Beechcraft Baron 58 landing speed in Microsoft Flight Simulator?

In Microsoft Flight Simulator, the default Beechcraft Baron G58 and Black Square Baron Professional do not have one universal landing speed. Use the VREF or 50-foot speed for actual landing weight and flap setting in that model’s POH/manual. Without a chart, 95–100 KIAS on final is only a generic two-engine fallback.

Which Beechcraft Baron 58 landing speed applies?

Use the operating data belonging to the aircraft loaded in Microsoft Flight Simulator, not a speed copied from a different Baron variant.

• Default MSFS Baron: The standard aircraft is the Beechcraft Baron G58. Use its checklist and G58 performance data where supplied. A single checklist speed applies only to the configuration and conditions stated alongside it.
• Black Square Baron Professional: Use the add-on’s own manual, loaded weight and performance chart. Its flight model, equipment, loading and simulated airframe can produce different reference speeds from the default G58.
• No chart available: Use the generic fallback profile below conservatively. It is simulator guidance, not a replacement for an aircraft-specific POH.

All speeds on this page are indicated airspeed in knots, or KIAS. Do not substitute GPS groundspeed or true airspeed. At a high-elevation airport, the correct KIAS remains broadly unchanged even though groundspeed, visual motion and landing roll increase.

A Baron manual may call the target VREF, approach speed or IAS at 50 feet. Use the figure attached to the landing-performance chart; do not confuse it with stall speed, flap-extension speed, blue line or a cruise-derived rule of thumb.

Beechcraft Baron 58 landing speed based on weight

The correct reference speed falls as landing weight falls, because the wing needs less indicated airspeed to produce the required lift.

The worked table below starts with legacy normally aspirated B58 landing data of 90 KIAS at 50 feet with full flap and 100 KIAS for the flaps-up landing case at 5,400 lb. Lower-weight figures are rounded using the square-root weight relationship. Treat this only as a fallback calculation when the exact G58 or add-on chart is unavailable.

In the final column, the first number is full flap and the second is flaps up. Wind reported as 12 knots gusting 22 has a 10-knot gust spread; half that spread is 5 KIAS. Apply this only when the selected Baron manual prescribes a half-gust correction, and obey any stated maximum additive.

Flaps up is shown because it is an unambiguous reduced-flap case. If using approach flap or another intermediate setting, read that configuration’s chart or checklist value. Do not average the full-flap and flaps-up columns. Likewise, do not assume that 5,400 lb is the landing-weight limit for every Baron represented by an add-on.

How do I calculate a speed between chart weights?

Interpolate between the two surrounding values rather than jumping to the next-highest row. For example, a 4,950 lb full-flap landing lies halfway between 4,800 lb at 85 KIAS and 5,100 lb at 87 KIAS, giving approximately 86 KIAS before any prescribed gust additive.

Use the actual expected landing weight, not take-off weight. Account for fuel burned, and confirm that the resulting weight and centre of gravity remain within the aircraft’s limits.

Black Square Baron Professional manual and landing speeds

The Black Square Baron Professional’s supplied manual and performance data take priority over default-MSFS G58 figures and the generic fallback table above.

Open the PDF supplied with the add-on from its documentation entry or installed documentation folder; installation methods can place that folder differently, so we do not recommend relying on a guessed Windows path. Use the aircraft’s weight-and-balance or tablet interface to obtain the loaded landing weight, then consult the manual’s landing-distance chart or reference-speed table.

Select the row or chart for the exact flap configuration and read the stated VREF or IAS at 50 feet. If the manual supplies both a normal full-flap chart and a reduced-flap or abnormal procedure, use the latter whenever full landing flap is not selected. The generic MSFS Assistance panel is not a substitute for this performance data.

Black Square’s figures can differ because the add-on models its own airframe, loading, flap behaviour, drag, instrumentation and flight dynamics. It may also calculate the loaded aircraft more precisely than the default G58 checklist. A speed that works acceptably in the standard aeroplane can therefore produce a float, premature stall warning or hard arrival in the Professional model.

How should I fly a stable Baron 58 approach?

A stable Baron approach uses the selected weight-and-configuration speed as its endpoint, with earlier speeds chosen only to manage workload and configuration.

1. Choose the speed before the approach. Determine landing weight, flap configuration and the applicable VREF or 50-foot KIAS.
2. Slow before workload rises. Configure in stages while remaining below the placarded gear and flap extension speeds shown by that model.
3. Trim after each configuration change. Avoid reaching short final with continuous forward or aft pressure masking an unstable aeroplane.
4. Stabilise on the selected IAS. Aim to be configured, trimmed and on the correct path by about 500 ft AGL visually or 1,000 ft AGL on an instrument approach. These are practical gates, not Baron limitations.
5. Transition into the flare. Once the runway is assured, reduce power smoothly, look towards the far end and allow IAS to decay from the selected crossing speed. Do not hold VREF all the way to wheel contact.
6. Go around when the approach is not recoverable. Being fast, high, badly trimmed or unable to land in the intended touchdown zone is sufficient reason.

Our guide to the complete Baron 58 circuit, landing and go-around sequence covers the broader handling procedure. For sight picture and flare fundamentals, see our Microsoft Flight Simulator landing technique guide.

Our legacy FSX Baron 58 checklist and operating reference is useful for understanding the sequence, but it must not override an MSFS G58 or Black Square manual.

Should I add speed for gusts or a crosswind?

Add only the gust correction prescribed by the selected Baron manual; a steady headwind or crosswind does not by itself require extra indicated airspeed.

A common prescription is half the difference between reported wind and gust. For 12G22, that gives 5 KIAS added to the selected VREF. If the manual gives another formula or a maximum additive, that instruction controls.

Carry the margin while wind shear or gust loss remains a threat, then let it wash off before touchdown when conditions permit. Holding the entire additive through the flare increases float and landing distance. Crosswind control comes primarily from proper rudder and aileron input, not from adding an arbitrary ten knots.

What speed should I use on an ILS or RNAV approach?

Use the same weight-, flap- and model-specific VREF on the final landing segment of an ILS or RNAV approach, plus any prescribed gust correction.

Instrument guidance changes how the Baron reaches the runway; it does not create a different landing reference speed. Outside the stabilised-approach gate, 105–110 KIAS may be useful for sequencing if configuration limits permit. By the gate, the aeroplane should be configured and settled at the selected final IAS rather than chasing a generic number.

Why does the Baron 58 keep floating?

A Baron normally floats because it crosses the threshold above its selected VREF, retains power or is using less flap than the pilot believes.

• Compare against the chosen VREF: Do not judge every approach against 90 KIAS. If the weight-based target was 82 KIAS, crossing at 95 KIAS carries substantial excess energy.
• Check the cockpit throttles: A hardware axis can leave residual power even when the physical levers appear closed. Recalibrate the axis or remove an unintended dead zone.
• Confirm flap position: Check the indicator rather than relying on switch movement or sound.
• Remove the gust additive: Retaining an extra 5 KIAS into the flare can consume a surprising amount of runway.
• Do not force the nose down: If the intended touchdown zone is disappearing, apply go-around power and try again.

Touchdown speed should naturally be lower than the charted threshold-crossing speed. There is no useful universal touchdown number because flare technique, wind and simulator ground effect all affect the final deceleration.

Why does it sink or touch down hard?

A hard Baron landing usually results from being below the selected reference speed, closing both throttles too early or beginning the flare with excessive descent rate.

• Recheck weight and flap: A full-flap speed used with reduced flap can leave too little margin.
• Do not discard the gust additive too high: It should wash off as the aeroplane enters the flare, not several hundred feet above the runway.
• Reduce power progressively: Abruptly closing both throttles while still high can produce a pronounced sink.
• Avoid stretching the glide: Raising the nose when already slow increases drag. Add power or go around.
• Use a small flare: Arrest the descent and establish a modest nose-high attitude rather than making a large pitch change.

If repeated hard landings continue despite correct chart speed, inspect controller calibration, assistance settings, trim and the add-on’s loading before adding arbitrary speed. Extra knots may hide one problem while creating a long-float problem.

Can the Baron 58 land below blue line?

Yes. During a normal two-engine landing, the Baron can be below blue line on short final and at touchdown because blue line is the best single-engine rate-of-climb speed, not the normal landing reference speed.

An engine-out approach requires different judgement. Maintain the model’s prescribed single-engine speeds and control margins until landing is assured, then follow its abnormal checklist. Do not apply the ordinary two-engine profile blindly after an engine failure, and never trade directional control for an attempt to hold an unsuitable target speed.