Page 24 - Volume 11 Number 8

A production prototype first flew on February 29, 1960, powered by two Continental IO-470-L engines, each rated at 260 horsepower and equipped with two-blade, constant-speed, full-feathering propellers. The overall dimensions of the Baron were slightly larger than those of the Model 95, with a wingspan of 37 feet 10 inches, length of 28 feet and a height of nine feet seven inches. Unlike the Travel Air, however, the Baron’s cabin could accommodate up to five people, although the fifth seat was at the rear of the cabin and was more suitable for a child than an adult.
The wing, with a total area of 199.2 square feet, featured an NACA 23016.5 airfoil at the root, changing to the NACA 23010.5 at the tip. The six-cylinder engines were each housed in compact, low-drag nacelles that represented a major design improvement compared to the deep, bulky nacelles used on the Travel Air. Whereas all versions of the Model 95 used a standard vertical stabilizer, the Baron boasted a swept stabilizer similar to those found on the Aztec and the Model 310D that included a dorsal fairing that helped to promote the airplane’s sleek lines from nose to tail.
Maximum takeoff weight was 4,880 pounds for the initial production Baron 55, and the new Beechcraft was capable of achieving a cruise speed of 190 knots at an altitude of 7,000 feet. Carrying 116 gallons of fuel, or 136 gallons with optional auxiliary tanks, the Baron had a range of 1,200 statute miles with a 45-minute fuel reserve. The electrically-operated, retractable tricycle landing gear was a typical Beechcraft installation, with the main gear swinging inward and upward to retract, and the nose gear swinging aft and upward into the lower nose compartment.
22 • KING AIR MAGAZINE
As required by federal regulations, an emergency extension system (essentially identical to that of the Model 35 Bonanza and the Travel Air) was provided that required the pilot to crank down the gear until it locked in place for landing. Cabin heating was achieved by a combustion-type heater and blower rated at 50,000 BTU. The heater unit, which was fed avgas only from the left main fuel tank, was mounted in the nose section.
In September 1963, the Model 95-55 was certificated under FAA Type Certificate 3A16 (with amendments) that was originally issued to the Travel Air. A standard- equipped Baron 55 sold for $58,250 – a price that compared favorably with that of the Cessna Model 310D ($61,000) and the Aztec ($51,000).
New Barons began rolling off the assembly lines at the Wichita, Kansas, factory late in 1960 for the 1961 model year, and 190 of the original Model 95-55 were manufactured before production changed to the Model 95-A55 for the 1962 model year. Beechcraft salesmen were excited about the new airplane, and the Baron quickly established itself as a strong competitor to the Model 310D and the Aztec.
The next version of the Baron that was designated 95-A55 featured an optional six-seat interior, an increase in maximum gear extension speed to 175 mph with flaps extended to 15 degrees. Maximum gross weight also increased to 4,880 pounds from 4,830. Despite its price
The popular 95-B55 continued to be manufactured until production was terminated in 1982 after 1,815 commercial units had been built. Another 65 were manufactured for the U.S. Army as multi-engine transition trainers.
AUGUST 2017