Four-to-six-seat light piston twin · Twin-engine piston aircraft · production 1964–1982 · See its reach on the 3D globe
A Beechcraft B55 Baron costs approximately $139k (€129k) to $166k (€154k) to buy at 1978 market values, and about $185k (€171k) a year to own flying 80 hours, roughly $2,311 (€2,140) per flight hour all-in. It seats 6, cruises at 190 kt (219 mph) and has a published range of 1,000 nm (1,852 km), needing about 2,297 ft (700 m) of runway. Figures are indicative planning estimates compiled 2026-07, not a quote for any specific airframe.
The B55 Baron is the compact, fast and much-loved light twin that put Beechcraft twin ownership within reach: quick, well-mannered and manageable in size. It has real charm. It also has real costs, because two engines from the 1960s to 80s mean that overhaul status can create enormous value differences between otherwise identical aircraft, and systems maintenance is not casual. A B55 with two fresh engines and clean logs is a fast, satisfying twin; one with run-out engines is priced low for a reason. Engine reserves define the ownership.
The B55 Baron is a compact legacy piston twin whose handbook documents serial-specific takeoff weights, standard and optional fuel systems, baggage limits and engine configuration. Those serial breaks matter: a buyer cannot safely transfer a figure from one B55 or later Baron to another without matching the airframe, equipment and approved documents.
The apparent entry price must be tested against two engines and propellers, retractable landing gear, ageing wiring and avionics, corrosion exposure and log continuity. Standard empty weight is not stated in the cited handbook, so a model-level useful-load claim would be invented; use the candidate's current weight-and-balance report.
A proficient multi-engine pilot with access to an experienced Beechcraft shop can use the B55 as a compact regional transport when the individual aircraft's records and reserves are strong.
Buyers choosing mainly because the purchase price looks close to a high-performance single should step back unless their maintenance reserve and recurrent-training plan cover the full twin-engine commitment.
First-party reference values for this model. They are shown separately from PlaneFit planning estimates and do not enter Finder or cross-model rankings until each field is normalised across the catalogue.
| Maximum takeoff weight | 2,313 kg |
|---|---|
| Usable fuel | 401 L |
| Baggage weight | 181 kg |
| Engine | 2 x Continental IO-470-L, 260 hp each |
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 6 |
| Realistic payload with mission fuel | 880 lb (399 kg) |
| Published planning range | 1,000 nm (1,852 km) |
| Practical planning radius (4 people) | 670 nm (1,241 km) |
| Cruise speed | 190 kt (219 mph) |
| Runway need | ~2,297 ft (700 m) |
| Landing gear | Retractable tricycle |
| Pressurised | No |
| Fuel | Avgas 100LL |
| Fixed annual base | $54k (€50k) |
| Direct cost per flight hour | $508 (€470) |
Fast and respected with manageable size, but two engines create huge value differences based on overhaul status.
Indicative cash costs at 1978 market values, before financing, depreciation and tax. The fixed base is the same whether the aircraft flies or not, so the effective hourly cost falls as utilisation rises.
| Annual use | Annual cash cost | Effective cost / h | Five-year cash outlay |
|---|---|---|---|
| 40 h / year | $165k (€152k) | $4,115 (€3,810) | $974k (€902k) |
| 80 h / year | $185k (€171k) | $2,311 (€2,140) | $1.08m (€996k) |
| 120 h / year | $205k (€190k) | $1,710 (€1,583) | $1.18m (€1.09m) |
| 180 h / year | $236k (€218k) | $1,309 (€1,212) | $1.33m (€1.23m) |
Every figure above is built from a $54k (€50k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $508 (€470) per hour flown for fuel, reserves and consumables. It is a planning model for comparing aircraft and testing utilisation, not a maintenance programme quote, insurance quote or pre-buy assessment.
Older examples add calendar-driven maintenance: a 2011-built airframe is estimated at $106k (€99k) per year at 80 hours. Airframe and engine time, maintenance and damage history, avionics, equipment, geography and tax treatment move a real transaction further than the model year does, so price the aircraft in front of you, not the model. A cheaper example carrying deferred maintenance can be the more expensive aircraft once the first annual inspection is complete.
Beechcraft B55 Baron cost guide answers the same figures as standalone purchase and ownership questions, and the ownership cost calculator lets you replace these assumptions with your own hours and fixed costs.
On top of a pilot certificate, this aircraft obliges the person flying it to hold the following. Each one is time and money before the first trip, and insurers usually attach their own minimums on top.
US requirements under 14 CFR 61.31, stated for orientation and not as advice. PlaneFit is not an aviation authority or a training organisation. Other authorities set different rules, and the current regulation and your instructor are what govern.
An indicative 1978 market price for a Beechcraft B55 Baron is $139k (€129k) to $166k (€154k). This is a planning estimate normalised across the market, not a quote for a specific airframe. Condition, engine time remaining, avionics and damage history move the real number more than the model year does.
Flying 80 hours a year, a Beechcraft B55 Baron works out at roughly $185k (€171k) annually, which is about $2,311 (€2,140) per flight hour all-in once fixed costs are spread across those hours. The direct cost per hour alone, covering fuel, reserves and consumables, is about $508 (€470).
Published range is 1,000 nm (1,852 km). With 4 people aboard and realistic reserves, plan on a practical radius of about 670 nm rather than the brochure figure.
Beyond a pilot certificate, a Beechcraft B55 Baron requires multi-engine rating and complex airplane endorsement. An airplane multi-engine land class rating. Insurers add their own minimum: multi-engine time, time in this make and model, and often a checkout with a named instructor before you fly it solo. These are US requirements and are stated for orientation; confirm them against the current regulation and an instructor.
Plan on approximately 2,297 ft (700 m) for take-off. Check this against the actual runway, surface, slope, temperature and loading, all of which extend the requirement.