown in Table 1-1.

Airspeed indicator markings are shown in Table
1-2.
Table 1-2. AIRSPEED INDICATOR

Table 1-1. AIRSPEED LIMITATIONS MARKINGS
SPEED KCAS KIAS REMARKS COLOR
Do not exceed CODED SPEED KIAS
Never Exceed SIGNIFICANCE
223 223 this speed in any RANGE STRIP RANGE
(VNE) OR MARKING
operation.
Maximum Do not exceed this Full Flap Operating Range
Structural speed except in
195 195 Lower Limit = Stall speed
Cruising smooth air and then
with flaps down at maximum
(VNO or VC) only with caution.
White Strip 74–122 weight.
Do not make full
or abrupt control Upper Limit = Maximum
Maneuvering (VA) 156 156 speed permissible with flaps
movements above
this speed. fully extended.
Maximum Flap
Do not extend flaps Maximum Speed for
Extension/ White Triangle 152
or operate with flaps approach flaps
Extended (VFE)
extended above this
Approach (15°) 152 152
speed.
Full Down (30°) 122 122 Minimum Single-Engine
Blue Strip 101
Maximum Landing Do not extend, retract Control (VMCA)
Gear Operating/ or operate with gear Normal Operating Range
152 152
Extended extended above this
(VLO/VLE) speed. Lower Limit = Stall speed
with flaps up at maximum
Minimum speed Red Strip 84
weight.
Single-Engine for directional
Minimum Control 83 83 controllability after Upper Limit = Maximum
Speed (VMCA ) sudden loss of Structural Cruise Speed
engine.
Do not extend, retract or
Maximum With Green Strip 84–195 operate with gear extended
Utility door removal
Utility Doors 174 174 above this speed.
kit must be installed.
Removed
Caution Range.
Approved for smooth air only.
Yellow Strip 195–223 Upper Limit = Never Exceed
Speed. Maximum speed for
all Operations.
Red & White Strip >223 High Speed Warning

1 AIRCRAFT GENERAL
QUESTIONS
To answer the following questions, refer to the
FlightSafety Pilot Training Manual, Pilot Training
Checklist, and ground school notes:
1. What cockpit indication alerts the pilot 4. Should the rear doors be locked for flight?
that the nose baggage door is not properly
secured?
2. List the three checks that ensure the forward 5. When are crewmembers and passengers
door is properly secured for flight: required to wear seat belts and shoulder har-
nesses?
1.
2.
3.
6. What procedure is followed if the forward

3. List the four checks that ensure the aft door
door opens in flight?
is properly secured for flight:
1.
2.
3.
4.

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
2 ELECTRICAL POWER
INTRODUCTION................................................................................................................... 2-1
SYESTEMS
GENERAL............................................................................................................................... 2-1
Description....................................................................................................................... 2-1
COMPONENTS...................................................................................................................... 2-2
Batteries............................................................................................................................ 2-2
Alternators........................................................................................................................ 2-2
Bus Tie Relays.................................................................................................................. 2-2
Starters.............................................................................................................................. 2-2
External Power Receptacle............................................................................................... 2-2
CONTROLS AND INDICATIONS......................................................................................... 2-3
Alternator Switches.......................................................................................................... 2-3
BUSES TIED Message..................................................................................................... 2-3
Battery Switches............................................................................................................... 2-3
Start Magneto Switches.................................................................................................... 2-3
Indicators.......................................................................................................................... 2-4
Electrical Buses................................................................................................................ 2-4
Circuit Breakers................................................................................................................ 2-7
Current Limiters............................................................................................................... 2-7
OPERATION........................................................................................................................... 2-7
EMERGENCY/ABNORMAL................................................................................................. 2-7
GLOSSARY OF ELECTRICAL TERMS .............................................................................. 2-8
QUESTIONS........................................................................................................................... 2-9

ILLUSTRATIONS
Figure Title Page
2-1 External Power Receptacle.......................................................................................... 2-2

2-2 MASTER Electrical Toggle/Breaker Switches............................................................ 2-3
2 ELECTRICAL POWER
2-3 Alternator Load Display on Default Engine Page....................................................... 2-4
SYESTEMS
2-4 Electrical System Diagram.......................................................................................... 2-5
2-5 Circuit-Breaker Panels................................................................................................. 2-6

CHAPTER 2
ELECTRICAL POWER SYSTEMS
2 ELECTRICAL POWER
SYESTEMS
INTRODUCTION
This chapter provides the pilot with an understanding of the electrical system in the Baron G58.
In the event of a component malfunction or failure, familiarization with the electrical system
allows the pilot to continue to operate the aircraft by effectively troubleshooting and securing the
affected component. A glossary of electrical terms is provided at the end of the chapter.
GENERAL
DESCRIPTION
The Baron G58 electrical system is a 28 VDC The electrical system is protected through the
(volts, direct current) single wire type architecture use of fuses, circuit breakers, circuit breaker type
with the aircraft main structure used for a negative switches, and current limiters.
ground return. Two 24 volt batteries and two
28 volt alternators provide the system with the
required electrical power.

COMPONENTS EXTERNAL POWER

RECEPTACLE
BATTERIES The external power receptacle is in the outboard
side of the left engine nacelle (Figure 2-1).
A 13-amp/hour air cooled lead acid battery is External power can be used to power the electrical
located under the left nose baggage floor and system with the engines shutdown to charge both
another battery is under the right nose baggage the L BAT and R BAT or to assist an engine start
floor. Each battery is individually capable of during battery discharged conditions.
2 ELECTRICAL POWER
supplying power to the entire aircraft electrical

system.
SYESTEMS
ALTERNATORS
A gear-driven alternator is on each engine. The
100-amp, 28.5-volt alternators are capable of
delivering 100 amps at 2,300 rpm or greater to
the respective engine.
The left alternator is connected to the left bus

through a 100-amp current limiter. It is capable
of supplying power to the entire electrical system
when the right bus is manually tied to the left bus.
The right alternator is connected to the right bus

through a 100-amp current limiter. It is capable Figure 2-1. External Power Receptacle
of supplying power to the entire electrical system
when the left bus is manually tied to the right bus.
Both the left and right battery must be installed
If either (or both) the left or right alternator is in the aircraft (and connected to the electrical
off the line, a red warning advisory appears on system) prior to the application of external power.
the primary flight display (PFD). Take corrective The bus tie relay is powered closed with the
action using the appropriate Pilot’s Operating application external power.
Handbook (POH) checklist.
With the batteries in the system, any voltage
transients or spikes from the external power unit
BUS TIE RELAYS are absorbed by the batteries.
The left and right buses are connected by a nor-
mally open electrical relay that can be manually Additionally, with the BAT switches ON, and the
closed by the pilot anytime the left or right alter- AVIONICS MASTER switch OFF, the avionics
nator fails. master relay is powered open and the entire
avionics bus is protected during application of
external power. Without the batteries in the system
STARTERS prior to application of external power, avionics
damage from voltage transients could occur.
Each starter is energized by its respective battery
through its battery master relay. Each starter is
actuated by a magneto/start switch.

CONTROLS AND BATTERY SWITCHES

INDICATIONS The L BAT and R BAT toggle switches are on the
MASTER electrical switch panel (Figure 2-2).
Each switch has two positions:
ALTERNATOR SWITCHES
• L or R BAT
The L ALT and R ALT toggle switches are on the
MASTER electrical switch panel (Figure 2-2). • OFF
2 ELECTRICAL POWER
The switches have three positions:
• L ALT or R ALT START MAGNETO SWITCHES
SYESTEMS
• OFF Each starter is actuated by an associated rotary
magneto START switch on the pilot subpanel
• BUS TIE—Forces the remaining alterna- (Figure 2-2). The switches have five positions:
tor to power both the left and right buses.
BUSES TIED message appears on the pri- • OFF
mary flight display (PFD) as an advisory • R
alert.
• L
BUSES TIED MESSAGE • BOTH
When the BUSES TIED message appears on the • START
PFD, monitor the appropriate BUS VOLTS and
ALT LOAD indications on the multifunction When either switch is rotated to the START
display (MFD) to verify that both buses are being position, the associated starter relay is energized,
powered adequately and that ALT LOAD is less allowing power from the associated battery to
than 100% on the remaining alternator. If ALT begin rotating the starter. When the starter relay
LOAD exceeds 100%, shed the appropriate loads is energized, an R (or L) START ENGD advisory
according to the Pilot’s Operating Handbook message appears on the PFD.
(POH) Abnormal Procedures checklist.
Figure 2-2. MASTER Electrical Toggle/Breaker Switches

When the magneto/start switch is released, power

disconnects from the start relay and starter, and
the START ENGD message clears. If the message
remains on the PFD after the START switch is
released, turn off both batteries and alternators
and perform an engine shutdown. Failure to do so
may result in electrical component failure and/or
damage to the engine and starter.
2 ELECTRICAL POWER
NOTE
SYESTEMS
An absence of the STARTER ENGD

message during engine start indicates a
failure of the warning system.
INDICATORS
The load indications for the left and right
alternators display on the default engine display
on the MFD (Figure 2-3) An L and R pointer
indicates the alternator output from 0–100% on
a horizontal tape display. Left and right alternator
output at 100% is 100 amps and is indicated by
the top of the green bar.
Figure 2-3. A
lternator Load Display
on Default Engine Page
Alternator loads:
• Operating range (green bar)—0% to100%
• Caution range (yellow bar, yellow digits)—
More than 100–110%
ELECTRICAL BUSES
The left battery and alternator are connected to
the left bus. The right battery and alternator are
connected to the right bus. The left and right
buses are individually comprised of and power
three smaller sub-buses through appropriately
rated current limiters (Figure 2-4).

GEA RIGHT
ALT LOAD RIGHT
RIGHT ALTERNATOR
BATTERY
RIGHT 100A
SHUNT
START
2 ELECTRICAL POWER
START BATTERY ALT
SYESTEMS
CONTROL RELAY RELAY
RELAY 100A
RIGHT BUS SECTION #1
GEA 100A
BUS
VOLTS 80A 80A 35A
AVIONICS BUS
L SUBPANEL BUS R BUS SECTION #2

AVIONICS
RELAY BUS TIE
RELAY
GEA LEFT
ALT LOAD
LEFT
LEFT ALTERNATOR
BATTERY
LEFT 100A
SHUNT EXT POWER
START
START BATTERY ALT

CONTROL RELAY RELAY
RELAY 100A
EXT
POWER
RELAY
LEFT BUS SECTION #1

100A
GEA
BUS
VOLTS 35A 60A 35A
L CB PANEL BUS L SUBPANEL BUS L BUS SECTION #2
Figure 2-4. Electrical System Diagram

2 ELECTRICAL POWER
SYESTEMS
Figure 2-5. Circuit-Breaker Panels

The left bus (essential bus) is comprised of three CURRENT LIMITERS

smaller buses on various CB panels in the cock-
pit. The left side of the avionics CB panel below Current limiters serve as large load circuit pro-
the copilot control column (Figure 2-5) houses tection for each of the individual buses and CB
the essential left bus avionics circuit breakers. panels in the electrical system. Current limiters
are large amperage fuses that sever when a con-
tinuous high load is placed on the affected circuit.
CIRCUIT BREAKERS Current limiters are not available to the pilot for
resetting or replacement in flight.
2 ELECTRICAL POWER
Essential left bus circuit breakers are also on the
left CB panel (Figure 2-5) and supply power to
SYESTEMS
the:
• LDG GR POS LTS
OPERATION
• CABIN LTS The system is operated by turning the battery
and alternator switches on. The pilot should
• LEFT START RELAY be familiar with the normal indications on the
• LEFT FUEL BOOST PUMP loadmeters and voltmeters, and they should be
monitored throughout the flight.
• AIR COND
• AIR COND BLOWER Electrical switches are color-coded as follows:
• Blue—Electrical System
Switch-type circuit breakers on the pilot subpanel
protect the left battery and alternator, as well as • Gold—Ice Protection Systems
the essential lighting and ice protection items (see • Silver—Lighting
Figure 2-2).
• Green—Powerplant/Fuel
The right bus is comprised of three smaller sub-
buses on the various CB panels in the cockpit. The
• Black—Environmental
right side of the AVIONICS BUS CB panel below
the copilot control column houses the right bus For specific, current instructions on operating
avionics circuit breakers for nonessential avionics procedures, refer to the Pilot’s Operating Hand-
items (Figure 2-5). book (POH).
All remaining circuit breakers on the left CB panel

power right bus items, including the AVIONICS EMERGENCY/
MASTER, LANDING GEAR MOTOR, and
LANDING GEAR RELAY (Figure 2-5). ABNORMAL
Switch-type circuit breakers on the pilot subpanel If an electrical system malfunction is suspected,
protect right bus nonessential lighting and ice pro- refer to the appropriate emergency procedures
tection items (Figure 2-5). These circuit breakers checklist and land as soon as practical. For
turn off when the associated component is short- specific, current instructions on operating pro-
circuiting and/or the wiring is overheating. After cedures, refer to the Pilot’s Operating Handbook
allowing the affected circuit to cool, only reset a (POH).
circuit breaker if the affected component is neces-
sary to complete the flight safely.

GLOSSARY OF
ELECTRICAL TERMS
Amperage—The measure of flow rate in an Relay—A device used to close a circuit in
electrical circuit. Amperage is analogous to fluid a location remote from the control switch.
flow rate in a hydraulic system. Generally used to reduce long runs of heavy wire
or to control several circuits at once with a single
Bus—A central distribution point for electrical switch. Relays are moved in one direction by a
2 ELECTRICAL POWER
power. The bus is where power is divided among spring and in the other direction by energizing
circuits. an electromagnet. The spring-loaded position is
SYESTEMS
referred to as the “normal” position and the relays

Circuit Breaker—A circuit protection device are designated as “normally open” or “normally
that responds to excessive amperage by heating closed” (N.O. or N.C.)
up and opening the circuit. Most aircraft circuit
breakers are push-pull type or switch-type, and Resistance—The measure of a conductor’s
are resettable. tendency to impede the flow of electricity.
Current Limiter—A large, slow-blow fuse, Short Circuit—A fault condition of a circuit
which is used to protect large capacity circuits. wherein electricity bypasses the load and goes
directly to ground usually resulting in excessive
Diode—An electrical check valve that limits flow current flow. This condition is usually due to a
in one direction. broken wire and typically opens a circuit breaker
or blows a fuse.
Fuse—A circuit protection device that responds
to excessive amperage by heating up, melting, Solenoid—A relay-type device used to control
and opening a circuit. An open or “blown” fuse a mechanical function electrically. Solenoids are
must be replaced. commonly used to open and close valves.
Ground—The return path used to complete a Voltage—The measure of electrical potential.

circuit. Electrical power must be able to return Voltage is analogous to pressure in a hydraulic
to ground to do any work. In metal aircraft, the system.
structure is commonly used as ground.
Hot-wired—Hot-wired items are wired directly

to the battery through the hot-wired bus. The
battery switch does not need to be on for these
items to operate.
Open circuit—A circuit without a complete

path. This condition may be created deliberately
by turning a switch off, or may be due to a fault in
a circuit (e.g., broken wire).

QUESTIONS
2 ELECTRICAL POWER
1. What is the normal operating voltage of the 5. What causes an R or L ALT INOP annuncia-
electrical system? tion on the PFD?
SYESTEMS
2. Where are the batteries located? 6. What is meant by the term “hot-wired”?
3. List the four functions of the batteries: 7. List the four types of circuit protection in
the system:
1.
1.
2.
2.
3.
3.
4.
4.
4. What is the engine rpm required to obtain 8. What type of circuit breakers are installed
full output from the alternators? for the external lighting and heated anti-
icing equipment and where are they located?

9. If the batteries are too weak to close the bat- 12. What should never be done with a circuit
tery master relays, what should be done? breaker, and why?
Why?
2 ELECTRICAL POWER
SYESTEMS
10. During an IFR flight, there is a dual alter- 13. Why should the battery switches be on
nator failure. Should the landing gear be before connecting external power?
extended electrically? Why or why not?
11. How can you determine whether a starter

has remained engaged after engine start?

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
INTERIOR LIGHTING........................................................................................................... 3-2
Nose Baggage Compartment Light.................................................................................. 3-2
Cockpit Lights.................................................................................................................. 3-2
Cabin Lights..................................................................................................................... 3-2
EXTERIOR LIGHTING.......................................................................................................... 3-4
3 LIGHTING
Landing Lights................................................................................................................. 3-4
Taxi Lights........................................................................................................................ 3-4
Wing Ice Light.................................................................................................................. 3-4
Navigation Lights............................................................................................................. 3-5
Beacon Lights................................................................................................................... 3-5
Strobe Lights.................................................................................................................... 3-5
QUESTIONS........................................................................................................................... 3-6

ILLUSTRATIONS
Figure Title Page
3-1 Interior Light Switches................................................................................................ 3-2

3-2 Interior Light Intensity Rheostats................................................................................ 3-2
3-3 Overhead Courtesy Lights........................................................................................... 3-2
3-4 Courtesy Step Light..................................................................................................... 3-3
3-5 Landing Lights............................................................................................................. 3-4
3-6 Taxi Light.................................................................................................................... 3-4
3-7 Wing Ice Light............................................................................................................. 3-4
3-8 Navigation and Strobe Lights...................................................................................... 3-5
3 LIGHTING

CHAPTER 3
LIGHTING
3 LIGHTING
INTRODUCTION
The lighting on the Baron G58 aircraft includes interior and exterior lighting systems.
GENERAL
Interior lighting provides illumination of the
cockpit, avionics, flight instruments, and cabin
areas. Exterior lighting consists of landing, taxi,
navigation, anticollision, and strobe lights.

INTERIOR LIGHTING
NOSE BAGGAGE
COMPARTMENT LIGHT
The nose baggage compartment contains a light
that is controlled by a manual ON/OFF switch
located in the nose baggage compartment.
COCKPIT LIGHTS
On the Baron G58 aircraft, a pair of on-off switches
on the pilot subpanel (Figure 3-1) control instru-
ment flood and panel lighting. The intensity of the
lights is controlled by four rheostats on the copi-
lot subpanel (Figure 3-2): Figure 3-2. Interior Light
• INST FLOOD rheostat—Adjusts the inten- Intensity Rheostats
sity of the flood light in the glareshield
• FLIGHT INST rheostat—Adjusts the CABIN LIGHTS
intensity of the primary flight display
The Baron G58 is equipped with rear seat
3 LIGHTING
(PFD) and multifunction display (MFD)

overhead reading lights. The lights are controlled
• LIGHTING rheostat—Adjusts the intensity by a push on/push off switch, which is adjacent to
of the PFD and MFD bezel backlighting, the light (Figure 3-3).
as well as the subpanel backlighting
• STANDBY INST rheostat—Adjusts the Courtesy lights illuminate whenever the cabin
lighting intensity of the standby instru- doors are unlatched. The three right side cabin
ments that are next to the MFD reading lights illuminate as courtesy lights
whenever the forward or aft cabin doors are
A push on/push off switch on the right horn of unlatched. A timer extinguishes the courtesy
the pilot control wheel activates lighting for the lights after 15 minutes.
OAT gage, the magnetic compass, and the red
light-emitting diode (LED) map light under the
pilot yoke. A similar switch on the copilot control
wheel activates only the red LED map light under
the copilot yoke.
Figure 3-1. Interior Light Switches Figure 3-3. Overhead Courtesy Lights

A step courtesy light is on the right fuselage (Fig-

ure 3-4). This light, controlled by a 15-minute
timer, illuminates if the doors are unlatched.
3 LIGHTING
Figure 3-4. Courtesy Step Light

EXTERIOR LIGHTING
LANDING LIGHTS
The G58 has landing lights that are in the engine
nacelles (Figure 3-5).
Figure 3-6. Taxi Light

Figure 3-5. Landing Lights
WING ICE LIGHT
3 LIGHTING
The landing lights are controlled by individual The wing ice inspection light is mounted in the
switch-type circuit breakers on the pilot subpanel. left engine nacelle and illuminates the left wing
Operation of the landing lights for longer than leading edge (Figure 3-7). The light is controlled
10 minutes on the ground should be avoided to by a switch-type circuit breaker on the pilot
prevent overheating the bulbs. subpanel.
Use of landing lights is recommended during
takeoff and landing to aid other pilots in seeing
and avoiding your aircraft.
TAXI LIGHTS
The taxi light is on the nosewheel (Figure 3-6).
The light is controlled by a switch-type circuit
breaker on the pilot subpanel. The taxi light turns
with the nosewheel but does not automatically
turn off with gear retraction.
Figure 3-7. Wing Ice Light

NAVIGATION LIGHTS STROBE LIGHTS

The navigation lights are on each wingtip and The strobe lights are in each wing tip (Figure
tail. The right wingtip has a green light, the left 3-8) and on the tail. The lights are controlled by a
wingtip has a red light (Figure 3-8), and the tail switch-type circuit breaker on the pilot subpanel.
has a white light.
Strobe lights should be left off when on the
Control of the navigation lights is accomplished ground to prevent interference with pilots of other
by a switch-type circuit on the pilot subpanel. A aircraft. It is also recommended that the strobe
vertical glareshield is on each wing to prevent the lights not be used in instrument or low-visibility
pilot from being blinded by the strobe lights. Two conditions due to an increased chance of vertigo
small holes are in each vertical glareshield: one from strobe reflection off clouds, dense haze, fog,
for verification of strobe operation and the other or dust.
to confirm navigation light operation.
BEACON LIGHTS
Two anticollision beacon lights are on the Baron
G58 aircraft. One is on top of the vertical stabilizer
and the other is on the belly of the fuselage.
Control for the lights is provided by a switch-type
circuit breaker on the pilot subpanel.
3 LIGHTING
Figure 3-8. Navigation and Strobe Lights

QUESTIONS
To answer the following questions, refer to your
FlightSafety Pilot Training Manual (PTM), Pilot
Training Checklist and ground school notes:
1. Which lights illuminate when the cabin 4. Where is the ice light located?
doors are opened?
2. How are the cockpit lights turned on and 5. When should the strobe lights not be used?
how is the intensity of the lights controlled?
3 LIGHTING
3. What is the maximum recommended dura- 6. After takeoff, how is the taxi light turned
tion for use of the landing lights on the off?
ground?

CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
ALERTING SYSTEM............................................................................................................. 4-2
Alerting System Displays................................................................................................. 4-2
Pilot Actions During Alerts.............................................................................................. 4-2
GFC 700 AFCS Alerts and Annunciators......................................................................... 4-2
Annunciator Testing......................................................................................................... 4-2
QUESTIONS........................................................................................................................... 4-4
4 MASTER WARNING
SYSTEM

ILLUSTRATIONS
Figure Title Page
4-1 Annunciator Test Button.............................................................................................. 4-3

4-2 Photoelectric Cell........................................................................................................ 4-3
4 MASTER WARNING
SYSTEM

CHAPTER 4
MASTER WARNING SYSTEM
INTRODUCTION
4 MASTER WARNING
This chapter describes the master warning system on the Baron G58 aircraft. For more informa-
tion about the alerting system and annunciations, refer to the Garmin G1000 G58 Annunciations
SYSTEM
and Alerts Pilot’s Guide supplied with the aircraft, or visit http://www.garmin.com to download
a replacement copy.
GENERAL
Warning annunciators may be the first indication of meanings and causes for illumination, as well as
malfunction in a system. Status indicators provide any necessary corrective action to be taken in the
information helpful to the safe operation of the event of annunciator illumination.
aircraft. The pilot should be aware of annunciator

ALERTING SYSTEM GFC 700 AFCS ALERTS AND

ANNUNCIATORS
The G1000 provides an ANNUNCIATION and
an ALERTS window on the primary flight display All autopilot status and malfunction annunciators
(PFD) to inform the pilot of any warning, cau- display on the PFD in the AFCS System Status
tion, or advisory alerts that may occur during the Field. Consult the Garmin GFC 700 Pilot’s Guide
operation of the aircraft. The pilot should become for more detailed information concerning autopi-
familiar with all alerts and annunciations prior to lot annunciators and alerts.
operation of the aircraft.
ANNUNCIATOR TESTING
ALERTING SYSTEM DISPLAYS Annunciator testing can be accomplished by
Whenever a malfunction occurs affecting a pressing the red ANNUN TEST button on the
component that is monitored by the numerous lower left corner of the pilot subpanel. When the
sensors of the G1000, an appropriately colored ANNUN TEST button is pressed, the landing gear
alert message illuminates on the PFD. Depending and flap position indicators illuminate (Figure
on the malfunction, it may be accompanied by an 4-1). Any bulb that does not illuminate during the
aural warning tone. test should be replaced prior to flight. The landing
gear and flap annunciator lights should be tested
When an alert occurs, a banner above the before each flight and anytime that the integrity
ALERTS softkey on the PFD assumes an appro- of a bulb is in question.
priate label and color. A flashing red label appears
for warning alerts, a flashing yellow label for The intensity of the annunciators is controlled by
caution alerts, and a flashing white label for advi- a photoelectric cell on the pilot subpanel (Figure
sory alerts. A continuous aural tone sounds for 4-2). Whenever the ambient light in the cockpit is
each warning alert until the pilot acknowledges low, the photoelectric cell automatically dims the
the alert by pressing the softkey or corrects the intensity of all annunciators.
triggered indication. The aural tone only sounds
once for caution alerts and no pilot acknowledge-
ment is required to silence the tone. No aural
tone is provided for advisory alerts so the pilot
must occasionally scan the alerts window for
4 MASTER WARNING
advisories.
SYSTEM
PILOT ACTIONS DURING

ALERTS
When the pilot recognizes an ALERT, the pilot
first acknowledges the alert by pressing the soft-
key below the annunciation. This also cancels
the continuous aural warning tone. When the
ALERTS softkey is pressed twice, the appropriate
annunciation displays in the ALERTS window. If
more than one ALERT occurs, they display in
order of priority (highest-priority items at the top
of the list). Pressing the ALERTS softkey again
displays the ALERTS window and a brief tex-
tual description of each ALERT. For guidance on
how to appropriately respond to an ALERT, refer
to the Garmin G1000 Annunciations and Alerts
Pilot’s Guide and the appropriate Pilot’s Operat-
ing Handbook Checklist.
Figure 4-1. Annunciator Test Button
PHOTOELECTRIC CELL
4 MASTER WARNING
SYSTEM
Figure 4-2. Photoelectric Cell

QUESTIONS
FlightSafety Pilot Training Manual, Pilot Train-
ing Checklist, and ground school notes:
1. Where are caution and warning alerts dis-

played?
2. What must be done to silence the continuous

aural tone associated with warning alerts?
3. How are the landing gear and flap annuncia-

tors dimmed?
4 MASTER WARNING
SYSTEM

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
Description....................................................................................................................... 5-2
Approved Fuels................................................................................................................ 5-2
COMPONENTS...................................................................................................................... 5-2
Fuel Boost Pumps............................................................................................................. 5-2
Fuel Fillers........................................................................................................................ 5-2
Fuel Flow.......................................................................................................................... 5-2
Fuel Selectors................................................................................................................... 5-2
Fuel Vents......................................................................................................................... 5-3
Strainers............................................................................................................................ 5-3
Drains............................................................................................................................... 5-4
CONTROL AND INDICATIONS........................................................................................... 5-4
FUEL SELECTOR Control Handle................................................................................. 5-4
Fuel Sight Gages.............................................................................................................. 5-4
Fuel Quantity Indicators................................................................................................... 5-5
LIMITATIONS......................................................................................................................... 5-6
EMERGENCY/ABNORMAL CROSSFEED......................................................................... 5-7
5 FUEL SYSTEM
QUESTIONS........................................................................................................................... 5-8

ILLUSTRATIONS
Figure Title Page
5-1 Fuel Filler Ports........................................................................................................... 5-2

5-2 Baron G58 Fuel System............................................................................................... 5-3
5-3 Snap-Type Fuel Drain.................................................................................................. 5-4
5-4 Flush-Type Fuel Drain................................................................................................. 5-4
5-5 Fuel Selector Panel...................................................................................................... 5-4
5-6 Fuel Sight Gage........................................................................................................... 5-5
5-7 Fuel Quantity Indicators.............................................................................................. 5-5
5-8 FUEL BOOST PUMP Switches.................................................................................. 5-6
5 FUEL SYSTEM

CHAPTER 5
FUEL SYSTEM
INTRODUCTION
A complete understanding of the fuel system is essential to safe and efficient operation of the
aircraft. This section gives the pilot the information needed for competent and confident opera-
tion of the fuel system.
GENERAL
The Baron G58 fuel system supplies fuel to is a gravity-fed system. Each wing tank has a
the engines during normal and emergency quantity indicator to give the pilot indications of
conditions. Fuel crossfeed lines make all fuel the amount of fuel in the tanks.
onboard available to either engine. The system
5 FUEL SYSTEM

DESCRIPTION
The fuel system capacity is 200 gallons (194
usable gallons). The system is comprised of
three interconnected rubber bladders in each
wing to provide all usable fuel to either engine
and a 14-gallon wet wing tip cell is added and
interconnected to the bladder system.
Rubber bladder cells are susceptible to damage

from improper fueling techniques. Observe fuel-
ing operations to ensure fuel filler nozzles are
not inserted more than three inches into the filler
port. If the aircraft is to be out of service for an Figure 5-1. Fuel Filler Ports
extended period, fill the bladder cells to prevent
them from drying out.
Inspect the fuel cap rubber O-rings for deterio-
ration; if the O-rings are heavily cracked they
APPROVED FUELS should be replaced to prevent water from seeping
into the tanks. A jet nozzle restrictor is in the filler
100LL (blue) and 100 (green) octane aviation openings to reduce the likelihood of misfueling
fuels are approved for use in the G58 aircraft. If the aircraft.
either of those is not available, use 115/145 (pur-
ple) octane fuel. Never use auto-gas, jet fuel, or
80 (red) octane fuel in the aircraft. Use of these FUEL FLOW
fuels can cause engine detonation and failure.
Gravity forces the fuel to flow through the cells to
the low point in the system. From the low point,
the fuel flows into the fuel lines where some of the
COMPONENTS fuel flows to the fuel selector valve on the same
side of the aircraft. The remainder of the fuel
FUEL BOOST PUMPS flows into the crossfeed line over to the opposite
fuel selector valve for crossfeed operation. After
Fuel boost pumps are in the main landing gear passing through the fuel selector valve the fuel
wheel wells and are controlled with the FUEL flows through the fuel strainer the engine-driven
BOOST PUMP switches. The boost pumps fuel pump, then is routed through the fuel flow
increase the pressure in the fuel lines between the transducer, fuel manifold valve and fuel injectors
respective fuel tank and engine. (Figure 5-2).
FUEL FILLERS FUEL SELECTORS

The standard fuel system incorporates a single A fuel selector valve for each wing tank system
filler in the leading edge of each wing. The directs the flow of fuel from the wing tanks to the
optional system includes an additional filler in the respective engine. The fuel selector valve receives
wingtip (Figure 5-1) through which the system fuel from two sources:
may be completely fueled. Due to the dihedral • Same side fuel tank through the normal
5 FUEL SYSTEM
of the wing, the wingtip caps are higher than supply line
the leading edge caps. Always check the wingtip
tanks for fuel first. If the wingtip tanks contain • Opposite side fuel tank through the cross-
fuel, do not open the leading edge cap or fuel will feed line
exit from the opening.
Selector valve position is controlled by a selector
control handle.

LEGEND FUEL FLOW

DIVIDER HEATER
FUEL FILLER FUEL HEATER
FUEL FLOW PUMP
FUEL QUANTITY TRANSMITTER TRANSDUCER
FUEL
ENGINE-DRIVEN PUMP SELECTOR
VALVE AND
FUEL SIGHT DRAIN
WING TIP GAGE
FUEL DRAIN
FUEL
SELECTORS
OUTBOARD LEADING INBOARD LEADING EDGE CELL
EDGE CELL
WING TIP DRAIN

FUEL CELL BOX SECTION CELL BOOST
PUMP
CROSSFEED
DRAINS LINES
SIPHON BREAK VALVE STRAINER

PRESSURE RELIEF VALVE
EXTERNAL HEATED
VENT
Figure 5-2. Baron G58 Fuel System
The minimum takeoff fuel requirements are stated Openings for these valves are on the underside
on a placard on the fuel selector panel. The panel of each wing. The ram air vent is forward of the
also shows a schematic of fuel flow. flap near the wing root. The pressure relief and
siphon break openings are near the wingtip. Visu-
ally check that all of the fuel vents and openings
FUEL VENTS are free of obstructions prior to flight.
Each fuel tank is vented through an external,
heated ram air fuel vent. The vent replaces STRAINERS
consumed fuel with air to prevent the bladder
cells from collapsing. A check valve prevents fuel A fuel strainer is in the forward section of each
from porting overboard through the vent line. main landing gear wheel well. The strainer
removes solid contaminants from fuel being sup-
A pressure relief valve relieves excess pressure plied to the engine-driven fuel pump. A drain
in the bladder cells due to fuel expansion by for the strainer is forward of the wheel well. The
venting pressure overboard. A siphon break valve strainer should be cleaned every 100 hours.
prevents the pressure relief valve from siphoning
fuel overboard after relieving an overpressure
condition. This vent may also prevent suction
buildup in the tank if the normal vent line is not
5 FUEL SYSTEM
working.

DRAINS CONTROL AND

Fuel drains are in the aircraft to remove water and INDICATIONS
sediment from the fuel system. The Baron G58
has 10 drains. The systems have snap-type drains
in each wing near the fuselage for draining the FUEL SELECTOR CONTROL
inboard leading edge cell, as well as three flush- HANDLE
type drains around the main gear well for draining
the box cell, the fuel selector, and fuel strainer A FUEL SELECTOR control handle on the cock-
(Figure 5-3). Flush-type drains near the wing tips pit floor controls selector valve position (Figure
for draining the wet wing tip cells (Figure 5-4). 5-5). The handle drives a cable connected to the
valve in the wheel well. The handle has three
positions: ON, OFF, and CROSSFEED.
Figure 5-3. Snap-Type Fuel Drain
Figure 5-5. Fuel Selector Panel
FUEL SIGHT GAGES

An external fuel sight gage is outboard of each
engine nacelle (Figure 5-6). The gage is operated
Figure 5-4. Flush-Type Fuel Drain by a mechanical float and has a usable range of
40–60 gallons. The sight gages are helpful for
partial fueling and should only be used when
To avoid damage to flush-mounted drains, do not indicating within the calibrated range. If using
push the fuel tester too far into the drain or they the fuel sight gages during fueling, anticipate an
may be permanently damaged. All fuel drains approximate 5-gallon lag in quantity indications.
should be drained prior to the first flight of each
day and after each refueling.
5 FUEL SYSTEM

Figure 5-6. Fuel Sight Gage
FUEL QUANTITY INDICATORS

Each fuel tank system contains three fuel quantity
transmitters. Floats in the tanks operate the
transmitters to send an electrical signal to the
GEA 71 unit. This information is then displayed
on the default Engine page as a horizontal tape
with pennants labeled “L” and “R” to indicate
approximate fuel quantity in each wing (Figure
5-7).
The fuel tape indicates the approximate quantity

of fuel in the tanks and should not be relied on
as the sole source of fuel quantity information.
Visually check the fuel level before flight and
monitor fuel flow and operation time on the
tanks to accurately determine the fuel quantity
available.
The fuel quantity indicators read FULL until

the quantity in the respective tank is below
approximately 75 gallons, and then the respec-
tive pennants move, indicating fuel remaining.
The fuel quantity indicators indicate values based
on 150 gallons (75 gallons per side) or less. For
example, the line in the middle of the tape display
indicates half of 150 gallons, not half of the total
fuel capacity. Therefore, when the indicators are
5 FUEL SYSTEM
positioned at the full tank index, the fuel quantity

is 75 gallons, not half of the total usable fuel (97
gallons).
Figure 5-7. Fuel Quantity Indicators

FUEL BOOST PUMP SWITCHES LIMITATIONS

Individual three-position FUEL BOOST PUMP • Usable fuel with full tanks:
switches are on the pilot subpanel (Figure 5-8).
Each switch has three positions: HI, LO, and °° 194 gallons
OFF. The LO setting is recommended for opera- • Use only aviation-grade fuel. The accepted
tion in ambient temperatures above 32°C (90°F). grades are:
The HI and LO positions perform the following
functions: °° 100LL
• LO position: °° 100
°° 115/145 as an alternate
°° Minor vapor purging
• Takeoff is prohibited with less than 13 gal-
°° Increasing fuel flow lons in either wing fuel tank or with either
°° Crossfeeding fuel for one-engine inop- fuel quantity gage indicating in the yellow
erative operation arc.
• HI position: • Use the fuel crossfeed system during emer-
gency conditions in level flight only.
°° Normal start, priming
• Slips are limited to a 30-second duration to
°° Extreme vapor purging avoid unporting the low points of the fuel
°° To provide fuel pressure in the event of tanks.
engine-driven fuel pump failure
Figure 5-8. FUEL BOOST PUMP Switches

5 FUEL SYSTEM

EMERGENCY/
ABNORMAL
CROSSFEED
The fuel crossfeed system is used during
emergency operations. Crossfeed lines connect
the normal fuel supply lines so all usable fuel
can be used by either engine. The system cannot
transfer fuel from one tank to the other.
For crossfeed operation, the FUEL SELECTOR

for the operating engine must be placed in the
CROSSFEED position. The FUEL BOOST
PUMP switch for the operating engine may also
be turned to the LO position to help draw fuel out
of the tank and through the crossfeed line.
Only use the crossfeed system during emergency

conditions in level flight. If it is necessary to use
crossfeed to complete the flight, enter crossfeed
early enough to allow for approach and landing to
be conducted with the FUEL SELECTOR in the
ON (normal) position.
A crossfeed check during shutdown allows for

dual crossfeed operation to prevent fuel stagnation
in the crossfeed lines. Refer to the FlightSafety
Training Checklist for the normal and emergency
procedures concerning crossfeed.
5 FUEL SYSTEM

QUESTIONS

FlightSafety Pilot Training Manual, Pilot
Training Checklist, and ground school notes:
1. State why a pilot should observe fueling 7. When may the crossfeed system be used?
operations.
2. What grades of fuel are acceptable for nor- 8. What is the purpose of the crossfeeding
mal use in the aircraft? check conducted during shutdown?
3. How many fuel drains does the aircraft have 9. What is the maximum slip duration?
and when should they be drained?
4. What precautions should be taken when 10. What is the fuel capacity of your Baron G58
draining the flush-mounted drains? aircraft?
5. In what range is the FUEL SIGHT GAGE 11. What is meant by usable and unusable fuel?
usable?
6. List the normal and emergency uses of the

5 FUEL SYSTEM
boost pumps.

6 AUXILIARY POWER
SYSTEM
The information normally contained in this chapter is not
applicable to this particular aircraft.
Revision 0.1 FOR TRAINING PURPOSES ONLY 6-i

CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION................................................................................................................... 7-1
7 POWERPLANT
GENERAL............................................................................................................................... 7-1
Induction Air.................................................................................................................... 7-2
Exhaust Air....................................................................................................................... 7-3
FUEL INJECTION SYSTEM................................................................................................. 7-3
Description....................................................................................................................... 7-3
Components...................................................................................................................... 7-4
IGNITION SYSTEM............................................................................................................... 7-5
Description....................................................................................................................... 7-5
Controls and Indications................................................................................................... 7-5
Operation.......................................................................................................................... 7-6
LUBRICATION SYSTEM...................................................................................................... 7-6
Description....................................................................................................................... 7-6
ENGINES................................................................................................................................ 7-7
Description....................................................................................................................... 7-7
Components...................................................................................................................... 7-7
Controls and Indications................................................................................................... 7-7
Operation.......................................................................................................................... 7-9
Limitations..................................................................................................................... 7-12

PROPELLERS....................................................................................................................... 7-13
Description..................................................................................................................... 7-13
Components.................................................................................................................... 7-13
Operation........................................................................................................................ 7-16
QUESTIONS......................................................................................................................... 7-18
7 POWERPLANT
Engines........................................................................................................................... 7-18
Propellers........................................................................................................................ 7-19
7-ii FOR TRAINING PURPOSES ONLY Revision 0

ILLUSTRATIONS
Figure Title Page
7-1 IO-550-C Engine......................................................................................................... 7-2

7-2 Induction Air Intake..................................................................................................... 7-2
7-3 Induction System Airflow............................................................................................ 7-3
7 POWERPLANT
7-4 Continental Fuel Injection System.............................................................................. 7-4
7-5 Fuel Flow Divider........................................................................................................ 7-4
7-6 Fuel Injector................................................................................................................. 7-5
7-7 Ignition System............................................................................................................ 7-5
7-8 Lubrication System...................................................................................................... 7-6
7-9 Engine Controls........................................................................................................... 7-7
7-10 IO-550 Manifold Pressure vs. rpm.............................................................................. 7-9
7-11 Power vs. Operating Temperature.............................................................................. 7-10
7-12 Engine Break-In......................................................................................................... 7-11
7-13 Three-Bladed Propeller............................................................................................. 7-13
7-14 Propeller Governor.................................................................................................... 7-14
7-15 Unfeathering Accumulator........................................................................................ 7-14
7-16 Unfeathering Accumulator System............................................................................ 7-15
7-17 Propeller Synchronizer Switch.................................................................................. 7-15
7-18 Hartzell Propeller System.......................................................................................... 7-16
Revision 0.1 FOR TRAINING PURPOSES ONLY 7-iii

CHAPTER 7
POWERPLANT
7 POWERPLANT
INTRODUCTION
This chapter covers the engines on Baron G58 aircraft. A thorough knowledge of the powerplant
is essential to good power management by the pilot. Operating within the parameters of the pow-
erplant and propeller systems extends engine life and helps ensure safety. This section describes
the basic components, limitations and checks of the engines and propellers.
GENERAL
The Baron G58 is equipped with two six-cylinder, system. The engine cowlings are equipped with
air-cooled, fuel injected (Figure 7-1) Teledyne mechanical cowl flaps to aid in cooling. Due to
Continental IO-550-C engines, each rated at 300 the IO-550-C manufacturing process, the engines
horsepower. may produce more than the rated horsepower
when new. This may result in small, but noticeable,
These engines drive three-blade, constant- variations from published performance data,
speed, full-feathering propellers. Each engine slightly higher fuel flows, and a slight increase in
incorporates a dual magneto system for ignition, true airspeed.
as well as a wet-sump, pressure-type lubrication

FUEL FLOW MAGNETOS

DIVIDER OIL FILLER OIL COOLER
SPARK PLUG OIL FILTER
FUEL PUMP
Continental Continental Continental

7 POWERPLANT
PROP FUEL
GOVERNOR METERING
ENGINE UNIT
PAD MOUNT
OIL SUMP
INDUCTION OIL SUMP INDUCTION TUBE
BALANCE DRAIN
TUBE
Figure 7-1. IO-550-C Engine
Engine nomenclature is as follows: inside the nacelle. There is no cockpit indication

(i.e., annunciator or horn) to warn that the engine
• I—Indicates the engine is fuel injected is running on the alternate air system. A small
• O—Indicates the cylinders are horizontally drop in manifold pressure occurs when operating
opposed on alternate induction air. This may be regained
by advancing the throttle if throttle travel is
• 550—Indicates the cubic inches of piston available.
displacement
• –C, –CB—Indicates configuration or The amount of air the engine receives for com-
application code bustion intake is controlled by a butterfly valve
in the induction manifold. The valve is connected
The recommended time between overhauls (TBO) by a cable to the throttle control lever in the cock-
is 1,700 hours. pit. By increasing or restricting the air available
to the engine, the pilot controls power output.
The air then enters into the cylinders to be mixed
INDUCTION AIR with fuel from the fuel injector nozzles to form a
Induction air is available to the engines from either combustible mixture. Refer to Figure 7-3 for an
filtered ram air or unfiltered alternate air. Filtered illustration of the induction system air flow.
ram air enters the induction system through a
scoop on the top of each engine nacelle (Figure
7-2). Directly below the inlet is an air filter that
removes solid contaminants from the air before
it enters the induction system. After the air filter,
the induction air enters into the intake manifold.
If the intake or air filter become obstructed, a

spring-loaded door in the alternate air intake
(inside the nacelle) opens automatically. The
engine then runs on unfiltered air drawn from Figure 7-2. Induction Air Intake

EXHAUST AIR The fuel injection system consists of:

After the combustion process, exhaust air is • Engine-driven fuel pump
pushed out of the cylinders into the exhaust mani- • Manual mixture control
folds. The exhaust manifolds route the exhaust air
overboard through the bottom of the nacelles aft • Various fuel delivery components
of the cowl flaps.
Fuel is supplied to the system by a sliding vane,
positive-displacement engine-driven fuel pump.
The pump assembly incorporates a bypass check
FUEL INJECTION
7 POWERPLANT
valve for engine priming or engine-driven fuel
SYSTEM pump failure and a swirl chamber with a vapor
ejector and vapor return line to prevent cavitating
of the pump. The pump supplies fuel to the meter-
DESCRIPTION ing unit (controlled by the throttle and mixture
control position), the fuel flow divider, and the
The G58 Baron is equipped with Teledyne fuel nozzles. Moving the throttle control changes
Continental’s position-tuned, fuel-injection airflow and fuel flow in proportion by simultane-
system. Position-tuned fuel nozzles are calibrated ously adjusting the throttle butterfly valve and a
to meter the amount of fuel proportionate to the rotary valve in the fuel metering unit.
amount of air being delivered to each cylinder
(Figure 7-4).
INTAKE SCOOP
CENTRIFUGAL
SEPARATOR
AIR FILTER
BUTTERFLY
VALVE
ALTERNATE
AIR BOX
MAP TAP-OFF
THROTTLE LEVER
Figure 7-3. Induction System Airflow

COMPONENTS
Fuel Manifold Valve
Metered fuel from the fuel metering unit is sup- regulate fuel flow into the injector lines. When
plied to a fuel manifold valve (divider) (Figure the mixture is brought to idle cut-off, the mani-
7-5). This device is used to keep the fuel under fold valve closes, providing simultaneous cut-off
pressure and evenly distribute it to each of the of the fuel flow to all six cylinders.
cylinders. Fuel pressure keeps the unit open to
7 POWERPLANT
VAPOR
ENGINE DRIVEN EJECTOR
FUEL PUMP VAPOR
MIXTURE
RETURN RETURN
METERED FUEL
OUTLET TO FUEL SUPPLY
FLOW DIVIDER FROM TANK
MIXTURE
CONTROL PRESSURE
CONTROL VALVES
THROTTLE BYPASS CHECK

CONTROL VALVE
Figure 7-4. Continental Fuel Injection System
SPRING
AMBIENT AIR INLET
DIAPHRAGM
FUEL OUTLETS (6)
FUEL INLET
Figure 7-5. Fuel Flow Divider

Fuel Injector Nozzles IGNITION SYSTEM

Fuel injector nozzles control the flow of fuel into
each individual cylinder (Figure 7-6). The fuel DESCRIPTION
injectors vaporize (atomize) the fuel as it enters
the cylinders, which allows for more complete The Baron G58 utilizes a dual ignition system
combustion of the fuel, resulting in greater engine (Figure 7-7) consisting of two engine-driven
efficiency. magnetos, each independent of the other. A dual
magneto system provides redundancy and greater
FUEL INLET engine efficiency since each magneto fires a spark
7 POWERPLANT
into each cylinder.
AMBIENT AIR O-RINGS CONTROLS AND INDICATIONS

PRESSURE
Magneto Start Switches

The Magneto start switches in the cockpit control
CALIBRATED the magnetos. When the switches are in the OFF
ORIFICE
position, the spark produced by the magneto is
directed into the engine case through the P-lead.
FUEL
Magneto start switches are discussed in more
OUTLET detail in Chapter 2—“Electrical Power.”
Figure 7-6. Fuel Injector
UPPER LOWER
SPARK SPARK
PLUGS PLUGS
6 5
4 3
2 1
MAGNETO/START
MAGNETOS SWITCH
Figure 7-7. Ignition System

OPERATION LUBRICATION SYSTEM

During normal operation, a spark is timed to occur
before the piston reaches top dead center (TDC) DESCRIPTION
to optimize engine efficiency. During startup,
this advanced timing could cause the engine to Each engine contains a wet-sump, pressure-type
“kickback,” resulting in damage to the engine lubrication system with a capacity of 12 quarts
and starter. To make starting easier, the timing is (Figure 7-8). An engine driven oil pump pushes
delayed until the piston is at or near TDC, which oil from the sump to all of the components that
reduces the risk of “kickback.” When the engine use oil for operation. A pressure relief valve
7 POWERPLANT
starts, the timing returns to the normal setting. incorporated in the oil pump prevents excessive
pressure by returning excess oil back to the sump.
During the engine runup, the magneto check eval- An externally mounted oil filter cleans the oil.
uates the integrity of the magnetos, spark plugs, Replace the oil filter at every oil change. If the
and P-leads. The maximum allowable rpm drop is filter becomes blocked, a bypass valve opens to
150 rpm per magneto. The magnetos on the same allow oil flow into the engine.
engine should be within 50 rpm of each other. If
proper indications are not noted during the mag- Engine oil temperature is controlled by a
neto check, maintenance should check the system thermostat/valve assembly (vernatherm), which
prior to flight. Refer to the FlightSafety Training routes oil either through or around the oil cooler.
Checklist for engine start and runup procedures. When the oil is cold, it bypasses the oil cooler
and goes directly to the engine components.
When the oil temperature reaches the setting
CRANKSHAFT CAMSHAFT
BEARINGS
LEGEND
PRESSURE RELIEF
RETURN LINE SUMP OIL
LUBRICATION OIL
GOVERNOR OIL
TO PROPELLER
DOME
OIL
PUMP
OIL
PROPELLER FILTER BYPASS
GOVERNER VALVE
OIL
COOLER
VERNATHERM
HYDRAULIC
VALVE
LIFTERS
OIL TEMPERATURE OIL PRESSURE
SENSOR SENSOR
Figure 7-8. Lubrication System

of the vernatherm, oil is forced through the oil COMPONENTS

cooler. In the oil cooler, ambient air flows across
the oil lines to dissipate heat from the oil before it Cowl Flaps
is returned to the engine.
The engine nacelles have mechanically operated
After leaving the cooler, the oil enters the cowl flaps.The cowl flaps can be opened to allow
crankcase where various passageways and increased airflow through the engine nacelle for
channels direct it to the bearing surfaces and additional cooling.
other areas requiring lubrication and cooling. The
oil is also supplied from the sump to the propeller Air cooling is accomplished by directing airflow
7 POWERPLANT
governor for propeller pitch control. through the engine nacelle. Airflow is directed
through the nacelle and down through the cylinders
The oil temperature and pressure displays on the by an arrangement of tightly sealed baffles. The
Engine pages provide the pilot with an indication volume of airflow is a factor of airspeed and cowl
of oil system conditions. A calibrated dipstick flap position.
is attached to the oil filler cap to indicate the oil
level in each sump. Occasionally wipe the inside The cowl flaps can be positioned fully open or
of the oil filler cap and apply a moisture dis- fully closed with a lever in the cockpit. The lever
placing lubricant to prevent corrosion. Refer to is held in the desired position by mechanical
Section Eight of the Pilot’s Operating Handbook detents.
(POH) for details concerning oil levels and ser-
vicing data. CONTROLS AND INDICATIONS
Engine Controls
ENGINES The Baron G58 engine controls are on the center
pedestal (Figure 7-9). The controls are arranged
DESCRIPTION from right to left and are:
The engine indication system (EIS) displays • Mixture control knobs
all engine functions on the left side of the • Propeller pitch control
multifunction display (MFD). The EIS display
is also on the primary flight display (PFD) when • Throttle levers
in operating in reversionary mode. The GEA 71
engine/airframe unit (GEA) receives data from Each lever has a distinctive tactile feel for ease of
various engine sensors and displays the associated identification. An adjustable friction knob is pro-
values on the EIS. vided to adjust tension of the levers.
The Default Engine page displays engine infor-

mation vertically on the MFD with circular digital
readouts for MAP and RPM and horizontal tape
displays for all other vital engine information.
If any measured parameter is not within accept-
able limits, the indicator flashes repeatedly and
changes to either yellow for caution indications
or red for indications that exceed limits. The pilot
then selects the Engine System page for more
detailed information about the affected item. For
more detailed information on the EIS, refer to the
Garmin G58 Engine Indication System Pilot’s
Guide.
Figure 7-9. Engine Controls

Manifold Pressure Gauge and to measure engine cooling. The number of the
Tachometer “hottest” cylinder displays on the indicator. Nor-
mal CHTs in cruise flight are approximately
Engine power output is measured by the manifold 150°–200°C. Maximum CHT is 238°C. Although
pressure gauge and tachometer. The manifold there is no minimum CHT limit, it is preferable to
pressure gauge is sent information from an indicate within the green band (116°C) for takeoff
aneroid barometer that measures the air pressure and to maintain constant CHT within the green
in the induction manifold. When the engine is not band during flight. To display temperatures of all
running, ambient air pressure and the pressure the cylinders, select the Lean Page from the EIS
in the induction manifold are the same, so the default page.
7 POWERPLANT
manifold pressure gauge indicates outside air

pressure. A pressure tap-off line feeds directly into
the GEA, which displays the information on the Oil Pressure and Temperature
engine display. A green arc on the gauge marks Gauges
normal operating manifold pressures. Manifold The oil pressure and temperature indicators are on
pressure values are in 5-inch increments. the EIS below the CHT indicator and can be used
to monitor oil system integrity in flight. Minimum
Since the propeller is directly connected to the and maximum oil pressures are marked by red
engine crankshaft, propeller and engine rpm are lines on the gauge. Although oil pressure within
the same. Engine/propeller rpm is measured by the yellow arc is permissible for ground opera-
a tach generator, then sent to the GEA to display tion, especially on hot days, indications below
on the EIS. A green arc on the gauge denotes the the green arc in flight could be an indication of
normal operating range for engine rpm. A red developing engine problems. To ensure proper
arc denotes maximum allowable engine rpm. lubrication, the oil temperature should be above
The rpm displays in units of 10 below the gauge, 24°C prior to operating the engine above 1200
and marks on the gauge denote 900, 1700, 2100, rpm. Maximum oil temperature is 116°C. Normal
2300, 2500, 2700, and 3000 rpm respectively. oil temperatures in cruise flight are approximately
70°–82°C.
Fuel Flow Gauge
The fuel flow indicator displays under the tachom- Exhaust Gas Temperature
eter on the engine display. Two cyan pointers Gauge
appear under the gauge and indicate proper fuel
flow values for takeoff and climb when the power The exhaust gas temperature (EGT) display on the
exceeds certain predefined parameters. The cyan EIS LEAN page is the pilot primary reference for
pointer resets to the cruise climb schedule when leaning the mixture in flight. A bar graph displays
propeller rpm is reduced during climb out. To EGT temperatures for each of the six cylinders
reset the pointer for cruise climb, propeller rpm in degrees Celsius. Utilize the ASSIST function
must be reduced below 2490 and then increased in the leaning process by pressing the ASSIST
to 2500 while remaining below 2530 (refer to softkey on the LEAN page of the MFD. The tem-
the POH for proper leaning procedures). Actual perature in degrees Celsius of the first cylinder to
fuel flow displays in a digital readout in the upper peak displays under the bar graph and the respec-
right corner of the gauge. tive cylinder number turns cyan in color. Above
the bar graph, the “∆PEAK” display indicates
how many degrees Celsius below peak EGT the
Cylinder Head Temperature indicated cylinder is. Because proper leaning is
Gauge important for engine life, follow leaning proce-
dures according to the manufacturer’s limitations
The cylinder head temperature (CHT) gauge dis- in the POH.
plays under the fuel flow indicator on the EIS.
Cylinder temperatures provide the pilot a means

OPERATION for descent and landing to prevent overcooling.

During cruise climb and cruise, position the cowl
Engine Management flaps as necessary to keep the CHTs relatively
constant and within acceptable limits.
For general operation procedures, refer to the
POH and FlightSafety Training Checklist.
Mixture Control
Engine Cooling Proper mixture control enhances engine
performance, aids in engine cooling and reduces
The Continental IO-550-C is an air-cooled fuel consumption. The engine fuel/air ratio is
7 POWERPLANT
engine; however, fuel and oil play an important controlled by the mixture control lever. Set the
part in regulating engine temperatures. Optimal mixture per the POH for takeoff and climb.
engine performance can be attained through close
monitoring and control of mixture settings and oil A cyan pointer appears on the fuel flow indica-
levels, as well as regulating airflow through the tor during takeoff and climb. Adjust the mixture
engine with the use of cowl flaps. as necessary to match the cyan pointers. Doing
so ensures the mixture is appropriate for the spe-
Air cooling is accomplished by directing airflow cific pressure altitude. Position the throttles full
through the engine nacelle. Airflow is directed forward during climbs at full power to ensure that
through the nacelle and down through the cylin- adequate fuel supplies are present for cooling. In
ders by an arrangement of tightly sealed baffles. cruise flight, the engines are leaned in reference
The volume of airflow is a factor of airspeed and to peak exhaust gas temperatures. Peak EGT is
cowl flap position. The effects of engine cooling the maximum temperature attained during the
can be monitored by the pilot on the CHT gauge leaning process on any given cylinder. Using the
on the EIS. Open cowl flaps for ground operation LEAN ASSIST function on the MFD, peak EGT
and full power climbs to prevent engine “hot- can easily be determined (Figure 7-10). It is the
spotting” or overheating. Close the cowl flaps
OPERATION AT MIXTURE SETTINGS LEANER THAN 27°C LEAN OF PEAK EGT IS PROHIBITED
25
NON-OPERATING AREA
OPERATION AT EGT'S
MANIFOLD PRESSURE—IN. HG
HOTTER THAN 20°C

24 BELOW PEAK NOT
APPROVED
23
CONTINUOUS
22 OPERATION
AT
PEAK EGT IS
PERMITTED
21
20
1800 1900 2000 2100 2200 2300 2400 2500 2600 2700
ENGINE SPEED—RPM
Figure 7-10. IO-550 Manifold Pressure vs. rpm

highest attainable exhaust gas temperature for the Engine Break-In

associated ambient temperature, air density and
power setting (Figure 7-11). Once peak EGT is New engines, remanufactured engines, or engines
established, adjust the mixture, either lean or rich with a “top overhaul” of one or more cylinders
of peak, for the desired performance. Accomplish must be broken in correctly. When the cylinders
engine leaning in accordance with the Perfor- are new, a cross-hatch pattern is etched on the
mance section of the POH. For changes in altitude interior surface of the cylinder walls.
and/or power settings, relean the mixture once
cruise flight is re-established. The mixture may be
ground leaned for ground operations to prevent
7 POWERPLANT
an over-rich condition. This is most important at

high-density altitude airports and after landing
when the mixture is full rich and power settings
are low. Engine combustion may cease if the mix-
ture is not adjusted upon landing.
PEAK EGT
PEAK CHT
CYLINDER HEAD TEMPERATURE CHANGE
FROM BEST POWER TEMPERATURE °C
BEST ECON. BEST POWER
EGT CHANGE FROM MAX TEMP °F

+10 0
EXHAUST GAS TEMP
(E.G.T)
0 100
-10 200
CYL. HEAD TEMP
-20 300
-30 100 400

POWER HORSEPOWER
PERCENT OF BEST
95
90
PERCENT POWER
85
80
Figure 7-11. Power vs. Operating Temperature

During break-in, use mineral oil in the engine create the metal-to-metal contact needed. If the
instead of the normal ashless dispersant oil engine is “babied,” proper break-in will not occur
because of its cleaning properties. High brake and the cylinders must be rehoned and the process
mean effective pressure (BMEP) or engine power started over to prevent high oil consumption and
forces the piston rings into contact with the low compression throughout the shortened life of
cylinder wall cross-hatching (Figure 7-12). the engine. Break-in should be complete within
50 hours of engine operation. This is indicated
The BMEP in the cylinder causes metal-to-metal by a stabilization of oil consumption. To ensure
contact between the rings and the cylinder walls. proper break-in, follow these rules:
This contact eventually wears the piston rings
7 POWERPLANT
smooth, creating a tight fit with the cylinder 1. Use a good quality mineral oil.
sleeve. Eventually, the cross-hatching fills with 2. Change oil at recommended schedules.
a combustion-produced varnish to provide a
polished fit between the rings and cylinder walls. 3. Use full power for takeoff.
If break-in is done properly, the engine should 4. Cruise at high power settings.
have low oil consumption and high compres- 5. Avoid long power off let-downs.
sion. To ensure that break-in occurs properly,
the engine must be run at high power settings to 6. Avoid long ground running time.
CYLINDER WALL
BMEP
FILM OF
LUBRICATING OIL
GROOVES OF
CROSS-HATCHES
PISTON RING
Figure 7-12. Engine Break-In

LIMITATIONS Climb
Several operational precautions apply to the Adjust the mixture by referencing the pressure
Baron G58 to prevent damage to the engine and altitude markings on the fuel flow gauge (cyan
associated equipment. Refer to the appropriate pointer). Reduce power to cruise climb power at a
checklist for specific procedures and recommen- safe altitude. Monitor CHT and adjust cowl flaps
dations. Potential problems and solutions are as necessary to maintain a constant temperature.
described below.
Cruise
Before Starting
7 POWERPLANT
Close the cowl flaps while accelerating to main-

Before starting, preheat the engines if the ambi- tain a constant engine temperature. Do not exceed
ent air temperature is below 20°F. Thoroughly the leaning or power setting limitations.
warm the oil in the engine sump, oil cooler, and
propeller dome. Ensure that the proper grade of
oil is used for the season.
Descent
Avoid large power reductions and keep the
cowl flaps closed. The maximum recommended
Starting power reduction rate is 2 inches every 2 min-
When starting the engines, do not exceed the utes. Observe maximum cooling rates to prevent
starter limitation of 30 seconds in a 4-minute engine overcooling. Use aircraft configuration
period. Avoid backfires that could damage the air (flaps and landing gear) to increase descent rate
measuring system. Do not exceed 1200 rpm to as necessary.
prevent damage due to poor lubrication. Follow
the starting procedure (see the FlightSafety Train-
ing Checklist).
Landing
Leave the cowl flaps closed until on the ground
and clear of the runway. Enrich the mixture
After Starting (Warm-Up) to provide additional fuel in the event of a go-
Do not exceed 1200 rpm until the oil temperature around. Increase the propeller to high rpm prior
is above 24°C. “Ground lean” the mixture if nec- to touchdown.
essary for high-density altitude operations. Leave
the cowl flaps full open for adequate cooling.
After Landing
Ground lean the mixture if necessary. Open the
Runup cowl flaps fully for cooling during taxi.
Ensure that the oil temperature is above 24°C for
operation above 1200 rpm. Advance the mixture
to full rich before increasing rpm to 1700 rpm.
Shutdown
Pull the mixture to idle cutoff to stop the engine
and turn the magnetos off after the propeller stops
Takeoff rotating.
Set the mixture to the appropriate pressure altitude
marking on the fuel flow gauge (cyan pointer).
Open the cowl flaps. Although not required, the
Piston Ring Flutter
CHT should be within the green arc to prevent Piston ring flutter can occur when insufficient
rapid heating. During power increase, pause at manifold pressure is present to keep the piston
approximately 2000 rpm to ensure that all engine rings firmly seated against the cylinder wall, which
instrument indications are normal. results in broken piston rings and early engine
overhaul. Prevent this condition by avoiding low-
power descents at high indicated airspeeds.

Detonation
Detonation occurs when the engine is run at
excessive manifold pressure settings, excessive
operating temperatures, excessively lean mixture
settings, or if improper fuel grades are used. The
result is a loss of engine power and/or engine
damage. Avoid detonation by observing the man-
ufacturer’s limitations on power settings, leaning,
engine temperatures, and fuel grades.
7 POWERPLANT
Crankshaft Counterweight
Detuning
Crankshaft counterweight detuning can occur
when crankshaft counterweights “jump” to a new
position during abrupt power changes. Detuned
counterweights create engine vibrations that lead
to reduced engine life. Make all power changes
smoothly and operate at the approved power and
mixture settings to avoid counterweight detuning.
Figure 7-13. Three-Bladed Propeller
Thermal Shock
Thermal shock is the uneven expansion and con- COMPONENTS
traction of engine parts due to rapid temperature
changes. The result of thermal shock may be Governors
cracked cylinders, which causes early engine The Baron G58 utilizes propeller governors to
overhaul. Avoid rapid CHT changes, especially control propeller operation. A governor assembly
during descent, and observe temperature limita- (Figure 7-14) is on the forward left side of each
tions to avoid thermal shock. engine and consists of:
• Oil pump
PROPELLERS • Oil pressure pilot valve
• Set of centrifugal flyweights
DESCRIPTION • Opposing speeder spring
The Baron G58 is equipped with constant-speed,
fully feathering Hartzell three-bladed propellers The governor assembly senses actual rpm through
(Figure 7-13). the centrifugal flyweights and desired rpm through
the speeder spring. The pilot sets spring tension
with the propeller control lever. The system then
adjusts oil pressure in the propeller dome as nec-
essary to maintain the desired rpm.

Unfeathering Accumulators
Many Baron aircraft are equipped with
unfeathering accumulators to facilitate an
airstart. When airstart procedures are done
correctly, unfeathering accumulators cause the
propeller to windmill and turn the engine, which
provides the fuel flow, airflow, and spark needed
for combustion so the starter is not needed. The
accumulator tanks are in the left, rear side of the
7 POWERPLANT
engine nacelles (Figure 7-15).
Figure 7-14. Propeller Governor
Feather Lock Pins

Oil pressure trapped in the propeller dome after
engine shutdown gradually drains back into the
engine sump. To prevent the propeller blades from
going into feather due to the loss of oil pressure,
feather lock pins are installed in the propeller hub.
The feather lock pins save wear on the engine and
starter during engine startup.
Figure 7-15. Unfeathering Accumulator
The pins engage at engine speeds less than 600–
700 rpm and physically prevent the blades from
moving into feather. At speeds greater than 700
rpm, centrifugal force disengages the lock pins The unfeathering accumulator system
and the propellers may be feathered. incorporates an oil reservoir divided by a piston
(Figure 7-16). One side of the reservoir is filled
To prevent wear on the feather lock pins, do with a dry nitrogen charge pressurized to 100 psi.
not allow the rpm to fall below 1000 rpm dur- The nitrogen charge is compressed by oil flow into
ing the propeller feather check. An engine failure the reservoir provided by the propeller governor.
that results in a reduction in rpm may eventually When the propeller is feathered, oil is trapped in
cause the lock pins to engage and prevent feather- the accumulator reservoir with the compressed
ing. Attempt to restart a failed engine in a timely nitrogen charge. When the propeller control lever
manner to ensure that the pilot can feather the is brought back out of the feather detent, the
propeller in the event the restart attempt fails. compressed nitrogen charge pushes the oil out of
the reservoir into the propeller dome, causing the
propeller to unfeather and windmill.
Unfeathering the propeller is not a guarantee that

the engine will run. It must have the required
ingredients for combustion. If the engine does not
start and the propeller does not windmill greater
than 700 rpm, the feather lock pins prevent
refeathering of the propeller. Refer to the Flight-
Safety Training Checklist for airstart procedures.

PROPELLER
CONTROL LINKAGE
NITROGEN SPEEDER SPRING

CHARGE
CENTRIFUGAL
FLY WEIGHTS
TO UNFEATHERING
ACCUMULATOR
PILOT
VALVE FEATHERING
7 POWERPLANT
SPRING
ACCUMULATOR
TANK RELIEF
VALVE
RETURN ENGINE
TO SUMP OIL
GOVERNER
PUMP
Figure 7-16. Unfeathering Accumulator System
Propeller Synchronizer,
Synchrophaser, and
Synchroscope
Use the synchronizer system to prevent the
“throbbing” noise that is present when the
propellers are spinning at different speeds.
A magnetic pickup in each propeller governor

transmits signals to a control box. The control box
then sends correction commands to the appropriate
governor. The system range of authority is limited
to approximately 25 rpm. To operate the system,
turn on the PROP SYNC switch on the subpanel
(Figure 7-17). Due to the limited authority of the Figure 7-17. Propeller Synchronizer Switch
system, the propellers must be manually adjusted
to within 25 rpm of each other for the system to
synchronize the propellers.
A propeller synchroscope displays as a pointer

inside the propeller tachometer and points to the
engine rotating at the slower rpm.

OPERATION rpm, the governor corrects for the underspeed

condition by increasing oil pressure in the
The governor assembly controls propeller rpm propeller dome. This drives the propeller blades
through a pitch change mechanism in the propeller to a lower pitch causing an increase in rpm. If the
dome. The pitch change mechanism consists of propellers are turning faster than the desired rpm,
a moveable piston connected to the propeller the governor corrects for the overspeed condition
blades, a feathering spring, and a compressed by decreasing oil pressure in the propeller dome.
nitrogen charge. Check the nitrogen charge every The reduction of oil pressure in the dome causes
100 hours of engine operation. Refer to the POH the feathering spring (and nitrogen charge) to
for propeller servicing information. Refer to increase the propeller blade angle and reduce the
7 POWERPLANT
Figure 7-18 for an illustration of the propeller rpm.

and governing systems.
The governor mechanism range of control is
To maintain a set rpm, the governor assembly between 2000 and 2700 rpm. The combination of
changes oil pressure in the pitch change engine power and airspeed must be great enough
mechanism. This affects propeller blade angle to rotate the propellers within this range for the
and increases or decreases propeller speed to the governing mechanism to have any effect. When
desired rpm. The propellers are driven to low the combination of airspeed and power cause the
pitch (high rpm) by oil pressure and to high pitch propellers to spin below the “governing range,”
(low rpm) by the feathering spring and nitrogen the propeller blades come against the mechanical
charge. low pitch stops and propeller rpm is controlled
by throttle position. Because of this, if power
When the propellers are “on speed,” an equilibrium and airspeed are correct on final approach, the
state is present in the system and propeller blade propeller levers may be pushed full forward prior
angle remains constant to maintain the set rpm. If to landing without an increase in rpm.
the propellers are turning slower than the desired
FEATHERING
SPRING
NITROGEN CHARGE
SCHRAEDER
VALVE
OIL
RESERVOIR
Figure 7-18. Hartzell Propeller System

The propellers are feathered by moving the pro- Aircraft noise is due, in large part, to the speed of
peller control lever aft, past a mechanical detent, the propeller blade tips, which may approach or
and into the feathered position. The mechanical exceed the speed of sound (especially on longer,
detent warns the pilot that the propeller lever is two-bladed props). Reducing propeller rpm can
about to be moved into the feather position. When significantly reduce aircraft noise, which is often
the lever is moved into the feather position, nor- a consideration when flying in urban areas. Use
mal governor operation is overridden and the discretion when reducing engine rpm after takeoff
governor causes all the oil in the propeller dome within the limits of operational safety to reduce
to return to the engine sump. Due to the loss of noise when flying over residential or recreational
oil pressure in the dome, the feathering spring areas.
7 POWERPLANT
(and nitrogen charge) moves the propeller blades
into the feathered position. This position reduces
propeller parasite drag in the event of an engine
failure.
Maintenance Considerations
Check the POH handling and servicing section
for detailed information about maintenance of
the propellers. Check for nicks or scratches in the
propeller blades during preflight inspection. The
leading edges, near the propeller tips, are most
vulnerable to damage that can cause propeller
failure in flight. Small nicks can be filed out by a
mechanic before they become dangerous.
If preheating the engine, direct preheat air on the

propeller dome to warm the oil in the pitch-change
mechanism. Beechcraft also recommends cycling
the propeller rpm occasionally when flying in cold
outside air temperatures to prevent oil trapped in
the propeller dome from congealing.
Check propeller feathering at 1500 rpm during

engine runup to ensure proper operation of the
system. Do not allow more than a 300 rpm drop
to prevent excessive stress on the engine. Check
propeller governor operation at 2200 rpm by
placing the propeller control levers at the detent
and allowing the rpm to stabilize at 2000 rpm.
Refer to the POH for preflight and warm-up
procedures.
The Baron engines are certified for continuous

operation with the propeller in the highest rpm
setting. However, there are recommendations on
the allowable engine power settings for a given
propeller rpm. Refer to the Manifold Pressure
versus RPM chart in the Performance section of
the POH for these limitations.

QUESTIONS

ENGINES
7 POWERPLANT
1. What happens if the induction air filter 5. What is the oil capacity for your engines?
becomes obstructed?
2. What is the minimum oil temperature for 6. What is the primary reference for leaning
runup? the mixtures?
3. What are the starter duty limits? 7. Beyond what point should the mixtures not
be leaned and why?
4. Below what OAT is an engine preheat 8. What is the minimum power setting for
required? descent? Why?

9. Describe the procedure for engine break-in. PROPELLERS
1. What does the governor use to control pro-

peller rpm?
10. What are the acceptable magneto check

drops?
7 POWERPLANT
2. What force moves the propeller blades to
low pitch?
11. To provide full cooling during takeoff, what

two things need to be done?
3. What is the propeller’s governing range?
12. What conditions may cause engine damage

during startup?
4. How is the propeller feathered and why?
13. How can you determine acceptable combi-

nations of manifold pressure and rpm?
5. What is the purpose of unfeathering accu-
mulators?
14. How can you avoid thermal shock?

6. What should be done about serious nicks or

scratches found on the propeller blades dur-
ing preflight?
7 POWERPLANT
7. What is the maximum rpm drop allowed

during the runup feather check? Why?
8. When must the propeller synchronizer sys-

tem be turned off?
9. When must power be reduced after takeoff?

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................... 8-1
DESCRIPTION........................................................................................................................ 8-2
Cabin Fire Extinguisher.................................................................................................... 8-2
Cabin Smoke Removal..................................................................................................... 8-2
QUESTIONS........................................................................................................................... 8-3
8 FIRE PROTECTION

ILLUSTRATIONS
Figure Title Page
8-1 Portable Fire Extinguisher........................................................................................... 8-2
8 FIRE PROTECTION

CHAPTER 8
FIRE PROTECTION
8 FIRE PROTECTION
INTRODUCTION
The Baron G58 aircraft does not incorporate fire detection or extinguishing equipment in the
engine nacelles. The aircraft may have a portable hand-held extinguisher in the cockpit. This
chapter details smoke removal procedures in the event of a cabin fire.

DESCRIPTION CABIN SMOKE REMOVAL

In the event that the cabin has filled with smoke
CABIN FIRE EXTINGUISHER or it is necessary to ventilate toxic fumes from
the cabin, the cabin may be ventilated as follows:
The fire extinguisher for the Baron G58 is
between the spars in a quick-release locking • Always ensure that the fire is completely
bracket (Figure 8-1). out before beginning ventilation proce-
dures. Failure to do so may worsen the fire,
The fire extinguisher is a halon type and should be as drafts may cause smoldering material to
inspected periodically to ensure proper charging. recombust.
• Fully open the overhead and floor ducting
systems to increase airflow through the
cabin. The pilot storm window may also be
opened for additional ventilation.
• Operate the ventilation blower or air-con-
ditioning blowers (if installed).
• If these procedures are not sufficient,
unlatch the forward cabin door.
• Use oxygen as necessary if available.
8 FIRE PROTECTION
Figure 8-1. Portable Fire Extinguisher

QUESTIONS
1. Does the aircraft have a portable fire extin-

guisher? If so, where is it located?
2. What should be done if the fire extinguisher

has been discharged within the cabin?
8 FIRE PROTECTION
3. How is smoke or toxic fumes removed from
the cabin?

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
COMPONENTS...................................................................................................................... 9-2
Pneumatic Pumps............................................................................................................. 9-2
Distribution....................................................................................................................... 9-2
Regulators......................................................................................................................... 9-3
CONTROLS AND INDICATIONS......................................................................................... 9-3
DE-ICING PRESSURE Gage.......................................................................................... 9-3
QUESTIONS........................................................................................................................... 9-4
9 PNEUMATICS

ILLUSTRATIONS
Figure Title Page
9-1 Baron Pneumatic System............................................................................................. 9-2

9-2 DE-ICING PRESSURE Gage..................................................................................... 9-3
9 PNEUMATICS

CHAPTER 9
PNEUMATICS
INTRODUCTION
This chapter describes the aircraft pneumatic system, which powers the in-flight operation of the
9 PNEUMATICS
wing leading-edge deice system. Understanding the proper operation and interpretation of the
indications of these systems helps the pilot control the aircraft in inclement flight conditions.
This chapter identifies systems that use pneumatic air for operation, pneumatic air sources, and
proper pneumatic system operation.
GENERAL
The Baron G58 pneumatic pressure system is surface deice system. An analog pressure gage
supplied with air from engine-driven pressure is provided for monitoring the system during
pumps. Pneumatic air pressure, regulated by normal and icing operations.
pressure relief valves, is used to operate the

COMPONENTS To prevent carbon dust from contaminating the

system, two filters (one for each pump) are just
downstream of the pressure regulators (Figure
PNEUMATIC PUMPS 9-1).
Two dry-air, carbon-vane type pumps supply Carbon dust may be present on the aft part of each
pressure for the pneumatic system (Figure 9-1). engine nacelle after engine operation, especially
Each pump is gear-driven by its respective when the pumps are new. Most of the air and dust
engine. Each pump draws air into the system produced by the pumps is expelled by the first of
through a filter on the top of each engine and two in-line pressure regulators.
then pressurizes the air for pneumatic system
operation.
DISTRIBUTION
Either pump may provide sufficient air pressure
for normal system operation. Pneumatic air pressure from both pumps is routed
to a common manifold in the fuselage (Figure
The GEA 71 unit monitors output from both 9-1).
pumps. In the event of pump failure, the unit
triggers a primary flight display (PFD) warning/ Check valves are at each inlet of the manifold
alert message to inform the pilot of the associated to prevent a loss of system pressure through
failure. the pneumatic plumbing of the opposite engine
should an engine failure occur.
As the carbon-vane impeller rotates, carbon dust
is created and acts as a lubricant for the pump. Two pneumatic lines, one on each side of the
However, large amounts of carbon dust in the manifold, are used by the GEA 71 to sense pump
system could impair the proper operation of output. As pressurized air travels through the
system components. manifold, a venturi (vacuum) is created in each of
these two lines (Figure 9-1).
INLET
GEA 71 FILTER
PNEUMATIC
PUMP
9 PNEUMATICS
MANIFOLD
INLINE
PRESSURE FILTER
REGULATORS EXHAUST DEICE
DUPLEX
VALVE
DEICE BOOTS
Figure 9-1. Baron Pneumatic System

In the event that pneumatic pressure is lost

(during a pump failure), the suction being created
CONTROLS AND
by pneumatic air moving through the manifold INDICATIONS
is lost. This loss in suction alerts the GEA 71 to
trigger a PFD warning to alert the pilot.
DE-ICING PRESSURE GAGE
The common manifold routes pneumatic air pres- The DE-ICING PRESSURE gage monitors
sure to the deice duplex valve for operation of the pneumatic system pressure (Figure 9-2). Normal
deice boots. system pressure is approximately 5–8 psi. A
green arc between 9 and 20 psi indicates system
REGULATORS pressure during deice boot operation.
Regulators are downstream of the pumps in the When this system is in operation, the system
engine nacelles to control pneumatic system pressure should be boosted to approximately
pressure (Figure 9-1). 18 psi. Maximum pneumatic pressure is 20 psi,
indicated by a red line on the deice pressure gage.
Aircraft without deice boots utilize a single-stage
relief valve to regulate normal system pressure at
approximately 5.5 psi.
In aircraft equipped with deice boots, a two-stage

relief valve controls system pressure as follows:
• A low-pressure regulator regulates normal
pressure at approximately 5.5 psi.
• A high-pressure regulator sets system pres-
sure at approximately 18 psi for deice boot
inflation.
The low-pressure regulators are held closed by

electric solenoids when high pressure is required.
9 PNEUMATICS
Figure 9-2. DE-ICING PRESSURE Gage

QUESTIONS
1. Which aircraft system utilizes the pneumatic

air pressure?
2. What is the indication of a failed pneumatic

pump?
3. How will the failure of one pump affect the

system?
9 PNEUMATICS
4. State the normal operating pressure of the

pneumatic system.

CHAPTER 10
ICE AND FIRE PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................. 10-1
GENERAL............................................................................................................................. 10-1
ICE-PROTECTION SYSTEMS............................................................................................ 10-2
Surface Deice System..................................................................................................... 10-2
Electrothermal Windshield Anti-Ice............................................................................... 10-4
Electrothermal Propeller Deice...................................................................................... 10-4
Pitot Heat........................................................................................................................ 10-5
Fuel Vent Heat................................................................................................................ 10-5
Stall Warning Heat......................................................................................................... 10-5
Controls and Indications................................................................................................. 10-5
Limitations..................................................................................................................... 10-6
QUESTIONS......................................................................................................................... 10-7
10 ICE AND RAIN

PROTECTION

ILLUSTRATIONS
Figure Title Page
10-1 Baron Pneumatic System........................................................................................... 10-2

10-2 Wing Deice Boots...................................................................................................... 10-3
10-3 Ice Protection Switches ............................................................................................ 10-3
10-4 Electrothermal Windshield Hot Patch....................................................................... 10-4
10-5 Propeller Ammeter..................................................................................................... 10-4
10 ICE AND RAIN

PROTECTION

CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
This chapter describes the ice- and rain-protection system on the Baron G58. Flight into icing
conditions requires knowledge of conditions conducive to icing, and the anti-ice and deice sys-
tems available to prevent excessive ice from forming on the aircraft. This chapter discusses the
ice-protection equipment on the Baron G58, as well as normal and emergency procedures for
operation of the equipment.
GENERAL
The Baron G58 is approved for flight into icing The equipment required is listed in the Pilot’s
conditions as defined in FAR Part 25, Appendix Operating Handbook in the Limitations section
C. This approval does not include flight into under the heading Required Equipment for Vari-
freezing rain, freezing drizzle, or severe ice.
10 ICE AND RAIN
ous Conditions of Flight or Kinds of Operations

PROTECTION
Flight into known icing conditions is permitted Equipment List.

only when all the required equipment is installed
and operational.

ICE-PROTECTION A SURFACE deice switch is on the pilot ICING

subpanel (Figure 10-3). The three-position toggle
SYSTEMS switch is spring-loaded to the OFF position. When
the switch is in the AUTO position, electrical
Ice-protection equipment includes deice and anti- power is used to engage a solenoid attached to
ice systems: the low-pressure regulator, which prevents the
regulator from opening. High-pressure air is then
• Deice system—Removes ice after it has directed through the 18-psi regulator. At the same
accumulated on the aircraft time, an electric solenoid changes the position of
• Anti-ice systems—Prevent or limit the for- the duplex valve, which routes the high-pressure
mation of ice; should be turned on prior to air to the boots for inflation.
entering icing conditions
The boots automatically deflate after a 12-second
timer has elapsed. Electrical power is removed
SURFACE DEICE SYSTEM from the low-pressure regulator and duplex valve
solenoids, allowing the regulator to reopen and
The surface deice system is made up of deice vent excess pneumatic air. This also returns the
boots that inflate by pressure from the pneumatic duplex valve to its normal position.
system (Figure 10-1). Boots are on the following
flight surfaces: The boots may be inflated in either manual or
automatic mode. When the SURFACE deice
• Leading edges of the wings inboard and switch is in the AUTO position, the boots inflate
outboard of the engine nacelles (Figure for 12 seconds, then automatically deflate and
10-2) return to the vacuum hold-down condition.
• Horizontal stabilizer
• Vertical stabilizer
INLET
GEA 71 FILTER
PNEUMATIC
PUMP
MANIFOLD
INLINE
PRESSURE FILTER
REGULATORS EXHAUST DEICE
DUPLEX
VALVE
DEICE BOOTS
10 ICE AND RAIN
PROTECTION
Figure 10-1. Baron Pneumatic System

Figure 10-2. Wing Deice Boots
The deice boots remove ice after it has

accumulated on the aircraft, rather than preventing
its formation. Best results are obtained by waiting
until at least 1/2–1 inch of ice accumulates prior to
operation of the system. If the boots are operated
too frequently or before sufficient ice has formed,
Figure 10-3. Ice Protection Switches the ice may stretch and form a bridge around the
inflated boots, preventing proper removal of the
The switch must be operated for each complete ice.
cycle of the boots. The MAN position is used
if the pilot wishes to bypass the timer or if the The boots should never be operated at outside air
automatic system is inoperative. In the MAN temperatures lower than –40°C (–40°F) to prevent
position, the boots inflate only as long as the permanent damage to the boots. Maintain at least
switch is engaged. When the switch is released, 130 KIAS when flying in icing conditions to
the boots deflate. It is recommended that the prevent ice from forming on the underside of the
switch be held in the MAN position for no longer wing where there is no ice protection. The deice
10 ICE AND RAIN
than 8 seconds to prevent a “bridge” of ice from boots should be checked during the walkaround
PROTECTION
forming around the inflated boots. for obvious damage such as cuts, nicks, or cracks.
Refer to the FlightSafety Training Checklist for

the surface deice system preflight operational
check and emergency procedures.

ELECTROTHERMAL Refer to the FlightSafety Training Checklist for

WINDSHIELD ANTI-ICE the windshield heat operational preflight check
and for procedures to achieve maximum defrost-
The electrothermal windshield anti-ice system ing with the heater.
prevents ice accumulation on a section of the
windscreen. The “hot patch” conforms to the
contour of the windshield and is in the center ELECTROTHERMAL
of the windshield (Figure 10-4). The windshield PROPELLER DEICE
heating element is controlled by a two-position, Ice on the propeller blades is removed by
toggle-switch-type WSHLD circuit breaker on electrically heated deice boots bonded to each
the pilot ICING subpanel (see Figure 10-3). With propeller blade.
the switch on (up), the temperature of the hot
patch is maintained between 90°F and 110°F by Operation of the propeller deice system is
an automatic temperature controller. controlled by a two-position, toggle-switch-type
PROP circuit breaker on the pilot ICING subpanel
(see Figure 10-3).
Electrical power is transmitted to the blade

elements through a brush block and slip-ring
assembly at the rear of the propeller spinner.
When the propeller brush blocks are replaced, they
should be allowed to “wear in” for approximately
5 hours of engine operation prior to system
operation. This prevents pitting of the slip rings
due to electrical arcing.
A PROP AMPS deice ammeter (Figure 10-5) is

Figure 10-4. Electrothermal in the cockpit to monitor system operation. When
Windshield Hot Patch the system is on, the ammeter reads between 14
and 18 amps, which is indicated by the green arc
on the gage.
The windshield heat system prevents the
formation of ice and should be turned on prior
to entering icing conditions. The system may be
used continuously in flight, but it should not be
used for longer than 10 minutes on the ground to
prevent windshield damage. Operation of the hot
patch may be confirmed by feeling the windshield
for warmth and observing an increase in electrical
load when the system is turned on.
Failure of the windshield heat system is evidenced

by the formation of ice on the windscreen and a
drop in electrical load.
10 ICE AND RAIN
PROTECTION
The magnetic compass is erratic when the

windshield heat is in operation. If the magnetic
compass is to be used for navigation, turn the
windshield heat off and wait at least 15 seconds
for the compass to stabilize before using it for
Figure 10-5. Propeller Ammeter
navigation.

The propeller deice system, when activated, FUEL VENT HEAT

begins operating first on the right propeller for 90
seconds, then shifts operation to the left propeller The fuel vent anti-ice system electrically heats the
for 90 seconds. As power is redirected from externally mounted ram-air fuel vents. Electrical
the right propeller to the left propeller, a slight power is supplied to the heating elements of the
fluctuation may be noticed on the PROP AMPS externally mounted ram-air fuel vents through a
deice ammeter. two-position, toggle-switch-type FUEL VENT
circuit breaker on the pilot ICING subpanel (see
The propeller deice system may be turned on Figure 10-3).
prior to takeoff and operated continuously in
flight. The system functions automatically until Operation of the system can be confirmed by
turned off. Slight propeller imbalances due to observing an increase in electrical load when the
irregular ice throw-off may be relieved by making system is on. Continuous use of the fuel vent heat
small changes in rpm. The heating elements need is permitted; however, it is recommended to limit
airflow across them to keep from overheating. ground use to protect the heating elements. The
The propellers need to be turning to prevent slip- fuel vent heat should be turned on prior to flight
ring damage due to electrical arcing. For these in visible moisture.
reasons, do not operate the propeller deice system
unless the propellers are turning. Refer to the FlightSafety Training Checklist for
the fuel vent preflight operational check.
Prop deice ammeter indications above or below
the green arc indicate a malfunction in the system.
STALL WARNING HEAT
Refer to the FlightSafety Training Check- The stall warning vane and mounting pad are
list for propeller heat preflight and emergency equipped with electrical heating elements that are
procedures. activated by a switch-type STALL WARN circuit
breaker on the pilot subpanel.
PITOT HEAT Operation of the system can be confirmed by
The pitot heat anti-ice system consists of an observing an increase in electrical load when the
electrically heated pitot mast. The pitot mast system is on. Continuous use of the stall warning
contains internal heating elements that are heat is permitted.
activated by a switch-type circuit breaker on the
pilot subpanel. Refer to the FlightSafety Training Checklist for
the stall warning heat preflight operational check.
Operation of the system can be confirmed by
observing an increase in electrical load when the
system is on. Ground use of the pitot heat should CONTROLS AND INDICATIONS
be limited to 10 minutes to protect the heating
elements. Continuous in-flight use of the pitot Surface Deice Switch
heat is permitted. The pitot heat should be turned If the boots fail to deflate, the SURFACE DEICE
on prior to flight in visible moisture. circuit breaker must be pulled to deflate the boots.
Refer to the FlightSafety Training Checklist for
the pitot heat preflight operational check.
10 ICE AND RAIN
PROTECTION

LIMITATIONS
• Do not operate the deice boots at outside
air temperatures below –40°C/F to prevent
permanent damage to the boots.
• Maintain at least 130 KIAS when operating
in icing conditions to prevent ice buildup
on the bottom of the wings.
• Ground use of the windshield heat is lim-
ited to 10 minutes to protect the heating
elements.
• The propeller deice system should not be
operated when the propellers are static.
• Pneumatic pumps are limited to 400 hours
of operation and must be replaced to main-
tain known ice certification.
• Use caution if physically checking for heat
in the heated ice protection equipment.
Most of the heating elements produce
enough heat to burn the skin.
10 ICE AND RAIN
PROTECTION

QUESTIONS

1. What is the operational difference between 5. When may the propeller heat be operated?
anti-ice and deice equipment?
2. How much ice should accumulate prior to 6. Can the windshield anti-ice be operated
deice boot inflation? Why? independently from the propeller anti-ice?
3. What is the minimum airspeed for flight in 7. How often does the propeller heat system
icing conditions? cycle between heating elements?
4. When may the windshield heat be operated? 8. What are the limitations on windshield heat
and pitot heat?
10 ICE AND RAIN
PROTECTION

9. When should fuel vent heat and pitot heat be

operated?
10. What action is required if the deice boots

fail to deflate?
11. What caution is placarded about the use of

windshield heat?
10 ICE AND RAIN
PROTECTION

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION................................................................................................................. 11-1
GENERAL............................................................................................................................. 11-1
CABIN VENTILATION SYSTEM....................................................................................... 11-3
Description and Operation............................................................................................. 11-3
HEATING SYSTEM............................................................................................................. 11-4
Description..................................................................................................................... 11-4
Operation........................................................................................................................ 11-4
AIR-CONDITIONING SYSTEM......................................................................................... 11-6
Description..................................................................................................................... 11-6
Operation........................................................................................................................ 11-6
Limitations..................................................................................................................... 11-7
QUESTIONS......................................................................................................................... 11-8

11 AIR CONDITIONING
ILLUSTRATIONS
Figure Title Page
11-1 Baron G58 Environmental System............................................................................ 11-2

11-2 CABIN VENT AIR Control...................................................................................... 11-3
11-3 Overhead Fresh-Air Control...................................................................................... 11-3
11-4 Heater and Overtemperature Switch......................................................................... 11-4
11-5 Baron G58 Heater System......................................................................................... 11-5
11-6 Heater and Air-Conditioning Switches...................................................................... 11-5
11-7 Baron G58 Air-Conditioning System........................................................................ 11-6
11-8 Air-Conditioner Compressor..................................................................................... 11-7
11-9 Air-Conditioner Condenser Scoop............................................................................ 11-7

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
This chapter describes the operation and limitations of the Baron G58 environmental systems.
Passenger comfort and safety are of prime importance during flight.
GENERAL
The purpose of the environmental systems is to
increase passenger comfort during flight (Figure
11-1). The ventilation and heating systems
utilize outside air to create a comfortable cabin
temperature. Air conditioning may be installed as
optional equipment.

11 AIR CONDITIONING
HEATER
BURNER CAN
CONDENSER
VENT AIR
BLOWER
EVAPORATOR
COMPRESSOR
DEFROST
AIR
1 2 3 4 5
1 CABIN AIR CONTROL

CABIN AIR
LEGEND EXHAUST
2 CABIN HEAT CONTROL
HEATER AIR 3 DEFROST CONTROL
FRESH-AIR
AIR-CONDITIONER AIR EVAPORATOR INTAKE 4 PILOT AIR CONTROL
EXHAUST AIR 5 COPILOT AIR CONTROL
Figure 11-1. Baron G58 Environmental System

11 AIR CONDITIONING
CABIN VENTILATION knob on the overhead panel between the pilot and
copilot seats (Figure 11-3). The air then enters
SYSTEM the cabin through overhead adjustable “eyeball”
outlets above each seat.
DESCRIPTION AND
OPERATION
The cabin receives ventilation air through a nose
section inlet and a nonicing scoop on the left side
of the dorsal fairing.
Air from the nose scoop enters the ducting system

through an iris valve in the nose cone. Iris valve
position is controlled by the CABIN VENT AIR
control, which is a slide lever below the left CB
panel and Hobbs meter (Figure 11-2).
Figure 11-3. Overhead Fresh-Air Control
On the ground, the heater blower and/or air-

conditioning blowers can be used to circulate
air through the cabin. The blowers may be
operated independent of their respective
heating and air-conditioning systems. The two
switches, labeled BLOWER, are adjacent to
their respective system switches on the pilot
subpanel. The air-conditioning blower switch has
three positions: OFF, LO, and HI. This blower
Figure 11-2. CABIN VENT AIR Control automatically operates in LO mode whenever the
air-conditioning system is activated. To increase
airflow from the system, place the BLOWER
switch in the HI position. The heater blower will
After entering the ducting system, the air passes operate automatically when the heater is turned
over the heater and enters the cabin through the on with the landing gear extended.
following:
• Adjustable defrost outlet on the glareshield In flight, ram-air pressure is sufficient to provide
air circulation through the cabin. Therefore,
• Adjustable pilot and copilot air outlets the heater blower is disabled when the aircraft
above the rudder pedals is airborne and the landing gear is retracted. If
• Nonadjustable floor outlets aft of the copi- air conditioning is installed, the air-conditioner
lot and No. 4 passenger seats blowers may be used to increase the volume of
airflow out of the overhead outlets. The pilot can
Controls for the adjustable outlets are along the regulate the amount of airflow into the cabin by
bottom of the instrument subpanel. adjusting the CABIN VENT AIR control and
overhead FRESH AIR control. Air can then
Air from the dorsal scoop enters the overhead be directed as desired with the defrost control,
ducting through an adjustable door in the dorsal pilot and copilot air controls, and individually
inlet. The door is controlled by a FRESH AIR adjustable overhead outlets.

11 AIR CONDITIONING
A storm window that may be opened is on the OPERATION

pilot left side window. A fixed exhaust vent, aft
of the windows on the left side of the fuselage, The heating system warms ambient air ducted
provides constant air circulation out of the cabin. through an iris valve in the nose. The iris valve
Maximum ventilation may be achieved by fully regulates the amount of air allowed to enter
opening the CABIN VENT AIR control and the heating chamber. To protect the burner can
FRESH AIR control, opening the pilot storm from overheating, the iris valve must be at least
window, and activating the blowers. 50% open for the heater to operate. The heater
ventilation blower automatically functions to
supply sufficient airflow across the burner can
HEATING SYSTEM if the HEATER switch (Figure 11-6) is on with
the landing gear extended. In flight, the blower is
deactivated and the system uses ram-air pressure.
DESCRIPTION A combustion air blower is also activated when
the heater is turned on.
The Baron G58 uses a 50,000 BTU Janitrol com-
bustion heater in the nose wheel well as the source Heated air enters the cabin through the adjustable
for cabin heating (Figure 11-4). The heater system defrost vent, adjustable pilot and copilot air vents,
uses fuel from the left wing tanks for combustion. and nonadjustable floor vents aft of the copilot
The heating system consists of: seat and the No. 4 passenger seat. A pressure
• Burner can switch monitors airflow into the burner can,
energizing the igniter unit and fuel pump when
• Electric fuel pump sufficient airflow is established.
• Ignition-vibrator-type ignition system
Once the heater is in operation, temperature is
• Combustion air blower controlled by the CABIN HEAT control, which sets
a thermostat in the heater outlet duct. Maximum
• Ventilation blower temperature for the thermostat is 180°F. The
• Various controls and protection devices heater operates until the duct temperature rises to
the thermostat setting. At that time, the thermostat
stops fuel flow into the burner can. When the duct
temperature drops below the thermostat setting,
the thermostat restarts fuel supply to the burner
can.
To obtain maximum heat, position the CABIN

VENT AIR control slightly more than 50% open.
The amount of fuel consumed by the heater var-
ies with outside air temperature and thermostat
setting. Maximum consumption is approximately
1 gph. Heater exhaust exits the burner can on the
left side of the nose radome.
Heater System Protection

The heater is protected by a manually resetable
overtemperature switch on the burner can (Figure
Figure 11-4. Heater and 11-4) that shuts the heater system off if the heater
Overtemperature Switch burner can temperature reaches 300°F. The heater
system should be inspected and any malfunction
corrected before resetting the overtemperature
Refer to Figure 11-5 for an illustration of the switch.
Baron G58 heating system.

11 AIR CONDITIONING
FUEL
SOLENOID CABIN HEAT
COMBUSTION VALVE CONTROL
AIR BLOWER
FROM AIRCRAFT
FUEL SUPPLY AIR
SOLENOID
VALVE
IGNITER
FUEL PUMP
THERMOSTAT
SENSOR
UNHEATED CABIN FAN

AIR
BURNER CAN
CABIN AIR CONTROL
IRIS VALVE
POSITION SWITCH
Figure 11-5. Baron G58 Heater System
Airworthiness Directive 82-07-03 requires peri-

odic inspection of the heater burner can to check
for combustion leaks. The burner can must be
inspected and hydrostatically tested every 500
hours of use, with subsequent pressure decay
tests every 100 hours of operation or 24 calendar
months, whichever occurs first. A heater hourme-
ter is in the upper framework of the nose baggage
compartment door to measure heater operation
time.
Figure 11-6. H
eater and Air-
Conditioning Switches
Heater Preflight and Shutdown
If the ventilation or combustion air blowers fail, a During the preflight inspection, check the
pressure switch removes power from the ignition overtemperature circuit breaker to ensure that it
and fuel pumps to prevent damage to the burner has not tripped. Check the heater air inlets, drains,
can. Also, if the fuel flow becomes insufficient and exhaust vent for obstructions.
for heater operation, a pressure switch shuts
the system down. An iris valve position switch To avoid overtemping the heater at shutdown, use
prevents operation of the heater unless the iris the following procedure:
valve is at least 50% open to prevent the heater 1. Push the CABIN HEAT control full for-
from excessive operation temperatures. ward to decrease heater temperature.
2. Turn the heater switch off.
11 AIR CONDITIONING
3. Operate the heater BLOWER for approxi- • Pair of evaporators

mately 2 minutes to dissipate burner can
heat. This step can be omitted if the heater • Various controls and protection devices
is turned off in flight and the iris valve is
left open for a short period to cool the The evaporator and blower assemblies are in the
burner can. nose baggage compartment and aft of the rear
baggage compartment. A receiver-dryer and ser-
vicing ports are under the copilot seat. Refer to
Figure 11-7 for an illustration of the air-condi-
AIR-CONDITIONING tioning system.
SYSTEM
OPERATION
DESCRIPTION Turning the A/C switch on activates the
air-conditioning system. The system runs
A 16,000 BTU vapor-cycle, air-conditioning sys- continuously until turned off. When the system is
tem is optional on the Baron G58 aircraft. R-134A turned on, the compressor (Figure 11-8) engages
refrigerant is used for the air-conditioning system. and the condenser scoop in the left engine nacelle
The air-conditioning system cools and dehumidi- (Figure 11-9) opens for condenser airflow.
fies cabin air to increase passenger comfort. The
system consists of: When the air-conditioning system is operating,
• Belt-driven compressor on the left engine the condenser blower operates automatically when
the landing gear is extended and continues to
• Condenser and blower in the left engine operate for 5 minutes after landing gear retraction.
nacelle The condenser scoop opens approximately 1.5
HIGH-PRESSURE SWITCH
LOW-PRESSURE HIGH-PRESSURE
SWITCH POP-OFF VALVE
COMPRESSOR
EXPANSION VALVE
EVAPORATOR RECEIVER-DRYER
CONDENSER
Figure 11-7. Baron G58 Air-Conditioning System

11 AIR CONDITIONING
through the cold evaporators and then returned to
the cabin for cabin cooling. From the evaporators,
the refrigerant returns to the compressor to repeat
the air-conditioning cycle.
The evaporator blowers automatically function

in the LO mode when the air-conditioning sys-
tem is turned on. The HI mode may be selected
with the BLOWER switch to increase the amount
of cooled air from the system. Cooled air from
the forward evaporator exits from the pilot and
copilot outlets and the pedestal outlets. Air from
the aft evaporator exits from the overhead outlets.
Figure 11-8. Air-Conditioner Compressor Closing the FRESH AIR control and the CABIN
VENT AIR control may increase air-conditioning
efficiency.
Protection
The air-conditioning and blower circuits are pro-
tected by circuit breakers on the left side panel. A
fuse in the left engine nacelle protects the system
from excessive or inadequate refrigerant pres-
sures. A high-pressure switch blows the fuse to
prevent damage to the system if system pressure
becomes too great. If the high-pressure switch
fails, a high-pressure pop-off valve opens and
vents the system into the atmosphere to protect the
compressor and refrigerant lines. A low-pressure
switch blows the fuse to protect the compressor if
refrigerant levels are inadequate for lubrication.
Figure 11-9. Air-Conditioner
Condenser Scoop LIMITATIONS
For best results during ground operation, operate
inches in flight and approximately 3 inches on the the left engine at a minimum of 1,200 rpm
ground to compensate for reduced airflow through when the air-conditioning system is on. The air
the condenser during ground operations. The conditioner must be off for takeoff. The system
condenser turns the air-conditioning refrigerant must be turned off for single-engine operations
into a liquid before routing it to the receiver-dryer. or any malfunction in the system itself. The
air-conditioning system should not be operated
The receiver-dryer acts as a reservoir for the at temperatures below 50°F to prevent the
refrigerant and removes moisture from the system evaporators from icing. After turning the system
to protect the refrigerant lines. A sight gage in off, allow at least 30 seconds for the system to
the receiver-dryer allows for inspection of the reset before turning it back on.
refrigerant level.
From the receiver-dryer, the refrigerant is routed

to the evaporators. An expansion valve at each
evaporator allows the refrigerant to expand
rapidly, causing it to cool. Cabin air is routed

11 AIR CONDITIONING
QUESTIONS

1. State the source of cabin ventilation air. 6. State the limitations on the air conditioner.
2. How can airflow into the cabin be stopped? 7. Should the air conditioner be turned off for
takeoff? Why?
3. When are the ventilation blowers operated? 8. What is the purpose for the heater inspec-
tion AD?
4. Describe the procedure for achieving maxi- 9. Which cockpit controls direct airflow in the
mum heater output. floor ducting?
5. List the heater shutdown procedure. 10. Describe the procedure for achieving maxi-
mum cooling.

11A AIR CONDITIONING
CHAPTER 11A
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION.............................................................................................................. 11A-1
GENERAL.......................................................................................................................... 11A-1
CABIN VENTILATION SYSTEM (2012 MODELS AND AFTER)................................ 11A-2
Description and Operation.......................................................................................... 11A-2
AUTOMATIC CLIMATE CONTROL SYSTEM.............................................................. 11A-3
Description and Operation.......................................................................................... 11A-3
HEATING SYSTEM.......................................................................................................... 11A-4
Description.................................................................................................................. 11A-4
Operation..................................................................................................................... 11A-5
AIR-CONDITIONING SYSTEM...................................................................................... 11A-6
Operation:.................................................................................................................... 11A-7
Limitations.................................................................................................................. 11A-8
Revision 0.2 FOR TRAINING PURPOSES ONLY 11A-i

ILLUSTRATIONS
Figure Title Page
11A-1 Baron G58 Environmental System..................................................................... 11A-2

11A-2 Digital Climate Controller Panel........................................................................ 11A-3
11A-3 Climate Controller Panel Location..................................................................... 11A-3
11A-4 Combustion Heater............................................................................................. 11A-4
11A-5 Baron G58 Heater System.................................................................................. 11A-5
11A-6 Master Heater Fan Switch................................................................................... 11A-5
11A-7 Baron G58 Air-Conditioning System................................................................. 11A-7
11A-8 Air-Conditioner Compressor.............................................................................. 11A-8
11A-9 Condenser Blower............................................................................................... 11A-8
11A-10 Evaporator........................................................................................................... 11A-8
11A-11 Air-Conditioner Vents......................................................................................... 11A-8
Revision 0.2 FOR TRAINING PURPOSES ONLY 11A-iii

CHAPTER 11A
AIR CONDITIONING
INTRODUCTION
This chapter describes the operation and limitations of the Baron G58 environmental systems.
Passenger comfort and safety are of prime importance during flight.
GENERAL
The purpose of the environmental systems is to
increase passenger comfort during flight (Figure
11A-1). The ventilation and heating systems
utilize outside air to create a comfortable cabin
temperature. Air conditioning may be installed as
optional equipment.
Revision 0.2 FOR TRAINING PURPOSES ONLY 11A-1

AIR INTAKE
BURNER CAN
CONDENSER
DEFROST
AIR
COMP-
RESSOR
LEGEND
HEATER AIR
AIR-CONDITIONER AIR
CABIN AIR EXHAUST AIR
EXHAUST
CONDENSER
EVAPORATOR
Figure 11A-1. Baron G58 Environmental System
CABIN VENTILATION After entering the ducting system, the air passes
over the heater and enters the cabin through the
SYSTEM following:
(2012 MODELS AND • Defrost outlet on the glaresheild
AFTER) • Pilot and co-pilot air outlets above the rud-
der pedals
DESCRIPTION AND • Floor outlets aft of the co-pilot and No. 4
OPERATION passenger seats
The cabin receives ventilation air through a nose Airflow from the outlets is controlled by the
section inlet and a non-icing scoop on the left side Automatic Climate Control System. A separate
of the dorsal fairing. This ventilation air is only Defrost mode on the controller, operates the
available when the heating system is being used. defrost vent.
If the heating system is not used, the air does not
enter the cabin. A storm window that may be opened is on the
pilot left side window. A fixed exhaust vent, aft
Air from the nose scoop enters the ducting system of the windows on the left side of the fuselage,
through an iris valve located on the cabin heater. provides constant air circulation out of the cabin.
Iris valve position is controlled by the Automatic Maximum ventilation may be achieved by fully
Climate Control System controller which is opening the storm window.
located on the center pedestal.
11A-2 FOR TRAINING PURPOSES ONLY Revision 0.2

AUTOMATIC CLIMATE selects the desired cabin air temperature. The

system will automatically turn on the heating
CONTROL SYSTEM and or air-conditioning system to reach and
maintain the desired temperature. The system
will automatically cycle the system ON and OFF
DESCRIPTION AND as necessary.
OPERATION
The Automatic Climate Control System,
incorporating an A/C Systems LLC Air
Conditioning System, is designed to cool and
heat the aircraft cabin to desired temperature
settings during all phases of flight operations. The
system may be used during any phase of the flight
(except a right engine failure), offering a choice
of fully automatic or mode override.
The system utilizes a digital climate controller

(Figure 11A-2) which is located on the center
pedestal (Figure 11A-3). The climate controller
compares the outside air temperature, cabin
temperature and selected cabin temperature to
determine whether to operate the heating system
or air-conditioning system.
To operate the environmental system, the pilot

must select ON or AUTO mode. In AUTO
mode blower speed is automatically controlled.
With AUTO mode OFF, blower speed can be
manually controlled (adjusting blower speed
while in AUTO mode will turn AUTO mode
OFF). Using the temperature controls, the pilot Figure 11A-3. Climate Controller
Panel Location
PRESS AND HOLD THE “+” AND “-” BUTTONS
SIMULTANEOUSLY TO SWITCH THE TEMPERATURE
PRESS TO DISPLAY THE DISPLAY FROM ºC TO ºF (AND VICE VERSA).
OUTSIDE AIR TEMPERATURE TURNS THE COMPRESSOR ON OR OFF IN ANY
FOR 5 SECONDS. MODE. PRESSING THIS BUTTON “TOGGLES”
THE COMPRESSOR SELECTION ON AND OFF.
RAISES FAN SPEED.

POSSIBLE IN ALL MODE
SELECTIONS. SPEED IS
INDICATED AS A RAISES THE CABIN TEMPERATURE
PERCENTAGE IN THE BY 1º INCREMENTS.
DISPLAY FOR 5 SECONDS
AFTER THE SELECTION
HAS BEEN MADE. LOWERS THE CABIN TEMPERATURE
BY 1º INCREMENTS.
LOWERS FAN SPEED.

POSSIBLE IN ALL
MODE SELECTIONS.
DEFOG MODE.
TURNS ACCS OFF. BLOWER RUNS AT HIGHEST SPEED, BUT
CAN BE REGULATED. MAXIMUM DEFOG
AUTOMATIC MODE. AIR IS DIRECTED TO THE WINDSHEILD.
TURNS ACCS ON. RESUMES ALL FUNCTIONS ARE CONTROLLED AUTOMATICALLY. ALL PRESSING THIS BUTTON “ TOGGLES”
PRESENT MODE AND TEMPERATURE. PREVIOUS SELECTED MANUAL SETTINGS ARE CANCELLED. THE DEFOG MODE ON AND OFF.
Figure 11A-2. Digital Climate Controller Panel

Air-conditioning is delivered through 7 overhead The heating system consists of:

vents above the seats of the aircraft, and heated air
is delivered through the floor vents of the aircraft. • Burner can
If windshield defrost is necessary, the defrost • Electric fuel pump
mode can be selected on the climate controller.
The defrost mode just directs air to the defrost • Ignition-vibrator-type ignition system
vent, this can be either cooled air and or heated • Combustion air blower
air.
• Ventilation blower
For more detailed information on normal • Various controls and protection devices
operation, limitations, and emergency procedures,
refer to the Airplane Flight manual Supplement Refer to Figure 11A-5 for an illustration of the
(AFMS) Baron G58 heating system.
HEATING SYSTEM
DESCRIPTION
The Baron G58 uses a 50,000 BTU C&D Associ-
ates combustion heater in the nose wheel well as
the source for cabin heating (Figure 11A-4). The
heater system uses fuel from the left wing tanks
for combustion.
Figure 11A-4. Combustion Heater

FUEL
SOLENOID
COMBUSTION VALVE
AIR BLOWER
FROM AIRCRAFT
FUEL SUPPLY AIR
SOLENOID
VALVE
IGNITER
FUEL PUMP CLIMATE
CONTROL
SYSTEM
THERMOSTAT
SENSOR
UNHEATED CABIN FAN

AIR
BURNER CAN
CLIMATE CONTROL
SYSTEM IRIS VALVE
Figure 11A-5. Baron G58 Heater System
OPERATION
The heating system warm ambient air ducted
through an iris valve in the nose. The iris valve
regulates the amount of airflow to enter the heating
chamber. The operation of the iris valve and
heater blower (Master Heater Fan) (Figure 11A-
6) is automatically controlled by the Automatic
Climate Control system provided that the Heater
Master Fan switch in the cockpit is turned ON.
This switch should remain on at all times to
allow the Automatic Climate Control System to
regulate the heater blower. With the exception of
an electrical system malfunction or emergency, it
is important to leave the Heater Master Fan switch
ON even after aircraft shutdown to allow the
system to cool the burner can. If the heater was
used and the aircraft shut down, the Automatic
Climate Control System will continue to power
the heater blower and keep the iris valve open for
2 minutes and then shut them down. The heater
blower and iris valve are powered by the “HOT”
battery bus. Note the heater blower does not Figure 11A-6. Master Heater Fan Switch

operate with the landing gear retracted, instead, Heater Preflight and Shutdown
Ram air through the iris valve provides adequate
airflow for heater operation and cool down. During the preflight inspection, check the over
temperature circuit breaker to ensure that it has
Cabin Heat is selected by selecting “Auto” on not tripped. Check the heater air inlets, drains,
the Climate Control Panel, then selecting a and exhaust vent for obstructions.
cabin temperature higher than the current cabin
temperature. The system will automatically
operate the heater and blower speed to bring the
AIR-CONDITIONING
cabin to the desired temperature and will cycle SYSTEM
on and off automatically to maintain the desired
temperature. A 16,0000 BTU vapor cycle air-conditioning sys-
tem is installed on the G58. R-134A refrigerant is
A pressure switch monitors airflow into the burner used for the system. The air-conditioning system
can, energizing the igniter unit and fuel pump cools and dehumidifies cabin air to increase pas-
when sufficient airflow is established. When the senger comfort. The system consists of:
cabin reaches the desired temperature the Climate • Belt-driven compressor on the left engine
Control System will shut down the heater. During
heater operation, the system consumes 3lb of fuel • Condenser and blower behind the aft bulk-
(1/2 gallon) from the left inboard leading edge head in the tail
cell tank.
• Evaporator and blower behind the aft bulk-
head in the tail.
Heated air enters the cabin through the pilot, co-
pilot, and rear passenger floor vents. The defroster • Climate Controller on the center pedestal
vent is controlled by the Automatic Climate Con-
trol System by selecting the “Defrost Mode” on • Protection devices
the Climate Control Panel.
The evaporator-blower and condenser-blower
assemblies are located in the aft tail cone aft of
Heater System Protection the rear bulkhead. Refer to fig Figure 11A-7 for
an illustration of the system.
The heater is protected by a manually resetable
overtemperature switch on the burner can (Figure
11A-4) that shuts the heater system off if the heater
burner can temperature reaches 300°F. The heater
system should be inspected and any malfunction
corrected before resetting the overtemperature
switch.
If the ventilation or combustion air blowers fail, a

pressure switch removes power from the ignition
and fuel pumps to prevent damage to the burner
can. Also, if the fuel flow becomes insufficient
for heater operation, a pressure switch shuts
the system down. An iris valve position switch
prevents operation of the heater unless the iris
valve is at least 50% open to prevent the heater
from excessive operation temperatures.
The heating system has a 2000 TBO (time before

overhaul) A Hobbs meter located in the nose
baggage compartment keeps track of heater
operation.

HIGH-PRESSURE SWITCH
LOW-PRESSURE HIGH-PRESSURE
SWITCH POP-OFF VALVE
COMPRESSOR
EXPANSION VALVE
EVAPORATOR RECEIVER-DRYER
CONDENSER
Figure 11A-7. Baron G58 Air-Conditioning System
OPERATION Protection
The air-conditioning system is activated by the The air-conditioning and blower circuits are pro-
Automatic Climate Control System when the tected by circuit breakers on the left side panel. A
system is set to ON or AUTO, and the desired fuse in the left engine nacelle protects the system
temperature selected is set below the current from excessive or inadequate refrigerant pres-
cabin temperature. The system will cycle ON sures. A high-pressure switch blows the fuse to
and OFF automatically to maintain the desired prevent damage to the system if system pressure
temperature. When the system is turned ON, the becomes too great. If the high-pressure switch
compressor engages (Figure 11A-8) and pumps fails, a high-pressure pop-off valve opens and
refrigerant to the condenser which is cooled by a vents the system into the atmosphere to protect the
condenser blower (Figure 11A-9) which removes compressor and refrigerant lines. A low-pressure
heat caused by compression. The refrigerant then switch blows the fuse to protect the compressor if
passes through the receiver- drier which removes refrigerant levels are inadequate for lubrication.
moisture from the system to protect the refriger-
ant lines. Refrigerant from the Receiver-Drier
then passes through the Expansion Valve. The
expansion valve allows the refrigerant to expand
rapidly causing it to cool as it passes through
the evaporator (Figure 11A-10). The evaporator
blower blows air over the cold evaporator cooling
the air. The air is then directed over the 7 over-
head air-conditioning vents in the cabin. (Figure
11A-11)
Figure 11A-8. Air-Conditioner Compressor
Figure 11A-10. Evaporator
Figure 11A-9. Condenser Blower
LIMITATIONS
The air-conditioning system may be used in all
phases of flight, including takeoff and landing.
Due to engine drag caused buy the engine driven
compressor, a slight performance loss will be
noted. If maximum performance is required, either
select OFF on the Climate Controller or turn the
compressor OFF by depressing the “snow flake” Figure 11A-11. Air-Conditioner Vents
symbol on the cabin controller. The LED next to
the “snow flake” indicates compressor operation.
Refer to the Airplane Flight Manual Supplement
for performance considerations and operational
limitations and emergency procedures. The air-
conditioning system should not be operated below
50° F/ 10°C to prevent the evaporator from icing.

12 PRESSURIZATION

13 HYDRAULIC POWER
SYSTEM

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION................................................................................................................. 14-1
GENERAL............................................................................................................................. 14-1
LANDING GEAR................................................................................................................. 14-2
Description..................................................................................................................... 14-2
Operation........................................................................................................................ 14-4
Limitations..................................................................................................................... 14-4
NOSEWHEEL STEERING................................................................................................... 14-5
WHEELS AND BRAKES..................................................................................................... 14-6
Components.................................................................................................................... 14-6
14 LANDING GEAR
Operation........................................................................................................................ 14-7
AND BRAKES
Limitations..................................................................................................................... 14-8
Landing Gear.................................................................................................................. 14-9
QUESTIONS......................................................................................................................... 14-9
Brakes...........................................................................................................................14-10

ILLUSTRATIONS
Figure Title Page
14-1 Landing Gear System................................................................................................ 14-3

14-2 Landing Gear Handle................................................................................................ 14-3
14-3 Landing Gear Uplock and Downlock........................................................................ 14-4
14-4 Nose Gear Tow Limits............................................................................................... 14-4
14-5 Landing Gear Manual Extension Handcrank............................................................ 14-5
14-6 Brake Assembly......................................................................................................... 14-6
14-7 Brake Fluid Reservoir................................................................................................ 14-6
14-8 PARK BRAKE Knob................................................................................................ 14-7
14-9 Baron G58 Brake System.......................................................................................... 14-7
14 LANDING GEAR
AND BRAKES

CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
This chapter discusses the Baron G58 landing gear, nosewheel steering, and brake systems.
14 LANDING GEAR
An understanding of the landing gear system aids the pilot in safe and proper operation of the
AND BRAKES
aircraft. An understanding of the brake system helps the pilot operate the brakes safely with a
minimum of brake wear.
GENERAL
The Baron G58 landing gear system is an retracted, and it is locked in the extended position
electromechanical system. The landing gear by overcenter braces and mechanical downlocks.
is fully enclosed by landing gear doors when

LANDING GEAR Tire servicing procedures and inflation values

can be found in the Handling, Service, and
Maintenance section of the POH.
DESCRIPTION
A pair of landing gear safety switches is on the
Landing gear position is changed by an electric main gear to prevent accidental retraction of the
motor and a mechanical actuator assembly landing gear on the ground.
between the pilot and copilot seats, aft of the
forward spar. As the actuator rotates, it operates When the main struts are compressed, the control
steel push-pull rods to extend and retract the circuit is open and the gear cannot retract. Never
landing gear. rely on the safety switches to keep the gear
extended during ground operations. Maneuvering
Limit switches next to the actuator terminate over rough terrain may cause the strut to extend
motor operation to stop the landing gear in the and close the circuit long enough to begin landing
full-up or down position. gear retraction.
The landing gear is held in the retracted position Always keep the LANDING GEAR handle in the
by friction in the system and mechanical uplocks down position when on the ground.
on the main gear. The gear is held in the extended
position by overcenter braces and mechanical Refer to Figure 14-1 for an illustration of the
downlocks on the main gear. landing gear system.
Push-pull rods actuated by the nose gear strut
mechanically operate nose gear doors on the CONTROLS AND INDICATIONS
Baron G58. Outboard gear doors on the main
gear are attached to the main gear struts and open Landing Gear Control Handle
and close as the struts extend and retract. Push-
pull rods connected to the landing gear actuator Landing gear position is selected by a wheel-
mechanism mechanically operate the inboard shaped control handle on the pilot subpanel
gear doors for the main gear. (Figure 14-2). The handle has two positions: UP
and DOWN.
The landing gear struts are air-oil shock-
The handle must be pulled out of a safety detent
absorber-type struts. Shock strut servicing before it can be moved. The handle operates a
14 LANDING GEAR
procedures can be found in the Handling, Service, control circuit that sends power to the gear motor
AND BRAKES
and Maintenance section of the Pilot’s Operating for operation of the system.
Handbook (POH).
Always keep the gear handle in the down position
A single six-ply, tube-type tire is on the nose gear, when on the ground. Do not change the position
and single 10-ply tube-type tires are on the main of the control switch while the gear is in transit,
landing gear. as it may cause serious damage to the mechanism.
Tire specifications for the Baron G58 are: Position Indicators

• Main wheel tires—19.50 x 6.75 x 8, 10-ply Landing gear position indicators are above the
tube-type tires LANDING GEAR control handle (Figure 14-2).
• Nosewheel tire—5.00 x 5, six-ply tube- Three green GEAR DN & LOCKED lights (one
type tire for each gear) illuminate when the gear is fully
extended.

Figure 14-1. Landing Gear System
A single red IN TRANS light illuminates

anytime one or all of the gear is in transit or in
any intermediate position. All of the lights are
extinguished when the gear is fully retracted
(Figure 14-2).
14 LANDING GEAR
The intensity of the landing gear indicators is
AND BRAKES
controlled by a photoelectric cell just above the
indicator lights.
Warning Horn and Annunciator

A landing gear horn sounds and a GEAR UP
warning alert illuminates on the PFD if the
landing gear is retracted under certain conditions
of throttle and flap position.
The system alerts the pilot of an unsafe gear

condition prior to landing. The landing gear
warning system activates if the gear lever is
selected up and the aircraft is on the ground or
either throttle is reduced below approximately 13
in. Hg, with the landing gear safety switch closed.
Figure 14-2. Landing Gear Handle

In addition, one throttle must be greater than a UPLOCK

position of approximately 17 in. Hg manifold
pressure in order to retract the gear. The system
also activates when full flaps are selected with the
gear retracted.
During single-engine operation, advancing the

throttle of the inoperative engine until the throt-
tle position switch opens the circuit silences the
landing gear warning horn.
OPERATION
Landing Gear System Preflight
The landing gear system should be checked
closely as a part of the normal preflight inspec- DOWNLOCK
tion, as follows: Figure 14-3. L
anding Gear Uplock
• Check struts for leaks and proper inflation. and Downlock
• Check tires for damage and proper inflation.
• On the main gear, check the nuts and cotter
pins on the scissor assemblies and axles.
• Ensure that the safety switches are attached
and in good condition.
• Verify that the uplocks and downlocks
(Figure 14-3) are attached and in good con-
dition and that the cables and springs are
attached. The uplock roller should be well
lubricated and free to rotate.
• Verify that the nose gear tow pins are
14 LANDING GEAR
not bent or broken. A damaged or newly

AND BRAKES
installed tow pin may indicate that tow Figure 14-4. Nose Gear Tow Limits
steering limits have been exceeded (Figure
14-4).
LIMITATIONS
• Check the shimmy damper for leaks or a
bent rod. Maximum landing gear extended or operating
speed (VLE, VLO) is 152 KIAS. To prevent
• On the nose gear, verify that nuts and cotter damage to the gear doors, brake lines, and landing
pins are installed on the scissor assembly gear mechanism, do not extend, retract, or operate
and axle. with the gear extended above this speed.
• Make sure that the landing gear handle
is down and the emergency handcrank is The manual extension system only lowers the
stowed with the handle accessible. landing gear. Do not attempt to retract the gear
manually. For electrical retraction of the landing
Refer to the FlightSafety Training Checklist for gear following a practice manual extension, refer
landing gear preflight procedures. to the FlightSafety Training Checklist.

Do not operate the landing gear electrically • Engage the handcrank and turn it coun-
with the manual handcrank engaged or reverse terclockwise until it is forced against the
the gear while it is in transit. Either action can mechanical stop (approximately 50 turns).
cause serious damage to the landing gear actuator Turn the handcrank as far as possible to
mechanism. ensure that the gear is completely down.
• Break the extension down into sets of 10–15
Landing Gear Manual Extension turns. A break between the sets allows the
pilot to rest, monitor aircraft performance,
The landing gear can be manually extended with and look for traffic.
the handcrank at the rear of the pilot seat (Figure
14-5) in the event of normal extension failure. • After the manual extension is accom-
Refer to the FlightSafety Training Checklist for plished, the position indicators and warning
landing gear manual extension procedures. horn may verify that the landing gear is
down.
• Do not move the landing gear controls or
reset any circuit breakers until the aircraft
is on the ground and the malfunction has
been corrected.
NOSEWHEEL STEERING
DESCRIPTION AND
OPERATION
The Baron G58 nosewheel steering mechanism is
Figure 14-5. L
anding Gear Manual connected to the rudder pedals by a push-pull rod
Extension Handcrank and bungee assembly.
Consider the following steps while accomplish- A shimmy damper is on the nose gear strut
ing an emergency landing gear extension: to prevent nosewheel shimmy during ground
operations.
• Set up the aircraft at a safe altitude and air-
14 LANDING GEAR
speed before attempting the manual gear A centering bearing and universal joint attached
AND BRAKES
extension. to the upper nose strut assembly automatically
center the n osewheel and render nosewheel
• The autopilot may be engaged to assist in steering inoperative when the gear retracts.
holding altitude and heading. If the autopilot
is used, monitor airspeed closely through- Nosewheel steering is controlled through the
out the manual extension procedure. rudder pedals at both the pilot and copilot flight
• Increase power as necessary to maintain a stations. Minimum aircraft turning radius is
safe airspeed. achieved through the use of full rudder (nose-
wheel steering) input, partial braking action, and
• Adjust the pilot seat as necessary to differential power.
allow the pilot to reach the handcrank
comfortably.
• Ensure that the LANDING GEAR handle
is down and the landing GEAR MOTOR
circuit breaker is pulled before engaging
the manual handcrank.

WHEELS AND BRAKES Brake Fluid Reservoir

The brake hydraulic fluid reservoir is on the far
COMPONENTS wall of the nose baggage compartment (Figure
14-7). The reservoir serves as a storage receptacle
Wheel Assemblies for the brake fluid and provides space for thermal
expansion of the fluid. A dipstick attached to the
The Baron G58 aircraft is equipped with Goodrich reservoir cap checks fluid level.
6.50 x 8 wheel assemblies on the main gear and
a Goodrich 5.00 x 5 wheel assembly on the nose
gear.
The wheels consist of inner and outer wheel

halves fastened together with bolts, washers, and
nuts.
The wheel assemblies are secured to the axles

with bushings, washers, nuts, and cotter pins.
Check the wheels during preflight for security
and condition.
Brake Assemblies
The Baron G58 is equipped with a Cleveland Figure 14-7. Brake Fluid Reservoir
brake system. The Cleveland brakes are a stan-
dard disc and caliper brake assembly (Figure
14-6).
Brake Fluid
The brake system contains 1.5 pints of MIL-H-
5606 red aircraft hydraulic fluid. If the reservoir
is overfilled, fluid leaks into the nose baggage
compartment through the reservoir pressure relief
vent. Check the brake fluid level as a part of the
14 LANDING GEAR
preflight inspection.
AND BRAKES
Parking Brake
The parking brake assembly is a pair of check
valves in the brake lines. When the PARK BRAKE
knob is pulled, pressure is trapped downstream of
the valves in the main brake caliper assemblies.
Figure 14-6. Brake Assembly
CONTROLS AND INDICATIONS
Rudder Toe Brakes
Master Cylinders
The wheel brakes are controlled by rudder pedal
A brake master cylinder is on the top of each pilot toe brakes at the pilot and copilot flight stations.
rudder pedal to provide braking action.

PARK BRAKE Knob OPERATION

The PARK BRAKE knob on the pilot subpanel
(just below the main landing gear control lever, Main Brakes
left of the elevator trim tab wheel) controls the When the top of the brake pedal is pushed, a
parking brake (Figure 14-8). piston inside the master cylinder forces hydraulic
fluid through the brake lines to the brake caliper
assembly on the main gear. The increase in
hydraulic pressure forces the brake pads against
the brake discs, creating friction that causes
braking action (Figure 14-9).
The brakes require no adjustment, since the disc

pistons move outward to compensate for pad and
lining wear.
Check the brake pads for sufficient thickness

during preflight. The pads should be at least 3/32
of an inch thick.
When starting to taxi, check the brakes individu-

Figure 14-8. PARK BRAKE Knob ally and together to ensure stopping ability.
BRAKE
FLUID
RESERVOIR
14 LANDING GEAR
AND BRAKES
PILOT COPILOT
MASTER MASTER
CYLINDERS CYLINDERS
PARKING
BRAKE VALVE
LEFT BRAKE DISC RIGHT BRAKE DISC

AND CALIPER AND CALIPER
Figure 14-9. Baron G58 Brake System

Parking Brake
To set the parking brake, pull the PARK BRAKE
knob out and apply pressure to the toe pedals
until firm.
To release the parking brake, apply pressure to

the toe pedals to equalize pressure in the lines and
push the PARK BRAKE knob in.
When the parking brake is set, brake fluid is

trapped downstream of the check valves, result-
ing in no room for thermal expansion in the lines.
LIMITATIONS
Tapping the brakes after lift-off may pinch off the
filler valve, resulting in a flat tire.
Inspect the tires on preflight for proper inflation,

cuts, cracks, or splits in the seams.
Changes in ambient temperature can cause the

brakes to release or exert excessive pressure,
resulting in damage to the lines or seals. Because
of this, the parking brake should only be used for
short periods of time.
The aircraft should be chocked and tied down

before leaving the aircraft for an extended period
of time.
14 LANDING GEAR
AND BRAKES

QUESTIONS
LANDING GEAR
1. What type of gear system is on your aircraft? 6. How far should the manual handcrank be
turned during a landing gear manual exten-
sion?
2. What does the illumination of the red gear

position light indicate?
7. Where can information regarding the infla-
tion values of the tires and shock struts be
found?
3. How is the intensity of the landing gear posi-

tion indicators controlled?
8. When should the gear handle not be moved?
14 LANDING GEAR
AND BRAKES
4. When does the landing gear warning horn
sound?
9. What safety precaution is recommended
when extending the landing gear?
5. What is the landing gear maximum exten-

sion speed?

BRAKES
1. What may happen if both pilots apply brakes

simultaneously?
2. What is the type and quantity of brake fluid

used on the Baron G58?
3. Why should the parking brake not be set for

extended periods of time?
4. When should a brake pad be replaced?

14 LANDING GEAR
AND BRAKES
5. Should the brakes be tapped after lift-off?

Explain.

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
FLIGHT CONTROLS........................................................................................................... 15-2
Description..................................................................................................................... 15-2
Components.................................................................................................................... 15-2
FLAP SYSTEM..................................................................................................................... 15-4
Description..................................................................................................................... 15-4
Operation........................................................................................................................ 15-5
Emergency/Abnormal.................................................................................................... 15-6
STALL WARNING SYSTEM............................................................................................... 15-6
QUESTIONS......................................................................................................................... 15-7
15 FLIGHT CONTROLS

ILLUSTRATIONS
Figure Title Page
15-1 Flight Controls........................................................................................................... 15-2

15-2 Baron G58 Flight Controls........................................................................................ 15-3
15-3 Rudder Pedals............................................................................................................ 15-3
15-4 Electric Trim Control................................................................................................. 15-4
15-5 Control Lock.............................................................................................................. 15-4
15-6 Flap Limit Switches................................................................................................... 15-4
15-7 Flap System............................................................................................................... 15-5
15-8 Flap Switch and Indicators........................................................................................ 15-5
15-9 Stall Warning Vane.................................................................................................... 15-6
15 FLIGHT CONTROLS

CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
This chapter describes the Baron G58 flight control, flap, and stall warning systems. Familiarization with
the aircraft’s flight control and stall warning system is essential to the safety of flight. An understanding
of the flap system is necessary to provide optimum aircraft performance.
15 FLIGHT CONTROLS

FLIGHT CONTROLS Rudder Pedals

The pilot and copilot rudder pedals are connected
DESCRIPTION through a linkage below the floorboards. The
two-position pedals are adjustable by pressing the
The flight controls on the Baron G58 are con- spring-loaded lever on the side of the pedal (Fig-
ventional cable-operated control surfaces. All ure 15-3). Verify the pedals are properly adjusted
primary control surfaces are manually actuated prior to engine start.
through push-pull rods, cables, and bell-cranks.
Each system includes control surface balance
weights, travel limit stops, and linkage adjust- Trim System
ments for “rigging” the aircraft. Refer to Figure Trim tabs are on the elevators, rudder, and left
15-1 for an illustration of flight control and trim aileron. In addition to its trimming purpose, the
tab locations. aileron tab incorporates a servo action to assist
the pilot with aileron inputs. Control wheels in
the cockpit control the tabs through cables. Tab
COMPONENTS position indicators are on or near the trim control
wheels. Manual ground-adjustable trim tabs are
Control Column on the right aileron, rudder, and each elevator.
Baron G58 aircraft are equipped with intercon- The bendable tabs are set to rig the aircraft for
nected control columns in front of the pilot and hands-off flight in normal cruise conditions.
the copilot (Figure 15-2).
LEGEND
RUDDER FLAP
RUDDER TRIM TAB AILERON TRIM TAB
ELEVATOR TRIM TAB AILERON
ELEVATOR
15 FLIGHT CONTROLS
Figure 15-1. Flight Controls

Figure 15-2. Baron G58 Flight Controls
application, engage and hold the interrupt switch

to temporarily break the electric trim circuit and
stop movement of the elevator trim tab. Pull the
AP SERVOS circuit breaker to deactivate the
electric trim system. Refer to the Pilot’s Operating
Handbook (POH) for electric trim and autopilot
preflight and operating procedures. Refer to the
FlightSafety Training Checklist for trim runaway
emergency procedures.
The trim tabs in the cockpit should be “zeroed out”

prior to the preflight inspection. With the indica-
tor at zero, the trim tab should line up relatively
Figure 15-3. Rudder Pedals flush with its corresponding control surface. A
slight difference in position is acceptable; how-
15 FLIGHT CONTROLS
The elevator trim tab can be actuated by an optional ever, any large difference should be inspected and
electric trim system. The electric elevator trim is adjusted by a mechanic.
controlled by a thumb switch mounted on the left
side of the pilot control wheel (Figure 15-4). An
emergency trim interrupt and autopilot disconnect
switch is on the left side of the pilot control wheel.
In the event of an unscheduled electric trim

installed, never tow the aircraft with the rudder

lock installed. Because the rudder lock limits
the movement of the nosewheel steering system,
damage to the system can occur by towing the
aircraft with the lock installed. Instructions for
installing the control locks are printed on the con-
trol locks themselves. Verify that all control locks
have been removed prior to starting the engines.
FLAP SYSTEM
DESCRIPTION
Baron G58 aircraft are equipped with Fowler-type
flaps operated by an electric motor on the aft spar
between the pilot and copilot seats. The motor
drives a pair of flexible drive cables connected
to jackscrew actuators at the flaps. A set of four
Figure 15-4. Electric Trim Control limit switches in the left flap well (Figure 15-6),
stop the flap motor when the flaps reach the
Control Locks selected position. Refer to the Figure 15-7 for an
illustration of the flap system.
The control lock assembly prevents the flight
controls from moving in gusty wind conditions.
The control lock pin is inserted into the underside
of the pilot control column to prevent movement
of the ailerons and elevators (Figure 15-5).
Figure 15-6. Flap Limit Switches
A three-position switch on the copilot subpanel

controls the flaps. The flaps may be set at the
full-up (0°), approach (15°), or full-down (30°)
positions. The control switch must be moved
Figure 15-5. Control Lock
15 FLIGHT CONTROLS
out of a safety detent to move the flaps down.

The switch does not need to be pulled out of the
detent to be moved up. The flaps can be moved to
Rudder pedals may be locked with a rudder lock any selectable position from any other position,
pin attached to the main control lock assem- and while in transit. There are no intermediate
bly with a cable. Although the aircraft may be positions.
safely towed with only the control column lock

FLAP
ACTUATOR
LIMIT
SWITCHES
FLAP
ACTUATOR
FLAP
FLAP DRIVE SHAFT MOTOR FLAP DRIVE SHAFT
AND HOUSING AND HOUSING
Figure 15-7. Flap System
Flap position is indicated by three lights adjacent OPERATION

to the flap control switch (Figure 15-8):
• Red light—Indicates the flaps are in transit Preflight Inspection
• Blue light—Illuminates when the flaps are Include a check of flap security and condition
in the approach position as part of the preflight inspection. Periodically,
extend the flaps full down for a thorough
• Amber light—Illuminates when the flaps inspection. Check the general condition of the
are full down. jackscrew, hinges, and limit switches. Look
along the leading edge of the flap for worn rivets,
All of the lights extinguish when the flaps are
scratches, or scraped paint. The flaps should move
fully retracted.
up and down slightly, but not rattle. There should
be no sideways movement in the flaps.
A doughnut-shaped rubber bumper is in the out-

board section of each flap well to prevent the flaps
from rattling and rubbing against the metal of the
wing when the flaps are retracted. If the bumper
is excessively worn or missing, the flaps makes
contact with the wing in flight, eventually result-
ing in damage to the flaps.
15 FLIGHT CONTROLS
Limit Switch Check

Operation of the flap limit switches may be
checked during the Before Takeoff procedure.
Select each flap position to verify the flaps stop
Figure 15-8. Flap Switch and Indicators properly in each direction. The flaps should stop
evenly at each position without bouncing.
Takeoff Flap Settings pulling the flap motor circuit breaker when the
flaps are symmetric. The aircraft is controllable
Although takeoff with the flaps is not prohibited, in a full split flap condition by applying generous
Beechcraft does not recommend the use of flaps aileron pressure in the direction of the extended
for takeoff. Takeoff with the flaps extended may flap and opposite rudder pressure to maintain
cause the aircraft to liftoff at speeds below the heading. If landing with a split flap condition,
single-engine minimum control speed (VMCA). plan to land 5–10 KIAS faster than normal to
In no case should takeoff be attempted with full increase aileron effectiveness during the flare.
flaps extended.
Flap Extension Speeds STALL WARNING

Maximum approach flap extension speed for the SYSTEM
Baron G58 is 152 KIAS, indicated by a white
triangle on the airspeed indicator. Maximum full-
flap extension speed is 122 KIAS, indicated by DESCRIPTION AND
the top of the white arc on the airspeed indicator. OPERATION
The stall warning system consists of a stall
Approach and Landing Flap warning horn, a lift transducer, and a heating
Settings element (Figure 15-9). The horn requires the
electrical system to be active for operation.
Approach flaps are typically used to reduce
airspeed and stabilize the aircraft when When the angle of attack is great enough,
approaching the airport for landing. Approach aerodynamic pressure on the lift transducer
flaps are also used to increase the descent rate and vane pushes it against the face plate to complete
avoid large power reductions. the circuit to the stall warning horn. The lift
transducer is effective in all flight attitudes and
The normal landing procedure calls for full flap at all weights and airspeeds. The warning horn is
extension when landing on the runway is assured. intermittent at first, then becomes steady as the
Maximum braking can be achieved by leaving aircraft approaches a full stall.
the flaps extended during landing rollout and
gradually pulling the control wheel full aft while The heating element protects the lift transducer
applying the brakes. Due to the high incidence and face plate from ice buildup. Stall warning
of accidental gear retraction during the rollout, a heat is activated by a switch-type circuit breaker
safe procedure is to retract the flaps only after the on the pilot subpanel. Any accumulation of ice on
aircraft is stopped and clear of the runway. the wing may disrupt the airflow across the lift
transducer and prevent the system from accurately
EMERGENCY/ABNORMAL indicating an imminent stall.
Flap Emergency Procedures

If the flaps do not extend, check the flap circuit
breakers and reset if required. If it is not possible
to extend the flaps, plan for a zero flap landing.
Plan on additional landing distance due to the
15 FLIGHT CONTROLS
higher approach speed and loss of flap drag.
If the flexible drive cable or jackscrew actua-

tor fails during flap travel, an asymmetrical flap
extension results. The yaw and roll created by the
split flap condition can be eliminated by reversing
the flap direction with the flap control switch and
Figure 15-9. Stall Warning Vane

QUESTIONS

1. How can the rudder pedals be repositioned? 7. List the steps to take in the event of an elec-
tric pitch trim runaway.
2. The aircraft should never be towed with 8. If the limit switches fail, what should be
which control lock installed? Why? done to stop the flap motor?
3. What stops the flaps between selectable 9. What is the recommended takeoff flap set-
positions? ting? Why?
4. What are the limiting airspeeds for the flaps? 10. Describe the procedure to achieve maximum
braking during landing.
5. How is the stall warning system powered on 11. What airspeed should be used for a “no-flap”
your aircraft? landing?
6. When will the stall warning system be inac- 12. Explain the procedure for a split flap condi-
15 FLIGHT CONTROLS
curate? tion.

16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 16-1
PITOT SYSTEM.................................................................................................................... 16-1
STATIC SYSTEM.................................................................................................................. 16-3
Normal System Operation.............................................................................................. 16-3
Alternate Static System.................................................................................................. 16-3
COMMUNICATION AND NAVIGATION.......................................................................... 16-3
Antennas......................................................................................................................... 16-3
Emergency Locator Transmitter..................................................................................... 16-4
Static Discharging.......................................................................................................... 16-5
FLIGHT INSTRUMENTS AND AVIONICS........................................................................ 16-5
Autopilot......................................................................................................................... 16-6
Avionics Power............................................................................................................... 16-6
G1000 SYNTHETIC VISION............................................................................................... 16-8
Synthetic Vision Overview............................................................................................. 16-8
Operation........................................................................................................................ 16-8
QUESTIONS.......................................................................................................................16-13

16 AVIONICS
ILLUSTRATIONS
Figure Title Page
16-1 Pitot Tube................................................................................................................... 16-2

16-2 Pitot-Static System.................................................................................................... 16-2
16-3 Static Port.................................................................................................................. 16-3
16-4 Static Air Selector...................................................................................................... 16-3
16-5 Antenna Locations..................................................................................................... 16-4
16-6 ARTEX ELT Switch.................................................................................................. 16-4
16-7 Baron G58 Panel........................................................................................................ 16-5
16-8 Autopilot Controls on MFD...................................................................................... 16-7
16-9 Avionics System........................................................................................................ 16-7
16-10 SVS Operation Using PFD Softkeys......................................................................... 16-8
16-11 All SVS Options Turned On...................................................................................... 16-9
16-12 SVS Enabled and Disabled........................................................................................ 16-9
16-13 Zero Pitch Line....................................................................................................... 16-10
16-14 Pathways................................................................................................................. 16-10
16-15 Flight Path Marker (FPM)...................................................................................... 16-10
16-16 Traffic Symbols....................................................................................................... 16-11
16-17 Airport Signs.......................................................................................................... 16-11
16-18 Runway Thresholds................................................................................................ 16-12
16-19 Terrain and Obstacle Display.................................................................................. 16-12
16-20 Field of View.......................................................................................................... 16-12
Revision 0.1 FOR TRAINING PURPOSES ONLY 16-iii

16 AVIONICS
CHAPTER 16
AVIONICS
INTRODUCTION
This chapter describes the pitot and static systems and basic communication and navigation
equipment on the Baron G58. Knowledge of the pitot-static system and its operation is vital to
the safety of flight. The pilot should also be familiar with the communication and navigation
equipment on the aircraft to ease pilot workload in flight.
PITOT SYSTEM
The GDC 74A air data computer and standby mast. A heating element is in the pitot mast to
airspeed indicator receive ram-air pressure from prevent it from becoming obstructed by ice. The
the pitot tube on the left side of the nose radome pitot heat system is activated by a switch-type
(Figure 16-1). The pitot system self-drains
through a drain hole in the bottom of the pitot

16 AVIONICS
circuit breaker on the pilot subpanel. Refer to

Figure 16-2 for an illustration of the pitot system.
If the pitot tube ram-air inlet becomes obstructed,

indicated airspeed will read zero or lower than
actual airspeed, depending on the severity of the
blockage. If both the ram-air inlet and drain holes
become obstructed, indicated airspeed remains at
the same value, regardless of actual airspeed, as
long as the aircraft maintains a constant altitude.
If the aircraft climbs, indicated airspeed increases.
If the aircraft descends, indicated airspeed
decreases. Use known power settings and aircraft
configurations to achieve a desired airspeed if the
airspeed indicator is unreliable.
Ensure that the pitot tube is unobstructed dur-

ing preflight and pitot heat is operational prior to
flight in icing conditions. It is recommended pitot
Figure 16-1. Pitot Tube heat be used when flying in visible moisture.
INSTRUMENT
STATIC AIR
ALTERNATE
STATIC AIR STATIC
VALVE BUTTON
AIRSPEED
TO INSTRUMENTS
INB
D
STATIC
D BUTTON
FW
ALTIMETER
ALTERNATE
STANDARD HEATED PITOT STATIC AIR VALVE
Figure 16-2. Pitot-Static System

16 AVIONICS
STATIC SYSTEM
NORMAL SYSTEM OPERATION
Static air is routed to the GDC 74A air data
computer to provide accurate information for
computing airspeed, and is also the primary air
reference for the altimeter and VSI Static air
ports (Figure 16-3) are on each side of the aft
fuselage aft of the rear cabin bulkhead. Static air
lines are routed along the left side of the fuselage
to the cockpit. Due to the location of the static
ports, ice-protection equipment is not needed. An
alternate static air system is provided in the event
that the normal static lines become obstructed.
Figure 16-4. Static Air Selector
blocked, the altimeter freezes and the vertical

speed indicator indicates zero. The airspeed
indicator indicates normally but will be slightly
inaccurate. A partial blockage causes erroneous
readings on both instruments. The lever should
then be moved forward to the ON ALTERNATE
position to select alternate static air.
Refer to the Airspeed Calibration and Altimeter

Correction charts in the Performance section of
the Pilot’s Operating Handbook (POH) when
Figure 16-3. Static Port operating on the alternate static air system. The
FlightSafety Training Checklist contains proce-
dures for activating the alternate static air system.
The static lines are drained when the alternate
static air selector is placed in the ON ALTER-
NATE position. The static system should be COMMUNICATION AND
drained prior to flight. Ensure that the static ports
are unobstructed during preflight.
NAVIGATION
ANTENNAS
ALTERNATE STATIC SYSTEM
The equipment installed in the aircraft determines
If the static ports become obstructed in flight, the antenna type and location. Refer to Figure 16-5
pilot is likely to notice sluggish or no movement for an illustration of typical antenna locations.
of the altimeter and vertical speed indicator. The No. 1 communication antenna is on the top
of the fuselage and the No. 2 communication
The alternate static system provides a source of antenna is on the bottom of the fuselage.
static pressure to the instruments from inside the
cabin. The alternate static air selector is on the Distance measuring equipment (DME) and
pilot left sidewall, forward of the CB panel (Figure transponder antennas are typically on the bottom
16-4). If the static system becomes completely of the fuselage. The transponder antenna is under

16 AVIONICS
VOR/LOC
ANTENNA
GDL 69
COMM 1 ANTENNA ANTENNA
GPS ANTENNAS
ELT ANTENNA
WEATHER
RADAR
ANTENNA
GLIDE-SLOPE
ANTENNA
COMM 2
TRANSPONDER ANTENNA ANTENNA
Figure 16-5. Antenna Locations
the copilot seat, and a DME antenna, if installed, ON and ARM positions. The unit may be tested/
is under the pilot seat. Glide-slope antennas are reset by holding the switch in the ON position for
typically behind the nose radome. 1 second, then returning it to the ARM position.
An indicator light above the switch flashes when
The antenna for both GIA 63 integrated avion- the ELT is activated. The ELT battery must be
ics units is on the vertical stabilizer. Half of the replaced when half of its useful life has expired
antenna is visible on each side of the vertical sta- (this date is stamped on the battery) or after one
bilizer. The GWX 68 weather radar antenna is cumulative hour of use. ELT testing is permitted
behind the nose radome. The emergency locator any time for a maximum of three sweeps.
transmitter (ELT) antenna is behind the fairing
at the base of the vertical stabilizer. Antennas for
options such as Stormscope and Skywatch Traffic
Alerting System are on the belly and roof of the
fuselage respectively.
EMERGENCY LOCATOR
TRANSMITTER
The ELT is an automatic transmitting device
that assists in the tracking and recovery of a
downed aircraft. The ELT transmits on the
international distress frequencies of 121.5 kHz,
243 MHz, or newer model 406 MHz upon sensing
approximately 5 g of linear deceleration. The ELT
is on a shelf in the aft fuselage and is accessed
through an inspection panel on the left side of the
aft fuselage.
An Artex remote switch is on the right side of

the copilot panel (Figure 16-6). This switch has Figure 16-6. ARTEX ELT Switch

16 AVIONICS
STATIC DISCHARGING FLIGHT INSTRUMENTS
A static electrical charge may build up on the AND AVIONICS
surface of the aircraft in flight. This electrical
charge, if retained, can cause interference in The avionics and flight instruments are
radio and avionics equipment operation. Static completely integrated into the Garmin G1000
dissipation wicks are on the trailing edge of the integrated avionics system (Figure 16-7). For
flight surfaces to aid in the dissipation of static further information on this system, refer to the
electricity. documentation supplied with the aircraft on the
Garmin G1000 System and the POH.
There are 15 static wicks on the aircraft: three on
each wing tip, three on each elevator, and three A magnetic compass is above the instrument
on the rudder. Static wick condition and security panel. A lighted outside air temperature indicator
should be checked during the preflight inspection. is on the left side panel. See the Lighting section
Figure 16-7. Baron G58 Panel

16 AVIONICS
of this manual for operation of the OAT gage and

magnetic compass lights. A clock is in the center
of the pilot control wheel.
AUTOPILOT
The Baron G58 is equipped with the Garmin
GFC 700 digital automatic flight control system
(AFCS). The autopilot system is fully integrated
into the G1000 system. The autopilot controls
are on the left side of the multifunction display
(MFD) and all mode annunciations are displayed
on the primary flight display (PFD) (Figure 16-8).
Refer to the AFCS Pilot’s Guide for the Bonanza
B58/G58 and POH for operation and limitations.
AVIONICS POWER
The avionics bus receives electrical power from
the RIGHT BUS through a 35-amp current
limiter. The AVIONICS MASTER switch is used
to control power to the G1000 Avionics Suite.
The avionics master circuitry is a “fail-safe”
system. The avionics can be powered even if the
AVIONICS MASTER switch fails. This can be
done by pulling the AVIONICS POWER circuit
breaker on the left CB panel (Figure 16-7).
Electrical power to the avionics bus is controlled by

an avionics master relay through the AVIONICS
MASTER switch. The avionics master relay
is a normally closed relay (closed when no
electrical power is supplied) and is opened by
electrical power from the RIGHT BATT. When
the AVIONICS MASTER switch is OFF, and the
RIGHT BATT switch is ON, electrical power is
supplied to the relay to open the circuit to the
avionics bus. When the AVIONICS MASTER
switch is turned ON, electrical power is removed
from the relay, allowing it to close, and power
is then available to the AVIONICS BUS and all
associated equipment. Refer to Figure 16-9 for an
illustration of the avionics power system.
Due to the design of the system, the avionics

can still be powered if the avionics power circuit
breaker trips. When electrical power is removed
from the avionics master relay by opening the avi-
onics power circuit breaker, the relay closes and
completes the circuit to the avionics bus. Refer to
the FlightSafety Training Checklist for the avion-
ics master switch failure procedure.

16 AVIONICS
Figure 16-8. Autopilot Controls on MFD
BATTERY BUS AVIONICS BUS
AVIONICS CURRENT LIMITER
AVIONICS
MASTER
AVIONICS POWER RELAY
CIRCUIT BREAKER
AVIONICS
COOLING
FAN
ON
OFF
AVIONICS
MASTER
SWITCH
Figure 16-9. Avionics System

16 AVIONICS
G1000 SYNTHETIC • Navigation must not be predicated solely

upon the use of the Terrain–SVS or TAWS
VISION terrain or obstacle data displayed by the
SVS.
SYNTHETIC VISION OVERVIEW The following SVS enhancements appear on the
• The Synthetic Vision System (SVS) PFD:
depicts a forward-looking attitude display • Synthetic Terrain
of the topography immediately in front of
the aircraft. • Pathways
• SVS information is shown on the Primary • Flight Path Marker
Flight Display (PFD), or on the Multifunc- • Horizon Heading Marks
tion Display (MFD) in Reversionary Mode
• Traffic Display
• The depicted imagery is derived from
the aircraft attitude, heading, GPS three- • Airport Signs
dimensional position, and a database • Runway Display
of terrain, obstacles, and other relevant
features. • Terrain Alerting
• The terrain display is intended for situ- • Obstacle Alerting
ational awareness only. It may not provide
the accuracy or fidelity on which to base OPERATION
decisions and plan maneuvers to avoid ter-
rain or obstacles. SVS can be turned on/off using the PFD softkey
on the PFD (Figure 16-10).
Figure 16-10. SVS Operation Using PFD Softkeys

16 AVIONICS
Selecting SYN TERR will activate (Figure Other SVS options (Pathways, Horizon Headings
16-11): and Airport Signs) have dedicated softkeys.
• Synthetic Terrain When SVS is enabled, the pitch scale increments
• Flight Path Marker are reduced from 20° up and 15° down, to 10° up
and 7.5° down (Figure 16-12).
• Traffic Display
• Terrain and Obstacle Alerting
AIRPORT SIGNS TRAF
ZERO RUNWAY
PITCH DISPLAY
LINE
HORIZON
HEADINGS
PATHWAYS
FLIGHT
PATH
MARKER
SYNTHETIC
TERRAIN
Figure 16-11. All SVS Options Turned On
SVS OFF SVS ON

Figure 16-12. SVS Enabled and Disabled

16 AVIONICS
Zero Pitch Line °° Approach:

The Zero Pitch Line is drawn completely across – Width: 700 feet or one half
the display and represents the aircraft attitude full scale deviation on the
with respect to the horizon (Figure 16-13). It may HSI, whichever is less.
not align with the terrain horizon, particularly – Height: 200 feet or one half
when the terrain is mountainous or when the air- full scale deviation on the
craft is flown at high altitudes. VDI, whichever is less.
• The altitude at which the pathway boxes
are displayed is determined by the higher
of either the selected altitude or the VNAV
altitude programmed for the active leg in
the flight plan.
• The color of the rectangular boxes may
be magenta, green, or white depending on
the route of flight and navigation source
Figure 16-13. Zero Pitch Line selected.
• Pathways are shown descending only for a
programmed descent (VNAV).
Horizon Heading • Pathways provide supplemental glidepath
The Horizon Heading is synchronized with the information on an active ILS, LPV, LNAV/
HSI and shows approximately 60° of compass VNAV, and some LNAV approaches.
heading in 30° increments on the Zero Pitch Line.
Flight Path Marker
Pathways The Flight Path Marker (FPM), also known as
Pathways provide a three-dimensional perspec- a Velocity Vector, is displayed at groundspeeds
tive view of the selected route of flight shown as above 30 knots (Figure 16-15).
colored rectangular boxes representing the hori-
zontal and vertical flight path of the active flight
plan (Figure 16-14).
Figure 16-15. Flight Path Marker (FPM)

Figure 16-14. Pathways
• Pathway size: • Depicts the approximate projected path of

the aircraft accounting for wind speed and
°° Enroute: direction relative to the three-dimensional
– Width: 700 feet terrain display.
– Height: 200 feet • The FPM represents the direction of the

flight path as it relates to the terrain and
obstacles on the display, while the airplane
symbol represents the aircraft heading.

16 AVIONICS
• The FPM works in conjunction with the
Pathways feature to assist the pilot in
maintaining desired altitudes and direc-
tion when navigating a flight plan. When
on course and altitude the FPM is aligned
inside the pathway boxes.
• The FPM may also be used to identify a
possible conflict with the aircraft flight
path and distant terrain or obstacles. Dis-
played terrain or obstacles in the aircraft’s
flight path extending above the FPM could
indicate a potential conflict, even before an
alert is issued by TAWS. However, deci-
sions regarding terrain and/or obstacle
avoidance should not be made using only
the FPM.
Traffic Figure 16-17. Airport Signs
Traffic symbols are displayed in their approxi- • When activated, the signs appear on the
mate locations as determined by the related traffic display when the aircraft is approximately
systems (Figure 16-16). 15 nm from an airport and disappear at
approximately 4.5 nm. Airport signs are
shown without the identifier until the air-
craft is approximately eight nautical miles
from the airport.
• Runway thresholds are depicted at their
respective elevations as defined in the
database.
• As runways are displayed, those within
45° of the aircraft heading are displayed in
Figure 16-16. Traffic Symbols white. Other runways will be gray in color.
• When an approach for a specific runway
• Traffic symbols are displayed in three is active, that runway will appear brighter
dimensions, appearing larger as they are and be outlined with a white box
getting closer, and smaller when they are • As the aircraft gets closer to the runway,
further away. more detail such as runway numbers and
• Traffic symbols and coloring are consistent centerlines will be displayed (Figure
with that used for traffic displayed in the 16-18).
Inset map or MFD traffic page.
Airport Signs
Airport Signs provide a visual representation of
airport location and identification on the syn-
thetic terrain display (Figure 16-17).

16 AVIONICS
Field of View
The PFD field of view can be represented on the
MFD Navigation Map Page (Figure 16-20). Two
dashed lines forming a V-shape in front of the
aircraft symbol on the map, represent the forward
viewing area shown on the PFD.
The field of view is 30° to the left and 35° to the

right.
To turn on Field of View:

1. Select MENU on the MFD
2. Select Map Setup
Figure 16-18. Runway Thresholds 3. In the Map group, Field of View is the last
selection
Terrain and Obstacle Alerting

Terrain alerting on the synthetic terrain display is
triggered by Forward-looking Terrain Avoidance
(FLTA) alerts, and corresponds to the red and yel-
low X symbols on the Inset Map and MFD map
displays (Figure 16-19).
• Obstacles are represented on the synthetic
terrain display by standard two-dimen-
sional tower symbols found on the Inset
map and MFD maps and charts.
• Unlike the Inset map and MFD moving
map display, obstacles on the synthetic ter-
rain display do not change colors to warn
of potential conflict with the aircraft’s flight
path until the obstacle is associated with an
actual FLTA alert. Obstacles greater than
1000 feet below the aircraft altitude are not
shown. Figure 16-20. Field of View
Figure 16-19. Terrain and Obstacle Display

16 AVIONICS
QUESTIONS

1. Which instrument uses pitot reference? 5. How is the static system drained?
2. What occurs if the pitot tube becomes 6. What must be done to stop an
obstructed? ELT transmission?
3. Which instruments use static air reference? 7. When and how can you test the ELT?
4. If the static air ports are blocked, what indi- 8. When must ELT batteries be replaced?
cation should the pilot see?

16 AVIONICS
9. How many static wicks are installed on

your aircraft?
10. How is the alternate static air

system activated?
11. How can power be supplied to the avionics

in the event that the avionics master switch
fails?
12. How can a desired airspeed be established

if the pitot tube is blocked?
13. Where can you find your autopilot operat-

ing procedures?

17 MISC SYSTEMS

CHAPTER 18
PERFORMANCE WEIGHT
CONTENTS
Page
INTRODUCTION................................................................................................................. 18-1
PERFORMANCE.................................................................................................................. 18-2
General........................................................................................................................... 18-2
Terminology................................................................................................................... 18-2
Performance Charts........................................................................................................ 18-3
WEIGHT AND BALANCE

18 PERFORMANCE,
WEIGHT AND BALANCE................................................................................................... 18-3
General........................................................................................................................... 18-3
Definitions...................................................................................................................... 18-5
Special Considerations................................................................................................... 18-5
Weight and Balance Calculations................................................................................... 18-5
QUESTIONS......................................................................................................................... 18-8

ILLUSTRATIONS
Figure Title Page
18-1 Weight and Balance, and Takeoff and Landing Data Forms...................................... 18-4
18-2 Seating, Baggage, and Equipment Arrangements..................................................... 18-6
18-3 Moment Limits vs. Weight........................................................................................ 18-7
WEIGHT AND BALANCE

18 PERFORMANCE,

CHAPTER 18
PERFORMANCE,
WEIGHT AND BALANCE
WEIGHT AND BALANCE

18 PERFORMANCE,
INTRODUCTION
It is the responsibility of the pilot to ensure that the aircraft is properly loaded and aircraft per-
formance has been calculated prior to flight. The necessary performance and weight and balance
data is provided by the manufacturer in the Pilot’s Operating Handbook (POH).
This chapter is divided into two sections: Performance and Weight and Balance. The Perfor-
mance section explains how to utilize the charts and tables contained in the Performance section
of the POH. The Weight and Balance section guides the user through common terminology
and the interpretation and use of the applicable forms, tables, and graphs. Takeoff and Landing
Data Charts are provided at the end of the chapter. These charts provide useful performance and
weight and balance calculations.

PERFORMANCE Climb Gradient—The demonstrated ratio of the

change in height during a portion of a climb to
the horizontal distance traversed in the same time
GENERAL interval.
Performance calculations are essential to the safety Demonstrated Crosswind Velocity—The
of flight. The Federal Aviation Administration crosswind component for which adequate control
(FAA) requires that the pilot know the runway of the aircraft during takeoff and landing was
lengths at airports of intended use and the actually demonstrated during certification tests.
takeoff and landing distance data for any flight. This value is not an aerodynamic limit for the
Additionally, FlightSafety recommends that the aircraft.
pilot of twin-engine aircraft determine accelerate-
stop distance, single-engine rate of climb, and Indicated Airspeed (IAS)—The speed of an aircraft
single-engine service ceiling. as shown on the airspeed indicator when corrected
for instrument error. IAS values published in the
Information determined by preflight performance POH assume zero instrument error.
planning should be used to formulate a plan of
action for normal and emergency situations. Cal- Indicated Pressure Altitude—The number actually
culating aircraft performance determines whether read from an altimeter when the barometric
the aircraft can be flown safely with the environ- subscale has been set to 29.92 inches of mercury
mental, aircraft weight, and airport conditions (1,013.2 millibars).
WEIGHT AND BALANCE
that exist at the time. Performance data also pro-

18 PERFORMANCE,
vides a gage to measure actual versus expected Indicated outside air temperature (IOAT)—The
performance. Achieving less-than-expected per- temperature indicated on the pilot outside air
formance may be an indication of an aircraft temperature indicator. The indication is not
problem. adjusted for instrument error or temperature
compressibility effects.
TERMINOLOGY
International standard atmosphere (ISA)—
Accelerate-Go Distance—The distance required Atmosphere in which:
to accelerate an aircraft to a specified speed
and, assuming failure of an engine at the instant 1. The air is a dry perfect gas
that speed is attained, to continue takeoff on the
remaining engine and climb to a height of 50 feet. 2. The temperature at sea level is 15°C
3. The pressure at sea level is 29.92 inches
Balked Landing—An aborted landing (i.e., all Hg (1,013.2 millibars)
engines go-around in the landing configuration).
4. The temperature gradient from sea level
Balked Landing Transition Speed—The minimum to the altitude at which a temperature of
speed at which a transition to a balked landing –56.6°C exists is –0.00198°C per foot
climb should be attempted from a 50- foot and zero above that altitude
obstacle height.
KCAS—Calibrated airspeed expressed in knots.
Calibrated Airspeed (CAS)—Indicated airspeed of
an aircraft corrected for position and instrument KIAS—Indicated airspeed expressed in knots.
error. CAS is equal to true airspeed in standard
atmosphere at sea level. KTAS—True airspeed expressed in knots.
M—Mach number is the ratio of true airspeed to

the speed of sound.

Maximum Effective Braking—The maximum Many performance charts are divided into
amount of braking pressure that can be applied to sections by reference lines to determine the effects
the toe brakes without locking the wheels. of weight, wind, and obstructions. Guidelines
are then used to calculate the change from the
Outside air temperature (OAT)—The free air reference condition. The reference lines indicate
static temperature, obtained either from in-flight where to begin following the guidelines. Always
temperature indications adjusted for instrument project to the reference line first; then follow
error and compressibility effects or ground the guidelines to the actual condition. From the
meteorological sources. condition, proceed horizontally out of the section
to the next reference line and repeat the process
Pressure Altitude—Altitude measured from sea- until the end of the chart.
level pressure (29.92 inches Hg) by a pressure or
barometric altimeter. It is the indicated pressure Refer to the Performance section of the POH for
altitude corrected for position and instrument instructions and charts for calculating perfor-
error. In the POH, altimeter instrument errors are mance data.
assumed to be zero.
Station Pressure—Actual atmospheric pressure at

field elevation.
WEIGHT AND BALANCE
True airspeed (TAS)—The airspeed of an GENERAL
WEIGHT AND BALANCE

18 PERFORMANCE,
aircraft relative to undisturbed air, which is the
CAS corrected for altitude, temperature, and Weight and balance are critical to the safe operation
compressibility. of any aircraft. If gross weight limitations
are exceeded, takeoff and flight performance,
Temperature Compressibility Effects—An error in stability, and structural integrity of an aircraft are
the indication of temperature caused by airflow unpredictable. An aircraft loaded forward of the
over the temperature probe. The error varies, allowable limits may lack elevator authority to
depending on altitude and airspeed. pitch up and may not even become airborne. An
aircraft loaded aft of limits is unstable, tending
VA—The maximum speed at which application of to become uncontrollable as it nears stall speeds.
full available aerodynamic control will not over-
stress the aircraft. The Baron G58 was designed, tested, and certified
within a certain loading and weight distribution
envelope. Refer to Figure 18-1 for Baron Weight
PERFORMANCE CHARTS and Balance, and Takeoff and Landing Data
Forms. At the time of initial aircraft delivery, the
The POH includes many performance charts necessary weight and balance data is provided by
and tables for all phases of flight. The charts Beechcraft. Subsequent changes may have been
are arranged more or less chronologically made. It is the responsibility of the owner and/
from preflight planning through landing. or operator to ensure that the current weight and
Most Beechcraft charts are based on specific balance data is available in the aircraft. The pilot
associated conditions and airspeeds. The pilot is responsible for determining if the aircraft falls
should become aware of the conditions when within the loading envelope prior to flight.
calculating performance figures. Any deviation
from the associated conditions or airspeeds will
result in differences between computed and actual
performance. In many cases, it is desirable to add
a “fudge factor” to performance calculations to
compensate for time-worn engines, worn brakes,
and differences in pilot technique.

WEIGHT AND BALANCE
18 PERFORMANCE,
TAKEOFF AND LANDING DATA
18-4
TAKEOFF
CONDITIONS SPEEDS PERFORMANCE

Pressure Altitude Liftoff Ground Roll
WEIGHT & BALANCE LOADING FORM
Altimeter 50 Obstacle 50 Obstacle
Temperature Vx Max. Climb
Cross Wind Vy
ITEM WEIGHT MOMENT/100
Headwind Cruise Climb
1. BASIC EMPTY CONDITION
Weight
2. Front Seat Occupants
LANDING
3. 3rd and 4th Seat Occupants
CONDITIONS SPEEDS PERFORMANCE
4. 5th and 6th Seat Occupants
Pressure Altitude Approach Ground Roll
5. Nose Baggage Altimeter Balked Landing 50 Obstacle
6. Aft Baggage Temperature
Cross Wind
7.
SUB TOTAL ZERO FUEL
CONDITION Headwind
8. Fuel Loading Weight
9. Sub Total Ramp Condition

10. Less Fuel for Start, Taxi and ATIS CLEARANCE
(24) (20)
Runup
SUB TOTAL TAKEOFF
11.
CONDITION
12. Less Fuel to Destination
13. Landing Condition
Figure 18-1. Weight and Balance, and Takeoff and Landing Data Forms
Revision 0
Refer to Figure 18-2 for seating, baggage, and Arm—The distance aft of the datum of any
equipment arrangements. particular weight in the aircraft, used to calculate
weight and balance.
DEFINITIONS Moment—The force exerted about the center of
The following terms apply to aircraft weight and gravity of any load in the aircraft. Moment is
balance calculations: calculated by multiplying the weight by the arm.
Refer to Figure 18-3 for moment limits versus
Basic Empty Weight—The weight of the aircraft weight.
without passengers, cargo, or fuel. This weight
is found in the Weight and Balance section The essence of weight and balance calculations is
of the POH and must be updated and signed to ensure that the aircraft is not loaded above the
by a mechanic whenever equipment is added, maximum weight for flight and that the weight is
removed, or relocated in the aircraft. The basic distributed so the center of gravity stays within
empty weight includes full oil, hydraulic fluid, prescribed limits for all flight operations.
and unusable fuel.
SPECIAL CONSIDERATIONS
Zero Fuel Weight—The weight of the aircraft,
loaded with passengers and cargo for the flight, The Baron G58 may not be able to be loaded with
without fuel aboard. six adults, baggage, and full fuel without being
WEIGHT AND BALANCE

significantly overweight. Careful calculations are
18 PERFORMANCE,
Ramp Weight—The weight of the aircraft, fully required to determine the number of passengers,
loaded, at engine start. Maximum certified ramp baggage load, and fuel that may be loaded in
weight is an aircraft limitation. This weight the aircraft. Always determine takeoff and land-
allows for taxiing and engine runup, reducing the ing conditions prior to flight to avoid exceeding
fuel weight sufficiently to be at maximum takeoff weight and balance limitations.
weight at takeoff.
Beechcraft publishes average figures for fuel burn WEIGHT AND BALANCE
for start, taxi, and runup at 24 pounds. CALCULATIONS
Takeoff Weight—The weight at takeoff. Maximum Refer to the Weight and Balance section of the
takeoff weight is the maximum weight at which POH for the applicable charts and computing
flight is allowed. This weight is found in the procedure. The basic empty weight and moment of
Limitations section of the POH. the aircraft are shown on the current Basic Empty
Weight and Balance form. Passenger and baggage
Landing Weight—The weight at landing. loads are shown on the Useful Load Weight and
Moment tables. The minimum and maximum
Center of Gravity (CG)—The balance point of moments are shown on the Moment Limits vs.
the aircraft as loaded at any given time. Weight in Weight graph or numerical table. All moments
the aircraft must be distributed so that the center are divided by 100 to simplify calculations.
of gravity falls within acceptable limits for the
aircraft to be safely flown.
Datum Line—The point along the longitudinal axis

from which the weight and balance measurements
are taken. Center-of-gravity position is expressed
in inches aft of datum.

PAYLOAD LOCATIONS
FS –10.0
1 BAGGAGE FS 15.0
FS 39.0
(FRONT
(PILOT) SEAT
CREW FS 75.0 PASS.)
TO FS 82.0
2 BAGGAGE
FS 108.0
(3RD (4th
AFT FACING PASS SEAT SEAT FWD FACING PASS
FS 111.0 TO FS 115.0 PASS.) PASS.) FS 115.0 TO FS 120.0
3 BAGGAGE
WEIGHT AND BALANCE
FS 150.0
18 PERFORMANCE,
(5th (6th
PASS. FS 152.0 SEAT SEAT
PASS.) PASS.)
4 BAGGAGE
FS 180.0
NOTES:
1 Maximum baggage weight is 300 pounds.
2 Maximum baggage weight is 200 pounds between front and rear spars with aft-facing or removed 3rd and 4th seats.
This location is not approved for baggage when the 3rd and 4th seats are facing forward.
3 Maximum Baggage Weight is 400 pounds aft of the rear spar, with 5th and 6th seats removed, or 200 pounds with
only the 5th or 6th seat removed.
4 Maximum baggage weight is 120 pounds.
NOTES:
1. The floor structure load limit is 50 pounds per square foot between the front and rear spars and 100 pounds per square
foot aft of the rear spar.
2. Any combination of the 3rd, 4th, 5th, and 6th seats may be removed by the owner/operator or pilot-in-command, with
the appropriate Log Book approved entry and Weight and Balance Record change. Refer to the equipment list for seat
weights and arms.
3. All maximum baggage weights include baggage, cargo, and installed equipment, if applicable. All baggage and cargo
must be secured with an approved retention system.
Figure 18-2. Seating, Baggage, and Equipment Arrangements

MOMENT LIMITS vs. WEIGHT TABLE
Revision 0
WEIGHT MOMENT/100 (lb-in.)
WEIGHT AND BALANCE DIAGRAM (lb) FWD LIMIT AFT LIMIT
5700 3800 2812 3268
78.3 3850 2849 3311
5600 MAX RAMP WT - 5524 LB 3900 2886 3354
5500 MAX TAKE-OFF WT 3950 2923 3397
5400 MAX LANDING WT 4000 2960 3440
4050 2997 3483
5300
4100 3034 3526
5200 4150 3071 3569
5100 4200 3108 3612
4250 3152 3655
5000
4300 3196 3698
4900 4350 3241 3741
4800 4400 3285 3784
4450 3330 3827
4700
4500 3375 3870
4600 4550 3420 3913
4500 4600 3465 3956
4650 3510 3999
4400
WEIGHT ~ POUNDS
4700 3556 4042
4300 4750 3601 4085
4200 4800 3647 4128
4850 3693 4171
4100
4900 3740 4214

4000 4950 3786 4257
3900 5000 3832 4300
5050 3879 4343

3800
5100 3926 4386
3700 5150 3973 4429
3600 5200 4020 4472
5250 4067 4515
72 74 76 78 80 82 84 86 88
5300 4115 4558
CENTER OF GRAVITY ~ FUSELAGE STATION 5350 4163 4601
(INCHES AFT OF DATUM) 5400 4210 4644
5450 4258 4687
5500 4307 4730
Figure 18-3. Moment Limits vs. Weight
18-7
18 PERFORMANCE,
WEIGHT AND BALANCE
QUESTIONS

1. Which performance calculations is a pilot 5. What use should be made of performance

required to figure prior to flight? calculations?
2. What is the maximum takeoff and landing 6. When figuring Beechcraft performance
weight for your aircraft? charts, what consideration must be kept in
WEIGHT AND BALANCE
18 PERFORMANCE,
mind?
3. What is the danger of an aircraft being 7. What is your aircraft’s basic empty weight?
loaded over maximum gross weight?
4. What is the danger of an aircraft being loaded

forward of the center-of-gravity limit?

APPENDIX A
FLIGHT PROFILES
CONTENTS
Page
NORMAL TAKEOFF AND DEPARTURE....................................................................APPA-2
VISUAL APPROACH AND LANDING.........................................................................APPA-4
CLOSED TRAFFIC.........................................................................................................APPA-6
HIGH-SPEED ILS APPROACH.....................................................................................APPA-8
STABILIZED ILS APPROACH....................................................................................APPA-10
TYPICAL NONPRECISION APPROACH...................................................................APPA-12
CIRCLING APPROACH...............................................................................................APPA-14
APPENDIX A
ABORTED TAKEOFF..................................................................................................APPA-18
ENGINE FAILURE AFTER LIFT-OFF (GEAR DOWN)............................................APPA-20
ENGINE FAILURE AFTER LIFT-OFF (GEAR UP)....................................................APPA-22
SINGLE-ENGINE VISUAL APPROACH AND LANDING........................................APPA-24
SINGLE-ENGINE ILS APPROACH.............................................................................APPA-26
SINGLE-ENGINE NONPRECISION APPROACH.....................................................APPA-28
Revision 0.1 FOR TRAINING PURPOSES ONLY APPA-i

ILLUSTRATIONS
Figure Title Page
APP A-1 Normal Takeoff and Departure................................................................... APPA-3

APP A-2 Visual Approach and Landing.................................................................... APPA-5
APP A-3 High-Speed ILS Approach......................................................................... APPA-9
APP A-4 Stabilized ILS Approach......................................................................... APPA-11
APP A-5 Typical Nonprecision Approach.............................................................. APPA-13
APP A-6 Circling Approach................................................................................... APPA-15
APP A-7 Aborted Takeoff....................................................................................... APPA-19
APP A-8 Engine Failure After Lift-Off (Gear Down)............................................ APPA-21
APP A-9 Engine Failure After Lift-Off (Gear Up)................................................. APPA-23
APPENDIX A
APP A-10 Single-Engine Visual Approach and Landing......................................... APPA-25
APP A-11 Single-Engine ILS Approach.................................................................. APPA-27
APP A-12 Single-Engine Nonprecision Approach................................................... APPA-29
APP A-13 Clean Stall............................................................................................... APPA-30
APP A-14 Approach to Landing Stall...................................................................... APPA-31
APP A-15 Departure Stall........................................................................................ APPA-32
Revision 0.1 FOR TRAINING PURPOSES ONLY APPAiii

APPENDIX A
APPENDIX A
FLIGHT PROFILES
Revision 0.1 FOR TRAINING PURPOSES ONLY APPA-1

NORMAL TAKEOFF AND DEPARTURE

A. Before takeoff checklist items complete. The following items should be considered:
1. Current weather/terrain conditions
2. Departure procedure
3. Takeoff alternate, if necessary
4. Engine failure or other event prior to liftoff
5. Engine failure or other event after liftoff, with gear up or down
B. When aligned with runway:
1. Apply brakes
2. Advance power to 2,000 rpm
3. Check engine instruments for normal indications
4. Lean mixtures for takeoff, if necessary
5. Release brakes and smoothly advance throttles to full
APPENDIX A
NOTE
When field length or obstacle clearance is a consideration, setting maximum power prior to
brake release is the recommended procedure. Takeoff distance will be greater for a rolling
takeoff.
C. When liftoff speed is attained, rotate approximately 7° to 10° nose up (use of the flight director go-
around mode may be helpful during rotation and climbout).
D. Once the pitch is established and a positive rate of climb is verified, retract the landing gear.
E. Climbing through approximately 500 feet AGL:
1. Set cruise climb power
2. Lean mixtures for climb, if necessary
3. Complete the Cruise Climb Checklist
APPA-2 FOR TRAINING PURPOSES ONLY Revision 0.1

CLIMBING THROUGH 500' AGL

1. CRUISE CLIMB POWER—SET
2. MIXTURES—LEAN, IF NECESSARY
3. CRUISE CLIMB CHECKLIST—COMPLETE
AT LIFTOFF SPEED
1. ROTATE APPROX.
7° - 10° NOSE UP
BRAKE RELEASE PITCH ESTABLISHED

1. BRAKES—APPLY 1. POSITIVE RATE OF
APPENDIX A
2. POWER—ADVANCE TO 2,000 RPM CLIMB—GEAR UP
3. ENGINE INSTRUMENTS—CHECK
4. MIXTURES—LEAN FOR TAKEOFF,
IF NECESSARY
5. BRAKES—RELEASE, AND SMOOTHLY
ADVANCE THROTTLES TO FULL
BEFORE TAKEOFF
1. BEFORE TAKEOFF
CHECKLIST—COMPLETE
Figure APP A-1. Normal Takeoff and Departure

VISUAL APPROACH AND LANDING

A. Descent Checklist complete
B. Prior to entering traffic pattern:
1. Slow to 150 KIAS or less
2. Set approach power
3. Establish approach configuration
4. Maintain traffic pattern altitude
5. Approach Checklist complete
C. On Downwind:
1. Establish speed at 120 KIAS
2. Lower landing gear abeam landing point
3. Reduce power for descent
4. Slow to 110 KIAS
APPENDIX A
D. On Base:
2. Verify final approach path clear
E. If a go-around (balked landing) becomes necessary:
1. Increase power to maximum
2. Establish pitch for balked landing climb
3. Establish a positive rate of climb
4. Retract landing gear
5. Retract flaps
6. Open cowl flaps
7. Establish climb speed
F. When on final and landing assured:
1. Reduce power for landing
2. Extend full flaps
3. Increase mixtures to full rich
4. Advance propeller controls to full forward
5. Confirm landing gear down

6. Establish landing approach speed

7. Disengage yaw damper
G. Cross threshold at landing speed, plus gust correction, if necessary
H. After touchdown:
1. Apply brakes as necessary
2. Ground lean mixtures, if necessary
I. After clearing runway, complete After Landing Checklist
IF A GO-AROUND IS NECESSARY
1. POWER—MAXIMUM
2. PITCH—ESTABLISH FOR CLIMB
3. ESTABLISH POSITIVE RATE OF CLIMB
4. LANDING GEAR—UP
5. FLAPS—UP
ROLLOUT 6. COWL FLAPS—OPEN
1. BRAKING—AS NECESSARY 7. ESTABLISH CLIMB SPEED
2. MIXTURES—GROUND LEAN, IF
NECESSARY
LANDING ASSURED
APPENDIX A
1. POWER—REDUCE FOR LANDING
2. FLAPS—FULL
3. MIXTURES—FULL RICH
4. PROPS—FULL FORWARD
5. LANDING GEAR—CONFIRM DOWN
6. AIRSPEED—LANDING APPROACH
7. YAW DAMPER—OFF
PATTERN ENTRY
1. DESCENT CHECKLIST—COMPLETE
2. AIRSPEED—150 KIAS OR LESS
3. APPROACH POWER—SET
4. ESTABLISH APPROACH CONFIGURATION
5. MAINTAIN TRAFFIC PATTERN ALTITUDE
6. APPROACH CHECKLIST—COMPLETE
DOWNWIND
1. AIRSPEED—120 KIAS
2. LANDING GEAR—DOWN
3. POWER—REDUCE FOR DESCENT
BASE
2. FINAL APPROACH PATH—CLEAR
Figure APP A-2. Visual Approach and Landing

CLOSED TRAFFIC
1. Apply brakes
APPENDIX A
NOTE
takeoff.
E. Climbing through approximately 500 feet AGL:
1. Set cruise climb power
2. Lean mixtures for climb, if necessary
3. Extend approach flaps 200 feet below pattern altitude
F. Level off at pattern altitude in approach configuration
G. On downwind:
4. Slow to 110 KIAS

H. On base:
I. If a go-around (balked landing) becomes necessary:
2. Establish pitch for balked landing climb
3. Establish a positive rate of climb
5. Retract flaps
6. Open cowl flaps
J. When on final and landing assured:
APPENDIX A
K. Cross threshold at landing speed, plus gust correction if necessary
L. After touchdown
M. After clearing runway, complete After Landing Checklist

HIGH-SPEED ILS APPROACH

A. Descent Checklist complete and approach reviewed
B. Transition at high speed:
1. Set high-speed transition configuration
2. Confirm avionics set for approach
3. 150 KIAS maximum
C. Prior to or during the procedure turn or prior to final vector, complete the Approach Checklist
D. At glideslope intercept:
1. Extend landing gear
2. Reduce power to normal approach power
3. Extend approach flaps
4. Decelerate to 120 KIAS
E. At final approach, fix inbound complete six “Ts”
APPENDIX A
F. At DH, if landing cannot be completed, execute a missed approach:

1. Increase power to cruise climb or maximum
2. Establish pitch for climb
3. Establish positive rate of climb
5. Retract flaps
6. Open cowl flaps
G. At DH, if landing assured:
H. Cross threshold at landing speed, plus gust correction, if necessary

I. After touchdown:
J. After clearing runway, complete After Landing Checklist
PRIOR TO IAF
MANEUVER TO FINAL
3. AVIONICS—CONFIRM SET
4. STABILIZE AIRSPEED AT 120 KIAS
GLIDESLOPE INTERCEPT
APPENDIX A
DECISION HEIGHT 2. AIRSPEED—120 KIAS
(MISSED APPROACH)
1. POWER—CRUISE CLIMB OR MAX
2. PITCH—ESTABLISH FOR CLIMB FINAL APPROACH FIX
4. LANDING GEAR—UP 1. COMPLETE 6 “T”s
5. FLAPS—UP
6. COWL FLAPS—OPEN
7. CLIMB SPEED—ESTABLISH
DECISION HEIGHT
(LANDING ASSURED)
2. FLAPS—FULL
7. YAW DAMPER—OFF
CROSSING THRESHOLD
1. LANDING SPEED + GUST CORRECTION
AFTER TOUCHDOWN
1. BRAKES—AS NECESSARY
2. MIXTURES—GROUND LEAN,
IF NECESSARY
Figure APP A-3. High-Speed ILS Approach

STABILIZED ILS APPROACH

B. Transition for stabilized approach:
3. Stabilize airspeed at 120 KIAS
2. Airspeed 120 KIAS
E. At final approach fix inbound complete six “Ts”
APPENDIX A

5. Retract flaps
6. Open cowl flaps
G. At DH, if landing assured:
I. After touchdown:

PRIOR TO IAF
2. SET HIGH SPEED TRANSITION MANEUVER TO FINAL
CONFIGURATION
3. AVIONICS—CONFIRM SET 1. APPROACH CHECKLIST—COMPLETE
4. AIRSPEED—150 KIAS (MAX)
GLIDESLOPE INTERCEPT
DECISION HEIGHT 1. LANDING GEAR—DOWN
(MISSED APPROACH) 2. SET NORMAL APPROACH POWER
1. POWER—CRUISE CLIMB OR MAX 3. APPROACH FLAPS—EXTEND
2. PITCH—ESTABLISH FOR CLIMB 4. AIRSPEED—120 KIAS
APPENDIX A
5. FLAPS—UP FINAL APPROACH FIX
7. CLIMB SPEED—ESTABLISH 1. COMPLETE 6 “T”s
DECISION HEIGHT
(LANDING ASSURED)
2. FLAPS—FULL
7. YAW DAMPER—OFF
CROSSING THRESHOLD
AFTER TOUCHDOWN
IF NECESSARY
Figure APP A-4. Stabilized ILS Approach

TYPICAL NONPRECISION APPROACH

D. At final approach fix inbound:
3. Complete six “Ts”
E. Upon reaching MDA:
1. Add power to level off
APPENDIX A

F. At the missed approach point, if landing cannot be completed, execute a missed approach:
5. Retract flaps
6. Open cowl flaps
G. With the runway in sight and in a position to land:


I. After touchdown:
PRIOR TO IAF
MANEUVER TO FINAL
APPENDIX A
FAF INBOUND
MISSED APPROACH POINT 1. LANDING GEAR—DOWN
(MISSED APPROACH) 2. REDUCE POWER FOR DESCENT
1. POWER—CRUISE CLIMB OR MAX 3. COMPLETE 6 “T”s
2. PITCH—ESTABLISH FOR CLIMB
4. LANDING GEAR—UP REACHING MDA
5. FLAPS—UP
1. ADD POWER TO LEVEL OFF
MINIMUMS
MISSED APPROACH POINT
(IN POSITION TO LAND)
2. FLAPS—EXTEND
5. CONFIRM LANDING GEAR DOWN
7. YAW DAMPER—OFF
CROSSING THRESHOLD
AFTER TOUCHDOWN
IF NECESSARY
Figure APP A-5. Typical Nonprecision Approach

CIRCLING APPROACH
APPENDIX A

F. At the missed approach point, if landing cannot be completed, execute a missed approach:
5. Retract flaps
6. Open cowl flaps
G. When the runway is in sight, begin circling maneuver:
1. Maintain MDA until in a position to make a normal landing
3. Enter normal traffic pattern or as required

PRIOR TO IAF
1. DESCENT CHECKLIST—COMPLETE MANEUVER TO FINAL
3. ESTABLISH APPROACH CONFIGURATION 1. APPROACH CHECKLIST—COMPLETE
4. AVIONICS SET FOR APPROACH
5. AIRSPEED—STABILIZE AT 120 KIAS

(MISSED APPROACH) FAF INBOUND
1. POWER—CRUISE CLIMB OR MAX 1. LANDING GEAR—DOWN
2. PITCH—ESTABLISH FOR CLIMB 2. POWER—REDUCE FOR DESCENT
3. ESTABLISH POSITIVE RATE OF CLIMB 3. COMPLETE 6 “T”s
5. FLAPS—UP
6. COWL FLAPS—OPEN AT MDA
APPENDIX A
1. ADD POWER TO LEVEL OFF

(RUNWAY IN SIGHT) LANDING ASSURED
1. MAINTAIN MDA UNTIL IN A 1. POWER—REDUCE FOR LANDING
POSITION TO LAND 2. FLAPS—FULL
2. AIRSPEED—120 KIAS 3. MIXTURES—FULL RICH
AFTER TOUCHDOWN 7. YAW DAMPER—OFF
IF NECESSARY
CROSSING THRESHOLD
1. LANDING SPEED +
GUST CORRECTION
Figure APP A-6. Circling Approach

H. With the runway in sight and in a position to land:

I. Cross threshold at landing speed, plus gust correction, if necessary
J. After touchdown:
K. After clearing runway, complete After Landing Checklist
APPENDIX A

APPENDIX A
INTENTIONALLY LEFT BLANK

ABORTED TAKEOFF
1. Apply brakes
APPENDIX A
NOTE
takeoff.
C. Engine failure/malfunction occurs prior to or during rotation:

1. Retard throttles to idle
2. Apply maximum braking
D. If aircraft cannot be stopped on remaining runway:
1. Retard mixtures to idle cutoff
2. Turn magneto/start switches to off
3. Turn battery and alternator switches off
4. Maneuver as necessary to avoid obstacles
5. Turn off fuel selector valves, if able
E. Evacuate aircraft as soon as possible

EVALUATE SITUATION
I.E. CLEAR RUNWAY
OR
EMERGENCY EVACUATION
ENGINE FAILURE
1. THROTTLES—IDLE
2. BRAKING—MAXIMUM
IF AIRCRAFT CANNOT BE
STOPPED ON REMAINING RUNWAY:
3. MIXTURES—IDLE CUTOFF
4. MAGNETO SWITCHES—OFF
5. BATTERY AND ALTERNATOR
SWITCHES—OFF
6. FUEL SELECTORS—OFF
7. MANEUVER, AS NECESSARY
APPENDIX A
BRAKE RELEASE
1. POWER—SET FULL
2. ENGINE INSTRUMENTS—
CHECK
BEFORE TAKEOFF
1. BEFORE TAKEOFF
CHECKS—COMPLETE
Figure APP A-7. Aborted Takeoff

ENGINE FAILURE AFTER LIFT-OFF (GEAR DOWN)

1. Apply brakes
4. Lean mixtures for takeoff if necessary
APPENDIX A
NOTE
takeoff.
D. Engine failure occurs after liftoff:
1. Reduce pitch to maintain airspeed
2. Confirm landing gear extended
3. Extend full flaps if time permits
E. After touchdown:
1. Retard throttles to idle
2. Apply maximum braking
F. If aircraft cannot be stopped on remaining runway:
1. Retard mixtures to idle cutoff
2. Turn magneto/start switches to off
3. Turn battery and alternator switches off
4. Maneuver as necessary to avoid obstacles
5. Turn off fuel selector valves if able

G. Evacuate aircraft as soon as possible
IF THE AIRCRAFT CANNOT BE

STOPPED ON REMAINING RUNWAY
1. RETARD MIXTURES TO IDLE CUTOFF
2. MAGNETO/START SWITCHES—OFF
3. BATTERY AND ALTERNATOR SWITCHES—OFF
4. MANEUVER, AS NECESSARY, TO AVOID OBSTACLES
5. FUEL SELECTOR VALVES—OFF, IF ABLE
6. EVACUATE THE AIRCRAFT AS SOON AS POSSIBLE
ENGINE FAILURE
1. REDUCE PITCH TO
MAINTAIN AIRSPEED
2. EXTEND FULL FLAPS,
IF TIME PERMITS
BRAKE RELEASE 3. CONFIRM GEAR DOWN
APPENDIX A
1. BRAKES—APPLY
2. POWER—ADVANCE TO 2,000 RPM
3. ENGINE INSTRUMENTS—CHECK
4. MIXTURES—LEAN FOR TAKEOFF,
IF NECESSARY
5. BRAKES—RELEASE, AND SMOOTHLY
ADVANCE THROTTLES TO FULL AFTER TOUCHDOWN
1. RETARD THROTTLES TO IDLE
2. APPLY MAXIMUM BRAKING
BEFORE TAKEOFF
1. BEFORE TAKEOFF
CHECKS—COMPLETE
Figure APP A-8. Engine Failure After Lift-Off (Gear Down)

ENGINE FAILURE AFTER LIFT-OFF (GEAR UP)

4. Engine failure or other event prior to lift-off
5. Engine failure or other event after lift-off, with gear up or down
1. Apply brakes
APPENDIX A
NOTE
takeoff.
C. When lift-off speed is attained, rotate approximately 7° to 10° nose up (use of the flight director go-
E. Engine failure occurs during or after landing gear retraction
1. Maintain control of aircraft
2. Increase mixtures, propeller controls and throttles full forward
3. Verify landing gear and flaps up
4. Identify: dead foot, dead engine
5. Verify by retarding throttle of suspected engine
6. Feather propeller on inoperative engine
7. Trim for single-engine flight
8. Adjust cowl flaps as required
9. Verify air conditioning off
F. Climb at VYSE or VXSE as necessary

G. Return to departure airport for landing or continue to takeoff alternate, if applicable.

H. When time and altitude permit, complete Engine Failure After Lift-Off Gear Up checklist.
I. Proceed with appropriate single-engine approach and landing procedure.
SECURE AND RETURN

1. RETURN FOR LANDING OR
PROCEED TO TAKEOFF ALTERNATE
2. COMPLETE ENGINE FAILURE AFTER
LIFTOFF-GEAR UP CHECKLIST
3. PROCEED WITH APPROPRIATE
SINGLE ENGINE APPROACH AND
LANDING CHECKLISTS
APPENDIX A
AFTER TAKEOFF
1. CLIMB AT VYSE OR VXSE
ROTATE
1. LIFTOFF SPEED—
ROTATE 7° - 10° NOSE UP
BRAKE RELEASE ENGINE FAILURE

1. POWER—SET FULL 1. MAINTAIN AIRCRAFT CONTROL
2. ENGINE INSTRUMENTS— 2. INCREASE MIXTURES, PROPELLER
CHECK CONTROLS, AND THROTTLES FULL
FORWARD
3. VERIFY LANDING GEAR AND FLAPS UP
GEAR UP 4. IDENTIFY—DEAD FOOT--DEAD ENGINE
5. VERIFY—RETARD THROTTLE OF
1. POSITIVE RATE OF
SUSPECTED ENGINE
CLIMB—GEAR UP
6. FEATHER PROPELLER ON INOPERATIVE
ENGINE
7. TRIM FOR SINGLE ENGINE FLIGHT
8. ADJUST COWL FLAPS, AS REQUIRED
9. VERIFY AIR CONDITIONING OFF
BEFORE TAKEOFF
1. BEFORE TAKEOFF
CHECKS—COMPLETE
Figure APP A-9. Engine Failure After Lift-Off (Gear Up)

SINGLE-ENGINE VISUAL APPROACH AND LANDING

A. Descent checklist complete
B. Prior to entering traffic pattern:
1. Slow to 150 KIAS or less
3. Establish clean or approach configuration as necessary
4. Maintain traffic pattern altitude
5. Approach checklist complete
C. On downwind:
1. Establish speed at 107-120 KIAS
D. On base:
APPENDIX A
1. Establish speed at 107-120 KIAS

E. If a single-engine go-around becomes necessary:
NOTE
Do not attempt with full flaps.

2. Establish pitch for VYSE or VXSE
4. Retract flaps if lowered for approach
5. Open cowl flaps as required
6. Establish climb at VYSE or VXSE
F. When on final and landing is assured:
2. Extend flaps at pilot’s discretion
3. Increase mixture on operating engine to full rich
4. Increase propeller control on operating engine full forward


7. Retrim as necessary
G. Cross threshold at landing speed, plus gust correction is necessary
H. After touchdown, during rollout:
1. Apply braking as necessary
I. After clearing runway, complete after landing checklist.
IF A SINGLE-ENGINE
GO-AROUND IS NECESSARY
1. POWER—MAXIMUM
2. PITCH—ESTABLISH FOR VYSE OR VXSE
ROLLOUT 4. LANDING GEAR—UP
5. FLAPS—UP (IF LOWERED)
1. BRAKING—AS NECESSARY 6. COWL FLAPS—OPEN
2. MIXTURES—GROUND LEAN, IF 7. ESTABLISH CLIMB AT VYSE OR VXSE
NECESSARY
LANDING ASSURED
APPENDIX A
2. FLAPS—FULL
3. MIXTURE—FULL RICH (ON
OPERATING ENGINE)
4. PROP—FULL FORWARD (ON
OPERATING ENGINE)
7. RETRIM, AS NECESSARY
LANDING THRESHOLD
PATTERN ENTRY
2. AIRSPEED—150 KIAS OR LESS
4. ESTABLISH CLEAN OR APPROACH
CONFIGURATION
5. MAINTAIN TRAFFIC PATTERN ALTITUDE
DOWNWIND
1. AIRSPEED—107 - 120 KIAS
3. POWER—REDUCE FOR DESCENT
BASE
1. AIRSPEED—107 - 120 KIAS
2. FINAL APPROACH PATH—CLEAR
Figure APP A-10. Single-Engine Visual Approach and Landing

SINGLE-ENGINE ILS APPROACH

NOTE
Keep the procedure as normal as possible. With the exception of power settings, single-engine
ILS procedures are essentially the same as normal ILS approach procedures.
A. Descent checklist complete and approach reviewed

B. Transition for approach:
4. Stabilize airspeed at 120 KIAS or as necessary, 100 KIAS minimum
C. Prior to or during the procedure turn or prior to final vector, complete the approach checklist.
APPENDIX A
2. Airspeed 120 KIAS or as necessary

E. At final approach fix inbound, complete six “Ts”
NOTE

5. Open cowl flaps
G. At DH, if a landing is assured:
4. Increase propeller control on operating engine full forward


H. Cross threshold at landing speed, plus gust correction is necessary
I. After touchdown, during rollout:
2. Ground lean mixture if necessary
J. After clearing runway, complete after landing checklist.
PRIOR TO IAF
2. SET APPROACH POWER MANEUVER TO FINAL
4. AIRSPEED—STABILIZE AT 120 KIAS 1. APPROACH CHECKLIST—COMPLETE
(100 KIAS MINIMUM)
APPENDIX A
DECISION HEIGHT
(MISSED APPROACH) GLIDESLOPE INTERCEPT
1. POWER—INCREASE TO MAXIMUM
(OR, AS NECESSARY)
5. FLAPS—UP (IF LOWERED)
7. CLIMB SPEED—ESTABLISH AT FINAL APPROACH FIX
VYSE OR VXSE
1. COMPLETE 6 “T”s
NOTE: DO NOT ATTEMPT A

MISSED APPROACH DECISION HEIGHT
WITH FULL FLAPS. (LANDING ASSURED)
2. EXTEND FLAPS AT PILOT DISCRETION
3. MIXTURE—FULL RICH (OPERATING ENGINE)
4. PROP—FULL FORWARD (OPERATING ENGINE)
CROSSING THRESHOLD
AFTER TOUCHDOWN
IF NECESSARY
Figure APP A-11. Single-Engine ILS Approach

SINGLE-ENGINE NONPRECISION APPROACH

NOTE
It is recommended a straight-in approach with vertical guidance be used in single-engine
procedures. Nonprecision circling approaches are not recommended. Keep the procedure
as normal as possible. With the exception of power settings and configuration management,
single-engine approach procedures are essentially the same as normal approach procedures.
Under many circumstances, the aircraft will not be capable of maintaining level flight at MDA
with the landing gear extended.
A. Descent checklist complete and approach reviewed
B Transition for approach:
4. Stabilize airspeed at 120 KIAS or as necessary, 100 KIAS minimum
C. Prior to or during the procedure turn or prior to final vector, complete the approach checklist.
APPENDIX A
1. Extend landing gear at pilot’s discretion

2. Retract landing gear if necessary
3. Airspeed 120 KIAS or as necessary
F. At the missed approach point, if a landing cannot be completed, execute a missed approach:
NOTE
1. Increase power to maintain
5. Open cowl flaps
G. With the runway in sight and in a position to land:
1. Re-extend landing gear, if necessary, and confirm down

5. Increase propeller control on operating engine to full forward
H. Cross threshold at landing speed, plus gust correction, if necessary.
I. After touchdown, during rollout:
2. Ground lean mixture, if necessary
J. After clearing runway, complete after landing checklist.
PRIOR TO IAF
MANEUVER TO FINAL
2. SET APPROACH POWER 1. APPROACH CHECKLIST—COMPLETE
3. ESTABLISH CLEAN OR APPROACH
CONFIGURATION
5. AIRSPEED—STABILIZE AT 120 KIAS
APPENDIX A
(100 KIAS MINIMUM)
FAF INBOUND
MISSED APPROACH POINT (AT PILOT DISCRETION)
(MISSED APPROACH) 2. REDUCE POWER FOR DESCENT
3. COMPLETE 6 “T”s
1. POWER—MAXIMUM
3. ESTABLISH POSITIVE RATE OF CLIMB REACHING MDA
4. LANDING GEAR—UP (IF LOWERED)
5. FLAPS—UP (IF LOWERED) 1. ADD POWER TO LEVEL OFF
6. COWL FLAPS—OPEN 2. RETRACT LANDING GEAR (IF NECESSARY)
7. ESTABLISH CLIMB AT VYSE OR VXSE 3. AIRSPEED—120 KIAS (OR AS NECESSARY)
NOTE: DO NOT ATTEMPT

MINIMUMS
WITH FULL FLAPS (IN POSITION TO LAND)
1. LANDING GEAR—DOWN (IF NECESSARY)
3. FLAPS—EXTEND (AT PILOT DISCRETION)
4. MIXTURE—FULL RICH (OPERATING ENGINE)
5. PROP—FULL FORWARD (OPERATING ENGINE)
CROSSING THRESHOLD
AFTER TOUCHDOWN
IF NECESSARY
Figure APP A-12. Single-Engine Nonprecision Approach

BEGINNING OF MANEUVER STALL AND RECOVERY COMPLETION OF MANEUVER
1. MAINTAIN ALTITUDE 1. RECOVER AT FIRST INDICATION OF 1. ACCELERATE TO DESIRED AIRSPEED

2. AIRSPEED—STABILIZED AT 85 KIAS STALL (STALL BUFFET) 2. RETURN TO DESIRED ALTITUDE
3. POWER—REDUCE TO IDLE 2. SIMULTANEOUSLY REDUCE PITCH AND 3. MANEUVER IS COMPLETE
4. PITCH—ADJUST TO MAINTAIN INCREASE POWER TO FULL
LEVEL FLIGHT 3. AS AIRCRAFT ACCELERATES, CLIMB TO
MAINTAIN ALTITUDE
APPENDIX A
NOTE:
STALL MAY BE ACCOMPLISHED IN
A BANK NOT TO EXCEED 30°.
BUFFET
Figure APP A-13. Clean Stall

1. MAINTAIN ALTITUDE 1. RECOVER AT FIRST INDICATION OF A 1. ACCELERATE TO DESIRED AIRSPEED

2. FLAPS—FULL STALL (STALL BUFFET) 2. RETURN TO DESIRED ALTITUDE
3. GEAR—DOWN 2. SIMULTANEOUSLY REDUCE PITCH AND 3. MANEUVER IS COMPLETE
4. AIRSPEED—STABILIZED AT 85 KIAS INCREASE POWER TO FULL
5. POWER—REDUCE TO IDLE 3. AS AIRCRAFT ACCELERATES, CLIMB TO
6. PITCH—ADJUST TO MAINTAIN MAINTAIN ALTITUDE
LEVEL FLIGHT 4. POSITIVE RATE—GEAR UP
5. FLAPS—UP
APPENDIX A
NOTE:
BUFFET
Figure APP A-14. Approach to Landing Stall

1. MAINTAIN ALTITUDE 1. RECOVER AT FIRST INDICATION OF 1. ACCELERATE TO DESIRED AIRSPEED

2. FLAPS—UP STALL (STALL BUFFET) 2. RETURN TO DESIRED ALTITUDE
3. GEAR—DOWN 2. SIMULTANEOUSLY REDUCE PITCH AND 3. MANEUVER IS COMPLETE
4. AIRSPEED—STABILIZED AT 85 KIAS MAINTAIN POWER
5. POWER—INCREASE TO 20" MAP 3. AS THE AIRCRAFT ACCELERATES,
6. PITCH—ADJUST TO INDUCE STALL CLIMB TO MAINTAIN ALTITUDE
4. POSITIVE RATE—GEAR UP
APPENDIX A
NOTE:
BUFFET
Figure APP A-15. Departure Stall

APPENDIX B
TERMS AND ABBREVIATIONS
AFCS Automatic flight control system M Mach number
AFM Airplane Flight Manual MFD Multifunction display
AHRS Altitude and heading reference system OAT Outside air temperature
BMEP Brake mean effective pressure PFD Primary flight display
CAS Calibrated airspeed POH Pilot’s Operating Handbook
CB Circuit breaker R BAT Right battery
CG Center of gravity TAS True airspeed
CHT Cylinder head temperature TBO Time between overhauls
DME Distance measuring equipment TDC Top dead center
EGT Exhaust gas temperature VFR Visual flight rules
EIS Engine indication system VSI Vertical speed indicator
ELT Emergency locator transmitter VA Design maneuvering speed
FAA Federal aviation administration VFE Maximum flap extended speed
GEA Engine/airframe unit VLE Maximum landing gear extended
IAS International standard atmosphere speed
IFR Instrument flight rules VLO Maximum landing gear operating
speed
IOAT Indication outside air temperature
VMCA Minimum control speed
KCAS Calibrated airspeed
KIAS Indicated airspeed
APPENDIX B
KTAS True airspeed
L BAT Left battery
LED Light-emitting diode
Revision 0.1 FOR TRAINING PURPOSES ONLY APPB-1

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BARON G58

PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

Wichita (Hawker Beechcraft) Learning Center

Copyright © 2012 by FlightSafety International, Inc.

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

Original............0.......... May 2007

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Cover........................................................ 0.1 7–1............................................................ 0.1

(Continued on next page)

14-1.......................................................... 0.1 16-5—16-7.................................................. 0

*Zero in this column indicates an original page.

CHAPTER 1 AIRCRAFT GENERAL

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1-1 Beechcraft Baron 58.................................................................................................... 1-2

1-1 Airspeed Limitations.....................................................................................................1-9

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BARON G58 PILOT TRAINING MANUAL

285-horsepower Continental IO-520-C engines. In 1984, the 300-horsepower IO-550-C engines

Figure 1-1. Beechcraft Baron 58

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WING AREA: 199.2 SQ FT

Figure 1-2. Baron G58 Dimensions

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BARON G58 PILOT TRAINING MANUAL

Figure 1-3. Aft Cargo Area

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NOSE BAGGAGE FORWARD CABIN DOOR

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BARON G58 PILOT TRAINING MANUAL

Figure 1-6. Aft Cabin Doors

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exit. If the doors are not locked, they can be

To ensure that the doors are secure for flight, per-

The windscreen is a one-piece, wraparound

Figure 1-8. Executive Writing Table

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BARON G58 PILOT TRAINING MANUAL

SEATS AND SEAT BELTS GROUND CONTROL

The aircraft can be flown with the aft four seats

When installed in the club-seating configuration,

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Airspeed limitations are shown in Table 1-1.

Table 1-2. AIRSPEED INDICATOR

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BARON G58 PILOT TRAINING MANUAL

6. What procedure is followed if the forward

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2-1 External Power Receptacle.......................................................................................... 2-2

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COMPONENTS EXTERNAL POWER

supplying power to the entire aircraft electrical

The left alternator is connected to the left bus

The right alternator is connected to the right bus

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Table 1-2. AIRSPEED INDICATOR