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The two big Continentals were easily roused into growling life and having obtained the ATIS and checked in with Ground Control, we set off on the long taxi to the active runway. Steering is primarily via the rudder pedals, which are linked to the nosewheel, although both differential thrust and differential braking can be used for tighter turns. Bob had turned the air conditioning on once the engines had started, which briskly reduced the temperature in the cockpit to a much more pleasant level.

With all the pre-take off checks completed and having obtained a clearance from the tower, I rolled out onto the runway and smoothly opened the throttles up to full power. With a power-to-weight loading of less than 9lb/hp at our take-off weight, acceleration was excellent the ASI and rudder both came alive almost immediately and I had absolutely no difficulty tracking the centreline as the airspeed rose rapidly towards the Vr of 85kts. As the ASI swept past 85, a smooth rotation lifted the nosewheel off the runway, to be followed almost immediately by the mainwheels after a ground roll of around 2,000ft.

The single-engine minimum control speed (Vmca) is actually a knot slower than Vr, so the next important speed to accelerate to was Vyse (the Single-Engine Best Rate of Climb Speed) of 101kts, which is marked on the ASI by a blue radial line. By the time I dabbed the brakes and clicked the undercarriage lever to 'up', this speed had come and gone and the ASI needle continued to race around the dial towards the cruise/climb speed of 136kts with the VSI indicating around 1,500ft/min. If I'd elected to use Vy, the climb rate would have increased to about 1,800ft/min at our weight. Tampa tower then handed us off to departure control, which vectored us out over the Gulf of Mexico with an assigned altitude of 4,000ft.

Once over the water I initiated a clearing turn and began to explore the Baron's control and stability. As you'd expect from an aircraft that has been in continuous production for more than 40 years, the handling is exemplary, with nicely-balanced ailerons, an authoritative elevator and a powerful rudder. A look at the slow end of the speed envelope revealed that the handling remained benign right down to the stall, even with the flaps 'up'. I would say that the Baron's handling is first class, as is its stick-free stability. In fact, the Baron really does have that almost indefinable 'big aeroplane' feel, in that the ride is more reminiscent of a heavier aircraft.

Of course, the Baron is very much a 'going places' type of aircraft, and I was keen to see exactly what sort of speeds it could cruise at, and for what fuel flow. Opening the throttles up for a look at the 'max cruise power' speed soon saw the ASI nudging 200kts with the throttles and props set to '25 squared' (25 inches of manifold pressure and 2,500rpm). This was achieved for a fuel flow of around 15Imperial gallons a side, which is a bit on the thirsty side. Easing the throttles and props back to an economy cruise power setting of '21 squared' with the EGT 20° rich of peak, saw the fuel flow drop by about a third, to just over eight gallons a side for an indicated airspeed of 160kts. Due to a minor glitch with the audio panel, Bob and I had elected to fly without headsets and it was interesting to note how well sound-proofed the Baron is. Even when cruising at high speed, the noise level in the cockpit and cabin remained comfortably low at all times, so much so that Bob and I were able to converse easily without having to raise our voices.

While noting down the various speeds, engine and prop settings and fuel flows, I briefly engaged the powerful King 225 autopilot. As expected, this functioned as smoothly and efficiently as all the other systems, and I removed my feet from the rudder pedals and rested them on a comfortable step aft of the pedals. Bob was keen to show me how well mannered the Baron is on one engine, so having shut down the port engine and feathered its prop, he made a point of turning into the dead engine!

After a most enjoyable hour spent cruising around the Tampa coastline it was time to return. Once again the superb Garmin avionics proved invaluable for dealing with the different control agencies, and I soon had the Baron established on a long final, number two to land behind a 737. Mindful of the dangers of wake turbulence, I deliberately stayed above the jetliner's glide path and aimed to land past its touchdown point. The maximum airspeed for deploying either the first stage (15°) of flaps or the undercarriage is the same and also usefully high at 152kts. As the ASI dipped below 150, I clicked the wheel-shaped undercarriage knob to 'Down' and three seconds later the 'in transit' light extinguished and the 'three greens' illuminated. I then clicked the flap-shaped flap switch (see, I said this aircraft had good ergonomics!) to 'APH'. A small light located next to the flap switch illuminates when the Fowler flaps have travelled to the pre-selected setting, whenever they are 'in transit' another light glows.

With the 737 clear of the runway, I double checked that the wheels were down before clicking the flap switch to "DN' as the ASI dipped below 122kts. As the big Fowler flaps extended their full 30° into the airflow, I retrimmed for 100kts and pushed the prop levers forward for maximum rpm. Speed control all the way in was very simple and having passed the point at which the big Boeing had touched down, I drew the throttles back, raised the nose and let the Baron settle gently onto the runway.

Now regular readers may be thinking that the assessment of the Baron's general handling is briefer than usual, and you're right, but there's a good reason. The Baron is a serious 'going places' aircraft, with the ability to take off and land in around 2,000ft under most conditions and at maximum weight. Therefore, I was more interested in its weight and balance schedule, cruise speeds, range, endurance and fuel flows than whether the ailerons were particularly heavy or light (but if you must know, they're about right!).

I really approved of the amount of control and flexibility you have over the Baron's CG loading. The large nose baggage bay can take 300lb and the aft baggage bay 400lb. Depending upon the fuel load and number of passengers, it is relatively easy to control the CG by simply moving baggage between the two bays. With four adults and 3/4 fuel, I estimate that we weighed about 5,100lb at take-off, some 400lb below the max take-off weight of 5,500lb.

Later that evening a look through the POH revealed that I could have carried either another two large adult males, 400lb of baggage or filled the fuel tanks to the brim. With full fuel the Baron has commendable range and endurance, while for shorter trips filling the tanks to the required amount (plus 45 minutes' reserve) means that not only can every seat be filled, but a reasonable amount of baggage can also be carried. With such excellent performance, fine handling and classic styling, it's not hard to see why the Baron has remained in continuous production for such a long time, or why it remains the twin that so many pilots aspire to own!

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