How Much Does a Beechcraft Baron Cost?

Textron lists a new G58 Baron at $2,155,000. The median G58 in our sample asks $1,295,000, about 60% of that, and a used 58 asks $464,500. The oldest Barons, the 55 series, ask a median of $184,500.

The Baron is Beechcraft's long-running piston twin, and the family is big and old: 3,065 aircraft on the FAA register, with 41.4% of those with a usable build year dating from the 1970s. Two engines mean two of everything that wears, and the figures below are for the airplane, not for what keeps it flying.

What follows walks down the price curve, then looks at the family, who owns the fleet, what the airplane costs to run and what the NTSB accident files record. Every figure comes from a named public source or a dated sample, and the sources are listed at the end.

Data used: FAA fleet through 2026-10-12; NTSB file through 2026-09-30; asking-price sample 2026-10-14.

What a new Baron costs, and what that number means

Textron's Fact Book lists the G58 Baron at $2,155,000. That is a manufacturer's suggested retail price: the standard configuration, before the options, avionics choices and dealer terms that move a real quote. It is the only maker price we found, and it covers only the current airplane.

The G58 has 6 seats and two Continental IO-550-C engines, 300 hp per engine, with a maximum takeoff weight of 5,500 lb and 172 US gal of fuel in total, according to the FAA type certificate data sheet. The earliest Baron on the sheet, the 95-55 approved in 1960, had 260 hp per engine and 4,880 lb. The G58 adds 40 hp per engine and 620 lb.

A cliff between the G58 and every other Baron

We gathered 73 Baron listings from one marketplace on 14 October 2026, and 58 of them carried a usable asking price. Their medians sort the family into price tiers, with the new list price as the benchmark.

1. New G58$2,155,000
2. G58$1,295,000
3. 58$464,500
4. Pressurised 58P$394,000
5. 55 series$184,500

The gold bar is Textron's list price for a new G58. Teal bars are medians of asking prices. Models with fewer than 5 priced listings are left out.

Source: Controller.com asking prices; manufacturer list price</> Embed this chart

There is a cliff between the G58 and everything else. The G58's median ask is $1,295,000 on 7 listings, from $1,099,000 to $1,400,000, and its median airframe has flown 686 hours. The next tier down is the 58, at $464,500, then the pressurised 58P at $394,000 and the 55 series at $184,500.

Inside the 58 the age effect is clear. Built up to 1979, the median ask is $287,000 on 10 listings. Built from 1990 on, it is $574,500, 2.0 times as much. The middle group, built 1980 to 1989, has only 4 priced listings and asks $349,000 to $499,000.

The median 58 built up to 1979 has flown 4,562.5 airframe hours. Built from 1990 on, it has flown 3,260.5.

Airframe hours are not engine hours, and an older twin has two engines with their own histories. The listings do not say how either has fared.

The turbocharged 58TC has only 3 priced listings, asking $195,000 to $270,000, too few for a median. One caution covers this whole section. It is one marketplace on one day, with 58 priced listings after we set aside 15 with no price. These are asking prices, not sales, and no individual listing is published. Prices were recorded to the nearest 1,000 dollars.

For the wider market, our guide to what a small plane costs puts the Baron in context, and what a Beechcraft costs covers the maker. The other classic piston twin is covered in what a Cessna 310 costs, and the big single from the same factory in what a Bonanza costs.

Show the asking-price tables

Used asking prices by model

Model or band	Listings	Asking median (USD)	Asking range (USD)	Median total time (hours)	Sample years
55, B55 and E55	18	$184,500	$45,000 to $395,000	3,558.5	1964 to 1978
58	20	$464,500	$134,000 to $950,000	3,915	1970 to 2002
58P	10	$394,000	$239,000 to $664,000	4,201.5	1978 to 1985
58TC	3	Range only	$195,000 to $270,000	Not shown	1976 to 1981
G58	7	$1,295,000	$1,099,000 to $1,400,000	686	2011 to 2018

Asking-price sample by year band

Model or band	Listings	Asking median (USD)	Asking range (USD)	Median total time (hours)	Sample years
58, up to 1979	10	$287,000	$134,000 to $575,000	4,562.5	1970 to 1979
58, 1980 to 1989	4	Range only	$349,000 to $499,000	Not shown	1980 to 1982
58, 1990 on	6	$574,500	$525,000 to $950,000	3,260.5	1993 to 2002

The Baron is a family of twins

The FAA's type certificate data sheets cover the Baron from the 95-55 of 1960 to the G58 of 2005, with the pressurised 58P on a sheet of its own. Six rows tell most of the story. For where the Baron sits among the rest, the guide to the main types of planes helps.

The oddity is the 56TC: it is the only Baron with Lycoming engines, two turbocharged TIO-541-E1B4 engines at 380 hp per engine, more power per engine than any other Baron on the sheets. The register counts the 58 series at 1,100 (35.9%), the 55 series at 764 (24.9%) and the pressurised 58P at 301.

A quarter of the register, 780 aircraft (25.4%), carries a military-derived label such as the Army's T-42 trainer, which was built on the earlier Baron. If you are thinking about a different kind of twin, the guide to what Piper aircraft cost covers Piper's range, and the maker comparison what Cirrus aircraft cost covers the single-engine alternative.

Show the full model comparison table

Certified base models, FAA fleet and asking-price context

Model and approval year	Certified specification	Ownership context
95-55Approved: 1960 FAA sheet	Continental IO-470-L 260 hp per engine 2 enginesMaximum takeoff weight: 4,880 lbFuel, total / usable: 112 US gal / 106 US galSeating: 4 seats	Registered: 53 all registrations; 53 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved
95-A55Approved: 1961 FAA sheet	Continental IO-470-L 260 hp per engine 2 enginesMaximum takeoff weight: 4,880 lbFuel, total / usable: 112 US gal / 106 US galSeating: 4 seats	Registered: 90 all registrations; 90 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved
95-B55Approved: 1963 FAA sheet	Continental IO-470-L 260 hp per engine 2 enginesMaximum takeoff weight: 5,000 lbFuel, total / usable: 112 US gal / 106 US galSeating: 4 seats	Registered: 74 all registrations; 73 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved
95-B55AApproved: 1968 FAA sheet	Continental IO-470-L 260 hp per engine 2 enginesMaximum takeoff weight: 5,000 lbFuel, total / usable: 112 US gal / 106 US galSeating: 4 seats	Registered: 0 all registrations; 0 valid (status V) No matching registration in this snapshotAsking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved
95-B55B 95-B55B (T42A)Approved: 1964 FAA sheet	Continental IO-470-L 260 hp per engine 2 enginesMaximum takeoff weight: 5,100 lbFuel, total / usable: 142 US gal / 136 US galSeating: 4 seats	Registered: 0 all registrations; 0 valid (status V) No matching registration in this snapshotAsking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved
95-C55Approved: 1965 FAA sheet	Continental IO-520-C or IO-520-CB 285 hp per engine 2 enginesMaximum takeoff weight: 5,300 lbFuel, total / usable: 112 US gal / 106 US galSeating: 4 seats	Registered: 158 all registrations; 158 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved
95-C55AApproved: 1968 FAA sheet	Continental IO-520-C or IO-520-CB 285 hp per engine 2 enginesMaximum takeoff weight: 5,300 lbFuel, total / usable: 112 US gal / 106 US galSeating: 4 seats	Registered: 0 all registrations; 0 valid (status V) No matching registration in this snapshotAsking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved
D55Approved: 1967 FAA sheet	Continental IO-520-C or IO-520-CB 285 hp per engine 2 enginesMaximum takeoff weight: 5,300 lbFuel, total / usable: 112 US gal / 106 US galSeating: 4 seats	Registered: 119 all registrations; 116 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved
D55AApproved: 1968 FAA sheet	Continental IO-520-C or IO-520-CB 285 hp per engine 2 enginesMaximum takeoff weight: 5,300 lbFuel, total / usable: 112 US gal / 106 US galSeating: 4 seats	Registered: 0 all registrations; 0 valid (status V) No matching registration in this snapshotAsking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved
E55 E-55Approved: 1969 FAA sheet	Continental IO-520-C or IO-520-CB 285 hp per engine 2 enginesMaximum takeoff weight: 5,300 lbFuel, total / usable: 112 US gal / 106 US galSeating: 4 seats	Registered: 215 all registrations; 212 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved
E55AApproved: 1970 FAA sheet	Continental IO-520-C or IO-520-CB 285 hp per engine 2 enginesMaximum takeoff weight: 5,300 lbFuel, total / usable: 112 US gal / 106 US galSeating: 4 seats	Registered: 0 all registrations; 0 valid (status V) No matching registration in this snapshotAsking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved
56TCApproved: 1967 FAA sheet	Lycoming TIO-541-E1B4 380 hp per engine 2 enginesMaximum takeoff weight: 5,990 lbFuel, total / usable: 182 US gal / 178 US galSeating: 4 seats	Registered: 37 all registrations; 37 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: 1,600 hours per engine first cycle; 1,600 hours per engine after overhaul
A56TCApproved: 1969 FAA sheet	Lycoming TIO-541-E1B4 380 hp per engine 2 enginesMaximum takeoff weight: 5,990 lbFuel, total / usable: 207 US gal / 204 US galSeating: 4 seats	Registered: 3 all registrations; 3 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: 1,600 hours per engine first cycle; 1,600 hours per engine after overhaul
58Approved: 1969 FAA sheet	Continental IO-520C or IO-520-CB or IO-550-C 285 hp per engine 2 enginesMaximum takeoff weight: 5,400 lbFuel, total / usable: 142 US gal / 136 US galSeating: 4 seats	Registered: 914 all registrations; 904 valid (status V)Asking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved
58AApproved: 1970 FAA sheet	Continental IO-520C or IO-520-CB or IO-550-C 285 hp per engine 2 enginesMaximum takeoff weight: 4,990 lbFuel, total / usable: 142 US gal / 136 US galSeating: 4 seats	Registered: 0 all registrations; 0 valid (status V) No matching registration in this snapshotAsking median: Not shown for this designationPrimary engine TBO: No applicable primary schedule retrieved

An old fleet, owned by LLCs

The FAA register lists 3,065 aircraft in the Baron family, and 3,032 of them (98.9%) hold a valid registration, while 33 carry another status. Of the whole family, 2,668 records have a usable build year, and 2,647 of those are valid. That counts paperwork, not airplanes in the air: a valid registration says nothing about whether the aircraft is airworthy or flying.

1. 7171960s
2. 1,1041970s
3. 4421980s
4. 1861990s
5. 1062000s
6. 1002010s
7. 132020s

397 records have a blank or invalid build year and are left out of the chart.

Source: FAA Aircraft Registry</> Embed this chart

41.4% of the registered Barons with a usable build year were built in the 1970s.

The 1970s account for 1,104 aircraft and the 1960s for 717. The register thins to 442 from the 1980s and 186 from the 1990s, and the newest decades add few: 106 from the 2000s, 100 from the 2010s and 13 so far in the 2020s.

LLCs hold the most registrations, at 44.2%, ahead of individuals at 29.3% and corporations at 17.8%, with co-owned aircraft at 6.7%. At this price, aircraft are often held through a company. The registry records the owner category, not how the airplane is used.

Texas (11.5%) leads the state table, 71 aircraft ahead of Florida (9.1%), with California third. Fourth place is Delaware, with 161 registrations, which is a registration-address effect, because LLC and trust registrations can carry a Delaware address. The state field says nothing about where the aircraft fly.

Download the fleet CSV by model and build year. Free to use, please link back. It counts all registrations and valid ones (status V) by model label and build year, including blank years, and contains no personal records.

Show the fleet tables

Registered model groups

Group	All registrations	Valid (status V)	Share of all registrations
55-series Baron registry labels	764	756	24.9%
56TC and A56TC Baron registry labels	40	40	1.3%
58 and G58 Baron registry labels	1,100	1,087	35.9%
Pressurised 58P and 58PA Baron registry labels	301	296	9.8%
58TC and 58TCA Baron registry labels	80	80	2.6%
T42-labelled registry codes, including 95-B55 (T42A)	780	773	25.4%
Baron-series registry aliases with unresolved certified identities	0	0	0.0%

Largest FAA model labels

Model label	All registrations	Valid (status V)
58	914	904
95-B55 (T42A)	775	768
58P	298	293
E-55	215	212
G58	186	183
95-C55	158	158
D55	119	116
95-A55	90	90
58TC	79	79
95-B55	74	73
B-55	55	54
95-55	53	53
56TC	37	37
T42	5	5
58PA	3	3

Decade shares among records with usable build years

Build decade	All registrations	Share of known years	Valid (status V)	Valid share of known years
1960s	717	26.9%	714	27.0%
1970s	1,104	41.4%	1,092	41.3%
1980s	442	16.6%	438	16.5%
1990s	186	7.0%	184	7.0%
2000s	106	4.0%	106	4.0%
2010s	100	3.7%	100	3.8%
2020s	13	0.5%	13	0.5%

Registrant types with the FAA legend

FAA code	Registrant type	All registrations	Valid (status V)	Share of all registrations
1	Individual	898	874	29.3%
2	Partnership	27	27	0.9%
3	Corporation	545	542	17.8%
4	Co-Owned	206	206	6.7%
5	Government	28	28	0.9%
7	LLC	1,356	1,354	44.2%
8	Non Citizen Corporation	2	1	0.1%
unknown	Missing or unlisted registrant type	3	0	0.1%
9	Non Citizen Co-Owned	0	0	No records

Largest registrant-state totals

State	All registrations	Valid (status V)	Share of all registrations
TX	351	349	11.5%
FL	280	278	9.1%
CA	204	201	6.7%
DE	161	160	5.3%
GA	132	132	4.3%
NC	126	125	4.1%
TN	99	98	3.2%
AR	90	89	2.9%
CO	80	78	2.6%
OK	79	79	2.6%

Show every exact FAA model label

All exact FAA model labels

Model label	All registrations	Valid (status V)
58	914	904
95-B55 (T42A)	775	768
58P	298	293
E-55	215	212
G58	186	183
95-C55	158	158
D55	119	116
95-A55	90	90
58TC	79	79
95-B55	74	73
B-55	55	54
95-55	53	53
56TC	37	37
T42	5	5
58PA	3	3
A56TC	3	3
58TCA	1	1
Total	3,065	3,032

Two engines, two of everything

After the purchase the airplane wants fuel, engine funds for two engines, an annual inspection, insurance and somewhere to sleep. Only some of those have a published number worth printing, and for the Baron few do.

Fuel

Plane and Pilot's specification table for the 2008 G58 lists 32 US gal/hour at 75 percent power, 30 US gal/hour at 65 percent and 26 US gal/hour at 55 percent. The publisher marks those figures as estimates, and the table does not say whether they are per engine or for the airplane, so the calculator leaves fuel burn for you to fill in. It is one G58 from one model year, not the family.

The engines

Every Baron on the data sheets has two engines: Continental IO-470, IO-520, IO-550 and TSIO-520 units on most, and Lycoming turbocharged TIO-541 units on the 56TC. Continental's current overhaul schedule sits behind an account login we could not use, so we publish no interval for most of them. For the 56TC, Lycoming's service instruction lists the TIO-541-E1B4 at 1,600 hours per engine and 1,200 hours per engine where its eligibility note is not met, with a limit of 12 calendar years. It comes with conditions, so read it before relying on it. The engine fund is the line item that arrives all at once, and a twin has two.

The rest

The FAA describes an annual inspection interval of 12 calendar months for ordinary US personal aircraft ownership. Insurance, hangar or tie-down fees, labour rates and loan terms depend too much on the owner, the airfield and the airplane for one published number to mean anything, so this page prints none. Add your own quotes and you have a budget that belongs to you. More on the wider costs of owning an aircraft sits in our ownership section.

Renting is the benchmark your own figure has to justify. Our guide to how much it costs to rent a Cessna 172 shows the other side of the ledger for a much smaller airplane. And for a different kind of ownership cost story, what it costs to own an L-39 Albatross shows what a jet trainer adds.

What the accident files record

Every entry in the NTSB files is a real event, and the counts are all this page claims to know about them. The NTSB lists 415 accidents involving Baron-family aircraft from 2000 through 2025. Of those, 166, or 40.0%, were fatal, and 378 people died in them.

1. 2000
2. 31
6. 2005
11. 2010
16. 2015
21. 2020
26. 172025

Counts only. The NTSB does not record how many hours the family flew, so these bars are not rates.

Source: NTSB aviation accident database</> Embed this chart

The count peaked at 31 in 2001 and stood at 17 in 2025. That is a drop in the number of accidents. It should not be read as a change in risk, because the data holds no flying hours to divide by, and the fleet itself has aged.

1. Landing124
2. Takeoff48
3. Approach68
4. Enroute56
5. Maneuvering26
6. Taxi4
7. Cruise16

The first coded phase is the one attached to the first event in the NTSB's sequence for each accident. Accidents without a coded sequence, or with unmapped codes, sit in separate rows of the full table.

Source: NTSB aviation accident database</> Embed this chart

Landing leads by a distance. 29.9% of accidents begin there, with approach at 16.4%, enroute at 13.5% and takeoff at 11.6%. Landing and takeoff together are 41.4% of the record.

The NTSB's own findings point at people and machines together. Of the 202 accidents with causal findings in its current coding, 81.7% involve personnel issues and 80.7% involve aircraft issues. An accident can carry several findings, so the shares overlap and do not add up to the whole.

Show the NTSB tables

NTSB accident counts by event year

Year	Accidents	Fatal accidents
2000	25	12
2001	31	14
2002	19	7
2003	19	5
2004	14	4
2005	17	10
2006	15	10
2007	17	9
2008	18	11
2009	7	3
2010	20	8
2011	17	8
2012	21	6
2013	16	8
2014	9	3
2015	9	2
2016	14	5
2017	14	4
2018	20	8
2019	16	7
2020	8	2
2021	11	2
2022	12	5
2023	7	2
2024	22	6
2025	17	5

First coded phase of flight

Phase of flight	Accidents	Share of all accidents
Landing	124	29.9%
Approach	68	16.4%
Enroute	56	13.5%
Takeoff	48	11.6%
Maneuvering	26	6.3%
Cruise	16	3.9%
Initial Climb	16	3.9%
Climb	8	1.9%
Standing	6	1.4%
Descent	5	1.2%
Prior to Flight	5	1.2%
Emergency or uncontrolled descent	3	0.7%
Other, unknown or not coded	34	8.2%
Total	415	100.0%

Modern findings: overlapping cause or contributing-factor groups

Group	Accidents	Share of all	Share of coded subset
Aircraft	163	39.3%	80.7%
Personnel issues	165	39.8%	81.7%
Environmental issues	33	8.0%	16.3%
Organizational issues	3	0.7%	1.5%
Not determined	22	5.3%	10.9%

Legacy findings: overlapping cause or contributing-factor groups

Group	Accidents	Share of all	Share of coded subset
Aircraft/Environment	82	19.8%	56.6%
Human Performance	136	32.8%	93.8%
Direct Underlying Factors	21	5.1%	14.5%

Recorded manufacture-year bands, shares of all accidents

Manufacture band	Accidents	Share of all
Year of manufacture 1960 to 2025	140	33.7%
Unknown year of manufacture	275	66.3%
Family aircraft in different manufacture-year bands	0	0.0%

What to take from the numbers

• Pick a model before you pick a price. In our sample the median ask runs from $184,500 for the 55 series to $1,295,000 for the G58, with the 58 at $464,500.
• Age matters inside the 58. The median ask is $287,000 for aircraft built up to 1979 and $574,500 from 1990 on.
• Treat an asking price as an opening line. These are what sellers want. The sample cannot see what buyers pay.
• Ask about both engines. Time since overhaul, not airframe hours, is what matters, and each engine has its own history.
• Do not read a valid registration as a clean bill of health. Status V is paperwork, not an inspection.
• Budget with your own quotes. Fuel, two engine funds, the annual inspection, insurance and storage all depend on you and your airfield. The calculator above does the arithmetic once you fill them in.

Questions buyers ask

How much does a new Beechcraft Baron cost?

Textron lists a new 2026 G58 Baron at $2,155,000 MSRP in its Fact Book. Real quotes vary with options and dealer terms.

How much does a used Beechcraft Baron cost?

In a one-day sample of asking prices on Controller.com, the median ask was $184,500 for a 55 series, $464,500 for a 58 and $1,295,000 for a G58. Those are asking prices, not sales.

How many Beechcraft Barons are there?

The FAA register lists 3,065 aircraft in the Baron family, 3,032 with a valid registration. The 58 series is the largest group, with 1,100 records.

How many Beechcraft Baron accidents has the NTSB recorded?

The NTSB files hold 415 accidents from 2000 through 2025, 166 of them fatal. These are counts, not rates, because flying hours by model are not published.

How many engines does a Baron have?

Two. The G58 has two Continental IO-550-C engines at 300 hp per engine.

Sources and how the numbers were made

Data through: FAA 2026-10-12; NTSB 2026-09-30; asking sample 2026-10-14.

How the numbers were made: We counted matching FAA registrations and showed valid registrations (status V) separately. We combined the NTSB files, counted each accident once and excluded incidents. Used prices are summaries of advertised prices. Fuel cost examples multiply published fuel burn by example fuel prices.

Privacy: No personal data is used in the published results. No owner, seller, crew, operator, narrative or individual accident record is published.

• Federal Aviation Administration. Releasable Aircraft Database. Retrieved 2026-10-13. The registry supplies fleet counts by model, build year, registrant type and state.
  Source SHA-256: ad4497553c4b71a14e7a0768b2e9c66974998ced50177a963b7942eabc259dec
• Federal Aviation Administration. Aircraft Registration Database Description. Retrieved 2026-10-13. This document explains registration status and registrant-type codes.
• National Transportation Safety Board. Aviation accident data: avall. Retrieved 2026-10-13. The later accident file supplies counts, fatal outcomes, phases of flight, findings and manufacture years.
  Source SHA-256: bc74fefb1b39e1b86700a4be82b8ff6014bb1f6d81008524de73f2ddbd38b052
  Database SHA-256: c891b8a6fe55651294a0cb0fa328e5648833caf5ac62b1c21d6caf3ea5e99bb7
• National Transportation Safety Board. Historical aviation accident data: Pre2008. Retrieved 2026-10-13. The historical accident file supplies earlier counts and its own phase and finding categories.
  Source SHA-256: 89e2df6d848e7ab3b42e7d7c7a03ff403303057a26ca04c95b3ea67201c3ce74
  Database SHA-256: c2102e7e9f6773ab25c5564904db9b02d0a6d58ad8e73b3e9accda349ea85b9a
• National Transportation Safety Board. Aviation data dictionaries. Retrieved 2026-10-13. Each file's dictionary defines the accident codes used here.
• National Transportation Safety Board. Aviation data download directory. Retrieved 2026-10-13. The directory gives the accident files' release dates.
• National Transportation Safety Board. Aviation database release notes. Retrieved 2026-10-13. The release notes explain file coverage and how causes and contributing factors are marked.
• National Transportation Safety Board. Aviation accident database query help. Retrieved 2026-10-13. The help page explains event dates, first phases, investigation status and limits on foreign investigations.
• National Transportation Safety Board. Aviation accident database. Retrieved 2026-10-13. The database page explains the geographic limits of these accident records.
• Federal Aviation Administration. General Aviation and Part 135 Activity Survey. Retrieved 2026-10-13. The survey reports flight hours by aircraft category, which cannot support a model accident rate.
• Federal Aviation Administration. Type Certificate Data Sheet No. 3A16. Retrieved 2026-10-14. The FAA sheet gives certified engines, ratings, weights, fuel capacities and seating for the covered models.
  Source SHA-256: e3d4fa2e9cbd11787db8fbe0b3468fc48af3dd17bd9dfe271a9746ac5fe1acdb
  Text SHA-256: d8895fbec61b33890af7f107ed3789c1fc3598a452fefc612616a61d67cd2d2f
• Federal Aviation Administration. Type Certificate Data Sheet No. A23CE. Retrieved 2026-10-14. The FAA sheet gives certified engines, ratings, weights, fuel capacities and seating for the covered models.
  Source SHA-256: 44d8a1d8a18d63fc8b1ef55c9badb3ee60a843e51be65ed1a575d642c2464594
  Text SHA-256: b2af7e0efee65dea4b78cfdb8ea6828c0f336683f4145cda2beeae1147aa49ad
• Federal Aviation Administration. Pilot Handbook of Aeronautical Knowledge. Glossary. Retrieved 2026-10-13. The glossary explains the annual inspection interval.
  Source SHA-256: 210d7cebd33f4094af682b49cb83a93505bebfe3d22e7db4de25dbdaa5476140
• Lycoming Engines. Service Instruction No. 1009BF. Time Between Overhaul (TBO) Schedules. Retrieved 2026-10-13. The service instruction gives engine overhaul schedules and their conditions.
  Source SHA-256: a0e8755d288166ac64fe198791c5f6e1616e51835ac3354e33b21d2ca9f40d9a
• Lycoming Engines. TIO-541 Series Operator Manual 60297-13. Retrieved 2026-10-14. The engine manual identifies applications and limits used to check the overhaul schedule.
  Source SHA-256: e2b2bd61d1443b043fb7a6fa0a91e3da09b86a07cb3b2ba18b67769100009a4b
  Text SHA-256: 9fc52d13258bce88ccd5dff0aa5951c4376253a74fbe6c433bc549970ba7611b
• Plane and Pilot. 2008 Beechcraft Baron G58. Retrieved 2026-10-14. The specification table gives fuel consumption without stating whether it is per engine or for both engines.
• Textron Inc. Textron Fact Book 2025. Retrieved 2026-10-14. The Fact Book gives the new aircraft MSRP for the named models.
  Source SHA-256: da8915482a3206a16a3d572899426e730be221f9fa6147b7494e2148121afd83
  Text SHA-256: 20d6831f2555f51b59e14fabec670ab0da2756e311f0768359031aea830fe043
• Controller.com. Beechcraft Baron aircraft for sale. Retrieved 2026-10-14. The advertised prices supply model medians, ranges and airframe hours for the dated sample.

Send corrections and a supporting source through the contact page. We check each correction against the source.