Six-seat normally aspirated piston twin · Twin-engine piston aircraft · production 1969–2004 · See its reach on the 3D globe
A Beechcraft Baron 58 costs approximately $520k (€481k) to $621k (€575k) to buy at 1998 market values, and about $155k (€144k) a year to own flying 80 hours, roughly $1,939 (€1,795) per flight hour all-in. It seats 6, cruises at 200 kt (230 mph) and has a published range of 1,480 nm (2,741 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 Baron 58 is the aircraft that defined the aspirational piston twin: fast, handsome, practical and, in the earlier normally aspirated form, more affordable to buy than its modern G58 descendant. It carries a devoted following. Age is the double edge, because two large Continentals and decades-old systems create maintenance exposure closer to a turboprop than a single, and overhaul status can swing value dramatically between otherwise identical aircraft. A well-kept 58 with fresh engines is a joy; a tired one is a money pit in waiting.
The Baron 58 is a conventional six-seat piston twin with an enduring transport role. Its pilot's operating handbook provides a reference maximum takeoff weight, useful load, usable fuel and engine configuration, but individual empty weight and installed equipment determine what any particular aircraft can carry. The useful question is whether the normal manifest needs the cabin and twin-engine platform.
Two engines and propellers, retractable gear, fuel-system complexity and ageing avionics create parallel maintenance reserves. Engine times should not be averaged together, and a pre-buy must examine corrosion, gear operation, fuel management, records and modifications. Multi-engine recurrent training is part of the operating cost, not an optional extra.
Experienced multi-engine pilots and professionally supported owners who repeatedly use the cabin, load and route flexibility can make the Baron's additional systems earn their keep.
Low-utilisation owners or pilots unwilling to train regularly for engine-out flight should not buy a twin merely for a theoretical redundancy advantage.
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 | 2,449 kg |
|---|---|
| Useful load | 726 kg |
| Usable fuel | 628 L |
| Service ceiling | 20,688 ft |
| Engine | 2 x Continental IO-520-C, 285 hp each |
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 6 |
| Realistic payload with mission fuel | 1,078 lb (489 kg) |
| Published planning range | 1,480 nm (2,741 km) |
| Practical planning radius (4 people) | 992 nm (1,837 km) |
| Cruise speed | 200 kt (230 mph) |
| Runway need | ~2,297 ft (700 m) |
| Landing gear | Retractable tricycle |
| Pressurised | No |
| Fuel | Avgas 100LL |
| Fixed annual base | $65k (€60k) |
| Direct cost per flight hour | $594 (€550) |
A fast, respected and practical piston twin, but two large engines and ageing systems create turboprop-like maintenance exposure.
Indicative cash costs at 1998 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 | $131k (€122k) | $3,283 (€3,040) | $1.22m (€1.13m) |
| 80 h / year | $155k (€144k) | $1,939 (€1,795) | $1.34m (€1.24m) |
| 120 h / year | $179k (€166k) | $1,490 (€1,380) | $1.46m (€1.35m) |
| 180 h / year | $214k (€199k) | $1,192 (€1,103) | $1.64m (€1.52m) |
Every figure above is built from a $65k (€60k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $594 (€550) 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 $124k (€115k) 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 Baron 58 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 1998 market price for a Beechcraft Baron 58 is $520k (€481k) to $621k (€575k). 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 Baron 58 works out at roughly $155k (€144k) annually, which is about $1,939 (€1,795) 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 $594 (€550).
Published range is 1,480 nm (2,741 km). With 4 people aboard and realistic reserves, plan on a practical radius of about 992 nm rather than the brochure figure.
Beyond a pilot certificate, a Beechcraft Baron 58 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.