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How to Buy a Beechcraft Baron 58 / 58P / 58TC: Buyer's Guide
A fast, solidly built six-seat piston twin with a big owner base, and real costs to match its real capability.
Updated October 2026 · Market data from 71 live fyiAero listings, the FAA registry and NTSB records
Overview
The Beechcraft Baron 58 is the long-body Baron. Beech stretched the earlier 55 airframe, added double aft cargo doors and club seating, and created what many pilots consider the benchmark six-seat piston twin. It has been in production in one form or another since 1970, which is why you will find everything from tired early-1970s airplanes to near-new glass-cockpit examples on the market.
There are 71 Baron 58-family aircraft for sale on fyiAero right now. That includes 41 normally aspirated 58s, 20 pressurized 58Ps, 5 turbocharged 58TCs and 5 listed as B58. Asking prices run from $127,500 to $950,000, with a median of $400,000. Listed model years span 1970 to 2002, and the median listed airframe has about 4,500 hours. The FAA registry shows 1,280 of these aircraft registered in the U.S., so parts support, shop familiarity and type-specific training are easy to find.
The Baron's reputation rests on build quality, crisp handling and a cabin that hauls people and bags without much fuss. It is still a complex, high-performance twin, though. The difference between a good one and an expensive project usually comes down to engines, landing gear, corrosion and logbook discipline rather than paint and interior.
Who it's for. The Baron 58 suits a pilot or family who regularly flies 300 to 900 mile trips, wants real IFR capability, and values a second engine over the night, mountains and water. It carries more people and cargo than most singles, and it offers a sturdier, more comfortable cabin than lighter twins like the Seneca. It is not a good first airplane for a low-time pilot. Insurers look closely at total time, multi-engine time, retractable experience and time in type, and they usually want formal initial and recurrent Baron training. Low-time multi pilots should expect higher premiums, a required training program, and possibly a period of flying with a qualified mentor pilot before solo coverage. The pressurized 58P and turbocharged 58TC add high-altitude systems, so expect underwriters to scrutinize those even more closely. Get an insurance quote before you make an offer.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Baron 58 (early, Continental IO-520) | 1970-1983 | This is the original long-body Baron with club seating and double cargo doors, powered by 285 hp IO-520 engines. These airplanes make up most of the market's lower end, and on fyiAero many 1970s examples average roughly $190,000 to $345,000 depending on year and condition. |
| Baron 58TC (turbocharged, unpressurized) | 1976-1984 | The 58TC added turbocharged TSIO-520 engines for high-altitude performance, using oxygen instead of pressurization. It is a small slice of the market, and buyers should price in the extra maintenance that turbochargers, exhaust systems and engine heat bring. |
| Baron 58P (pressurized) | 1976-1985 | The 58P is a pressurized, turbocharged Baron with a stronger fuselage and smaller windows, designed for flying in the flight levels. It offers comfort and weather flexibility, but it has the most complex systems of the family, so condition and maintenance history matter even more than usual to its value. |
| Baron 58 (later, Continental IO-550) | 1984-2004 | Later 58s moved to 300 hp IO-550 engines and received updated panels and interiors over the run. On fyiAero, mid-1980s through 1990s airplanes generally average about $475,000 to $665,000, and 2000-2002 examples are listed from about $822,000 to $950,000. |
| Baron G58 (Garmin G1000) | 2005-present | The current production Baron has an integrated Garmin G1000 cockpit and a refreshed interior. None appear in the current fyiAero listing sample, but they set the top of the market, and they are the yardstick that panel-upgraded older Barons get compared against. |
What a Beechcraft Baron 58 / 58P / 58TC costs to buy
56 priced listings on fyiAero right now ask between $127,500 and $950,000, with a median of $400,000 and a median of 4,500 hours total time. Against fyiEstimate, 30 are priced below estimate, 1 within range and 24 above.
- Year matters, but not in a straight line. On fyiAero, 1970s Barons generally average about $190,000 to $345,000, 1980-1981 airplanes about $345,000 to $376,000, and 1984-1985 airplanes about $600,000 to $665,000, a jump that tracks largely with the later IO-550 airframes and newer panels.
- Airframe time moves price. The median asking price is $450,000 for airplanes with 3,000 to 5,000 hours and $349,000 for those over 5,000 hours, and the few listings with 2,000 to 3,000 hours carry a median of $749,000.
- Don't read too much into thin data. The 1,000 to 2,000 hour bracket shows a median of $269,216 on only two listings, so an unusually low-time, low-priced airplane deserves extra questions about damage history, long periods of storage and engine condition.
- Price the engines first. Two engines near or past TBO can add a large overhaul bill to any purchase, so compare airplanes on engine time since overhaul, who did the overhaul, and how the engines have actually been flown and maintained, not just on asking price.
- Avionics often explain the gap between two similar airframes. A modern Garmin navigator, digital autopilot and ADS-B setup can justify a meaningful premium over a steam-gauge airplane, but only if the work is clean and well documented.
- Decide on 58, 58TC or 58P before you shop. The pressurized and turbocharged versions can look like bargains next to later normally aspirated 58s, but their systems cost more to maintain, so judge them by how you actually fly.
Average asking price by model year
Median asking price by airframe time
| 1,000–2,000 hrs | $269,216 | 2 listings |
| 2,000–3,000 hrs | $749,000 | 5 listings |
| 3,000–5,000 hrs | $450,000 | 23 listings |
| 5,000+ hrs | $349,000 | 23 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Engines: compressions, borescope, oil analysis and logs. Continental IO-520, IO-550 and TSIO-520 engines are the biggest cost variable. Look for cylinder wear, corrosion from sitting, crankcase cracks, and a credible overhaul history from a reputable shop.
- Landing gear system: motor, gearbox, actuators, rod ends and uplocks. The Baron's electromechanical gear is reliable when maintained and expensive when neglected. Have the shop put the airplane on jacks, cycle the gear, check rigging and wear, and confirm all applicable gear-related ADs and SBs are complied with.
- Turbochargers, exhaust and wastegate system (58TC and 58P). Cracked exhaust components, leaking couplings and worn turbos are common and costly. They are also a fire and carbon monoxide risk, so inspect them thoroughly and check for leaks under pressure.
- Pressurization system (58P). Door seals, outflow and safety valves, controllers, windows and windshields all age. Run a pressurization check in flight or on the ground to confirm the cabin holds and the system controls properly.
- Fuel cells and fuel system. Barons use rubber bladder fuel cells that harden, crack and leak with age. Look for fuel stains, smell, and the condition of fuel lines, selectors and gauges, especially on airplanes with added tip or auxiliary tanks.
- Wing spar, attach fittings and corrosion inspection. Older airframes, especially those kept near the coast or stored outside, can hide corrosion in spars, attach points and under floorboards. Corrosion repairs can easily exceed the value difference between airplanes.
- Combustion heater. The gas-fired cabin heater is subject to recurring inspection requirements and can be a carbon monoxide risk if cracked or poorly maintained. Confirm required inspections are current and have it checked.
- Flight controls, trim tabs and actuators. Worn trim tab actuators, cables and hinges can lead to flutter concerns and control problems. Measure free play against limits and confirm any applicable ADs or SBs are addressed.
- Propellers, governors and deice systems. Prop overhauls, governor issues and failing deice boots or prop heat add up quickly on a twin. Check prop overhaul dates, look for leaks and test all ice protection on known-icing-equipped airplanes.
- Damage history and logbook continuity. Gear-up landings and other incidents are not unusual on a retractable twin. Have the logs reviewed for gaps, major repairs and 337s, and order title and accident checks.
Popular upgrades
- Modern Garmin navigators and displays. GTN-series navigators and TXi-style displays are among the most common value-adding upgrades. Clean, well-documented installs help an older Baron compete with later airframes, though owners rarely recover the full installed cost.
- Digital autopilot replacement. Swapping aging analog autopilots for a modern digital system where approved improves reliability and single-pilot IFR workload. Buyers notice and will pay for it.
- IO-550 engine conversions on early 58s. Upgrading early IO-520 airplanes to 300 hp IO-550 engines improves climb and resale appeal. Value depends heavily on engine time and conversion paperwork.
- Extended-range tip tanks. Wingtip tank mods add range and flexibility. They are generally viewed positively, provided fuel system condition and documentation check out.
- Vortex generators and engine monitors. Vortex generator kits can lower minimum control and stall speeds, and multi-probe engine monitors help manage engine health. Both are modest-cost improvements that buyers appreciate.
Ownership costs
fyiAero's operating cost estimate puts a Baron 58 at about $249 per hour in variable costs, burning roughly 31 gallons per hour at a 195-knot cruise, which works out to about $1.28 per nautical mile with roughly 1,109 nm of range. For an owner flying about 82 hours a year, the estimated annual budget comes to about $38,361, based on an average pre-owned value of about $278,372. Real-world costs swing well above that when something big comes due. Two engine overhauls, propeller work, gear repairs, fuel cell replacement and avionics upgrades are the large-ticket items, so a reserve for both engines and a healthy cushion for annual inspection findings is prudent. Turbocharged and pressurized versions typically cost more to maintain than normally aspirated 58s. Insurance can also be a significant line item for pilots with limited multi-engine time.
Safety record
NTSB records show 35 accidents involving Baron 58-family aircraft over the last 10 years, 12 of them fatal and 10 that destroyed the aircraft. Against the 1,280 aircraft on the FAA registry, that is about 27.3 accidents and 9.4 fatal accidents per 1,000 registered aircraft over the decade. Those figures reflect how the airplane is used: lots of IFR, night, weather and long cross-country flying by owner-pilots. They do not point to a fundamental design flaw. The type-specific risk areas are well known. They include handling an engine failure on takeoff or go-around near Vmc, fuel management on airplanes with multiple tanks, weather and icing decisions, and gear-related mishaps. Pilots who do recurrent multi-engine training, practice engine-out procedures with an instructor, fly stabilized approaches and set firm personal minimums give themselves a much better margin than the raw numbers suggest.
Alternatives to consider
- Beechcraft Baron 55. It is shorter, lighter and usually cheaper to buy, with similar handling. In exchange you get less cabin room and less cargo flexibility than the long-body 58.
- Cessna 310 / T310. It offers comparable speed and often a lower purchase price, plus a large fuel capacity. Many pilots prefer the Baron's handling, cabin access and build feel.
- Piper Seneca. Its lower speed and counter-rotating engines make it easier to insure and cheaper to run, especially for newer multi pilots. It doesn't match the Baron's speed or solidity.
- Cessna 340. It is the natural cross-shop against the 58P, with a roomier pressurized cabin. It is also heavier and generally more complex and expensive to operate.
- Cirrus SR22T or other high-performance single. It has lower fuel and maintenance costs and modern avionics, and the airframe parachute is a selling point. You give up the second engine, cabin size and payload.
Frequently asked questions
How much does a Beechcraft Baron 58 cost?
Baron 58-family aircraft on fyiAero are currently listed from $127,500 to $950,000, with a median asking price of $400,000. Year, engine time, avionics and whether the airplane is a 58, 58TC or 58P drive most of that spread.
How many Baron 58s are there?
The FAA registry shows 1,280 Baron 58-family aircraft registered in the U.S. At the moment, 71 are listed for sale on fyiAero.
What does a Baron 58 cost to operate per hour?
fyiAero's estimate puts variable costs at about $249 per hour, with fuel burn around 31 gallons per hour. For about 82 hours a year, the estimated annual budget is about $38,361, before major overhauls or upgrades.
How fast is a Baron 58 and how far can it go?
fyiAero's operating estimate uses a cruise speed of about 195 knots and a range of about 1,109 nautical miles. Actual numbers vary with altitude, power setting, load and fuel options such as tip tanks.
Should I buy a 58P or 58TC instead of a normally aspirated 58?
The pressurized 58P and turbocharged 58TC make sense if you regularly fly high to get over weather or terrain. They carry more maintenance and insurance cost, so many owners who mostly fly at mid altitudes are better served by a well-equipped normally aspirated 58.
Does airframe time affect Baron 58 prices?
Yes. On fyiAero, airplanes with 3,000 to 5,000 hours have a median asking price of $450,000, compared with $349,000 for those over 5,000 hours. Engine time and condition often matter just as much as airframe hours.
Beechcraft Baron 58 / 58P / 58TC for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
