Know what your aircraft records are really telling you.

Verified Record

Overview

• Aircraft: Beechcraft 58 Baron, Reg NME*, S/N TH-***
• Total tach (last logged): 2370.5 hr (latest consistent operating meter/Hobbs 2026-02-24; older logs mix tach/hour-meter/Hobbs labels). Engine serial: LH Continental IO-520-CB8B S/N 1008620, RH Continental IO-520-CB8B S/N 1008824 (Continental rebuilt engines installed 2013-10-01)
• Condition impression: Later records show a substantially upgraded and actively maintained Baron, but the history also includes spar/corrosion/door repairs and uneven historical AD paperwork quality
• Record confidence: Medium — post-2013 records are strong and detailed, but earlier logs contain date placeholders, meter inconsistencies, duplicated pages, and many vague AD entries

Current Times (Best Estimate)

• Current airframe time (TTAF/AFTT): ≈ 5338.1 hr as of 2026-02-24 (basis: explicit ACTT entry, confidence: High)
• Current engine time(s):
  • LH Continental IO-520-CB8B / S/N 1008620: TSN/TTE ≈ Unknown (rebuilt engine total-since-new not supported by provided entries), confidence: Low; SMOH/TSO ≈ 1010.8 hr (basis: 2026-02-24 LH engine annual entry), confidence: High; notes: Continental rebuilt engine tested 2013-07-18, installed 2013-10-01 at Hobbs 1359.7 / aircraft time 4326.7
  • RH Continental IO-520-CB8B / S/N 1008824: TSN/TTE ≈ Unknown, confidence: Low; SMOH/TSO ≈ 1010.8 hr (basis: 2026-02-24 RH engine annual entry), confidence: High; notes: Continental rebuilt engine tested 2013-08-02, installed 2013-10-01; a few later entries miswrite the S/N as 1008624/1006824, but the later consistent engine log identity is 1008824
• Current propeller time(s):
  • LH Hartzell PHC-J3YF-2UF / S/N ED1898: TSN ≈ Unknown (not supported), confidence: Low; SPOH/TSO ≈ 735.5 hr (basis: 2026-02-24 airframe hours summary; prop overhauled Jan 2017 and later carried at TSO 0 on 2017-01-17), confidence: High; notes: current left prop identity consistently supported
  • RH Hartzell PHC-J3YF-2UF / S/N ED3745A: TSN ≈ Unknown (not supported), confidence: Low; SPOH/TSO ≈ 735.5 hr (basis: 2026-02-25 RH prop annual entry), confidence: High; notes: overhauled Jan 2017
• Assumptions/data quality: Older logs interchange tach/hour-meter/Hobbs; several entries contain obvious typos (e.g., 2000 TT 5440.2 outlier, right-engine S/N variants, occasional registration typos NEM*/NME*/NME*)

Aircraft History & Records

• Registrations: N4W* (prior), NME* (changed by 2005-06-03). Clerical variants NEM*/NME*/NME* also appear.
• Major damage/repair history (from logbook):
  • 1980-12-06: crack in tail cone repaired during 100-hr
  • 1995-12-18: wing spar/carry-through cracking noted under AD 90-08-14; cracks stop-drilled, later followed by repeated inspections with no further cracks noted
  • 2005-05-04: cabin door damaged area repaired with fabricated internal doubler
  • 2005-06-03: paint strip/refinish entry states external corrosion removed, treated, epoxy primed, and repainted
  • 2021-08-10: aft cabin floor/support channel corrosion from STA 118.5 to 179.0; LH/RH support channels replaced, primed, treated with ACF-50, FAA Form 337 referenced
  • 2026-02-24: engine mount repaired by outside facility (Advanced Welding Technologies 8130 referenced), reinstalled/primed/painted
• Preventive/protective maintenance noted:
  • Repeated gear/wheel bearing lubrication and rigging checks
  • Corrosion treatment with ACF-50/CorrosionX, battery-box cleaning, priming, paint touch-up
  • Fuel strainer/filter cleanings, deice boot patching, anti-chafe tape installation, propeller servicing/lubrication
• AD/SB compliance and STCs/337s documented:
  • 2013: both engines replaced with Continental rebuilt IO-520-CB8B engines
  • 2013: Garmin GTN-750 installation per STC SA02019SE-D
  • 2019: Garmin GFC600 autopilot, dual G5s, GTX345 ADS-B, new pilot panel
  • 1994: D’Shannon gap seal kit STC SA1471CE
  • 1995: Norton radome kit/STC SA15GL with weather radar system (later radar removed)
  • 1996: pneumatic deice boots installed
  • Multiple 337-referenced avionics, windows, and structural/corrosion items
• Usage patterns: The aircraft shows long historic periods of low/intermittent use, then moderate use after the 2013 engine replacement (about 1011 hr in roughly 12.4 years, ~82 hr/year)

Usage Statistics

• Last logged time: 2370.5 hr (2026-02-24) - Hobbs; latest ACTT 5338.1 hr same date
• Hours last 12 months (approx): 89.9 hr (monthly avg ≈ 7.5 hr/month)
• Hours last 5 years (approx): 363.5 hr (avg ≈ 72.7 hr/year)
• Hours last 10 years (approx): 833.2 hr (avg ≈ 83.3 hr/year)
• Hours since engine overhaul (2013-10-01 at Hobbs 1359.7 / A/C time 4326.7): ≈ 1010.8 hr SMOH/TSO
• Oil-change intervals (historical sample): median ≈ 43.5 hr, mean ≈ 53.5 hr (range 28.9-154.1 hr)
• Significant gaps:
  • 1975-06-11 → 1978-10-19 ≈ 1226 days
  • 1980-12-06 → 1984-02-03 ≈ 1154 days
  • 1994-12-18 → 1997-05-21 ≈ 885 days
  • 2011-03-07 → 2012-08-03 ≈ 515 days
  • 2020-04-20 → 2021-08-10 ≈ 477 days
  • 2024-12-24 → 2026-02-24 ≈ 427 days
• Data quality note: Use calculations rely primarily on consistent ACTT/Hobbs progression after excluding obvious outliers and mislabeled entries
• Interpretation: Recent utilization is moderate, not high; the aircraft is not a “hanger queen,” but long historic inactivity periods raise the usual storage/corrosion/stuck-valve concerns on an aging piston twin

Compliance

• Annual/Phase/Progressive inspections: Annuals are well represented through 2026-02-24. Later annuals (especially 2013 forward) are substantially better documented than early records.
• 100-hour inspections: Numerous historical 100-hour inspections appear, especially through the 1970s-2000s and again with engine/prop component log entries in later years; latest clearly documented 100-hour style engine/prop inspections are 2024-12-24
• Engine AD/SB compliance: Recurrent Bendix ignition-switch AD work is documented many times; wing spar/carry-through AD 90-08-14 is one of the best documented recurring items; engine mount AD 91-15-20 appears first as inspections and later as mount installation/terminating-style action in 2013
• Avionics/Certification: Latest pitot/static/altimeter/transponder certification found 2025-09-11 by Duncan Aviation; 91.411/91.413 status appears current through September 2027 based on that entry
• ELT tests: ELT checks appear regularly; latest explicit inspection/test 2026-02-24. Battery last explicitly replaced 2024-12-24 with expiry 11/2026
• Life-limited parts: Not supported by provided logbook entries
• Summary: Inspection currency appears current in the provided logs, but AD paperwork quality ranges from strong recent examples to historically weak shorthand entries

Service Bulletins & Value-Adding Modifications

Service Bulletins Completed:

• Garmin GTN 750 navigator

• Garmin GFC600 autopilot

• Dual Garmin G5 flight instruments

• Garmin GTX345 ADS-B In/Out transponder

• PS Engineering PMA8000BT audio panel/intercom

• GAMI injector kits on both rebuilt Continental engines

• Hartzell PHC-J3YF-2UF propellers

• BFGoodrich pneumatic deice boot system (left-wing boot replaced 2026)

• LP Aero replacement windshield/cabin windows

• D’Shannon gap seal kit

• Refurbished interior and repaint (2005), still effectively part of the current aircraft configuration

• Beechcraft utility door kit installed 1988-10-21, removed 1988-10-23

• Legacy autopilot and associated components removed 2019 during Garmin GFC600 install

• Legacy stormscope and radar system removed 2019

• KLN90B / KNS-80 / KR-21 / KY-196 legacy nav/comm stack removed 2013

• Apollo 360 MAP GPS removed 2005

• ADF system removed 1994

• Propeller alcohol deice system deactivated 2017 (still noted as deactivated in 2026 anti-ice plumbing entry)

Unclear Status:

• EI ASC-5A clock/altitude alerter (installed 2005; not clearly referenced near end of logs)
• Some older fuel-flow instrumentation changes from the 1990s/2000s are not clearly carried forward in later logs

Assessment: The avionics package is a strong value driver. The 2013 engine replacement, 2019 Garmin/GFC600 panel, boots, GTN/G5/GTX345, and prop-overhaul pedigree add meaningful utility and resale appeal. The only caution is to verify current ice-equipment configuration and placarding because the prop alcohol deice system was later deactivated.

Observations

For Pistons:

• Compression checks (selected historic values):
  • 2014-11-15 RH: 75/75/75/76/75/76; LH: 77/74/76/72/77/74
  • 2015-12-11 RH: 66/?/70/69/72/70; LH: 68/?/70/58/72/60
  • 2017-01-17 RH: 70/72/72/72/71/74; LH: 76/74/75/70/73/73
  • 2018-02-02 RH: 67/?/?/?/74/67; LH: 69/?/75/70/73/52
  • 2020-04-20 RH: 58/70/60/60/60/45 (then #6 cylinder replaced with O/H unit same entry); LH: 58/52/60/70/58/58
  • 2024-12-24 RH: 60/66/60/70/70/58; LH: 60/60/66/64/58/70
  • 2026-02-24 RH: 64/63/60/70/61/68; LH: 60/60/64/60/62/68
    Trend: Generally serviceable but not pristine; several cylinders have lived in the high-50s/low-60s. The clearest event was RH #6 at 45/80 in 2020, which was followed immediately by cylinder replacement, and later readings appear stabilized.

All Types:

• Oil/filter findings: Repeated entries from 2014 through 2026 say filters were cut and inspected with no findings/no abnormal material
• Recurring maintenance items:
  • Landing gear rigging/uplock/downlock hardware, actuator/motor/rod-end/door adjustments
  • Brakes, tires, wheel bearings, and brake hydraulic seals
  • Fuel quantity/fuel sender/fuel cell issues over many years
  • Cabin heater/Janitrol system items
  • Periodic avionics/instrument repairs and upgrades
• Evidence of care:
  • 2013 engine change with good component detail
  • 2019 major Garmin/GFC600 upgrade with test flight and W&B update
  • Repeated cut-open filter inspections, recent borescopes, and detailed annuals
  • Corrosion findings were typically treated, primed, and documented rather than ignored
• Red flags:
  • Historical AD paperwork is often too vague
  • Confirm the exact details of the 2026 engine-mount repair from the referenced 8130/work order
  • 2021 aft-cabin corrosion was real structural corrosion repair, not just preventive treatment
  • Wing spar carry-through cracking existed historically; later monitoring looks diligent, but that area remains a mandatory buyer focus

Engine Data

For Pistons:

• Engine: Continental IO-520-CB8B, S/N 1008620 (LH). Continental rebuild paperwork dated 2013-07-19 / test date 2013-07-18; installed 2013-10-01
• Engine: Continental IO-520-CB8B, S/N 1008824 (RH). Continental rebuild paperwork dated 2013-08-05 / test date 2013-08-02; installed 2013-10-01
• SMOH: ≈ 1010.8 hr each (to 2026-02-24). Recommended TBO: Unknown / not supported by provided logbook entries
• Cylinders:
  • RH #6 cylinder replaced with O/H unit on 2020-04-20 after 45/80 compression
  • 2024/2026 entries show valve/rotocoil work rather than wholesale cylinder replacement
• Magnetos: Bendix-type system supported by recurring AD 76-07-12 switch checks; 500-hr magneto inspections documented in multiple engine entries, including detailed 2024 work per Bendix S1200 series manual

Airworthiness Directives (last compliance)

FAA COMPLIANCE REQUIREMENT: Per FAR Part 43.9 and 43.11, each AD must show the specific compliance method and action taken, not just "complied with"

Notes:

• This AD table lists ALL ADs found in the provided logbook entries
• WARNING: Any AD showing only "complied with" without specific method/action may not meet legal requirements
• Additional applicable ADs may exist that are not documented in these logbook entries

Current Part Numbers

Include ALL: engines, props, cylinders, mags, filters, batteries, tires, pumps, avionics, instruments, etc.
(Show most-recent installation for each unique component - sorted by category then component)

Geographical History

• Maintenance/ops timeline (key locations from logbook):
  • 1974-1977: Greer, SC / Knoxville & Tri-City, TN / Burlington, NC
  • 1978-1985: Illinois / Denver, CO / Evansville, IN
  • 1986-1989: Fresno, Bakersfield, Tulare, CA
  • 1993-1999: Oklahoma / Evansville, IN / Chesterfield, MO / NC
  • 2005-2007: Texas / Tennessee / Colorado / South Carolina
  • 2013-2017: Brunswick County, NC
  • 2017-2024: Columbia, SC / Loris, SC / Fayetteville, NC
  • 2025-2026: Moran, KS and Duncan Aviation pitot/static entry in Sept 2025
• Environmental risks by location:
  • Coastal/humid Carolinas: elevated corrosion risk
  • Gulf-coast Texas: corrosion/humidity exposure
  • California interior / Colorado / Kansas: generally drier exposure
  • Midwest seasonal moisture/salt environments: moderate corrosion risk
• Implication: Corrosion risk is real, not theoretical — the logs actually document corrosion remediation in 2005, 2018, 2021, 2026, consistent with a long Southeast/humid-climate operating history

Assessment

External Reference Check

• Accident history (public sources only): I did not find a matching public accident/incident result for NME* or former registration N4W* in the limited NTSB/ASN-focused searches I reviewed. (aviation-safety.net)
• Known issues for Beech 58 (public sources only): Public Beech/Baron references commonly flag engine-mount problems, the wing forward spar carry-through inspection area, a relatively tender nose gear/gear-system wear point, and tail/elevator hinge or attach-hardware looseness/wear. (aviationconsumer.com)
• Which of these appear in the provided logbook: Engine-mount AD work and later mount repair do appear; spar carry-through inspections/crack repair definitely appear; landing-gear motor/actuator/rigging/hardware work is recurrent; elevator/trim-hardware wear and play issues also appear.
• External/logbook boundary note: The public-source comments above are only type context; aircraft-specific conclusions here are based on the provided logbook, not on generic Baron reputation. (aviationconsumer.com)

Maintenance Pattern Analysis

Troubleshooting Patterns Detected:

Fuel quantity system

• Fuel quantity system: repeated repairs over decades
  • Chronology: 1980 printed-circuit boards replaced but not calibrated → 1981 calibrated → 1993 LH fuel quantity repaired → 2005 circuit-board kit and overhauled transmitters → 2014 broken wire at RH fuel-quantity PCB repaired → 2016 five of six sending units found faulty and overhauled/calibrated
  • Pattern: repair → calibration → circuit-board/transmitter replacement → wiring repair → sender overhaul
  • Interpretation: Aging Baron fuel-quantity systems commonly need recurrent attention; the 2016 work looks thorough and calibrated, but it is a genuine recurring system
    Landing gear system
• Landing gear system: heavy recurring attention over long periods
  • Chronology: numerous annual retraction/emergency-extension checks from the 1970s onward → 2017 gear actuator and electric motor removed for overhaul → 2020 landing gear motor replaced → 2024 large amount of rigging/hardware renewal → 2026 another extensive gear/hardware/tension overhaul
  • Pattern: inspect/lube → overhaul/replace → re-rig → recheck
  • Interpretation: This is a major maintenance focus area on this airplane; later work appears detailed and methodical rather than casual
    Cabin heater / Janitrol
• Heater system: repeated maintenance over many years
  • Chronology: 1997 heater overhaul → 2000/2001 heater AD/applicability entries → 2004 ignition unit in heater → 2015 heater removed for overhaul → 2020 heater duct holes repaired after inop squawk → 2023 rear heater fuel pump replaced
  • Pattern: overhaul → AD/applicability review → component replacement → troubleshooting/duct repair → fuel-pump replacement
  • Interpretation: Not unusual for an older Janitrol-equipped twin, but definitely a recurring budget/safety item

Frequently Maintained Components:

• Brakes/tires/wheel bearings: serviced repeatedly throughout the record vs typical wear-item expectations
• Landing gear rigging/hardware/uplock components: more frequent than average single-engine aircraft, but not abnormal for an aging Baron
• Fuel indication system: more frequent than desirable
• Heater system: frequent enough to merit specific prebuy attention

"Parts Throwing" Indicators:

• Fuel quantity system: Multiple different pieces addressed over time (PCB, transmitters, wiring, senders)
  • Concern level: Medium
  • Why: The system was not merely “cleaned and deferred”; it eventually got more complete corrective work, but it kept needing attention over many years
• Avionics/instrument work in 1994-1995: numerous instrument/HSI/flux-detector/heading-system entries
  • Concern level: Low
  • Why: Much of that period appears to be upgrade/reconfiguration work rather than undiagnosed shotgun troubleshooting

AD Compliance Validation

• Properly documented ADs:
  • AD 74-20-11
  • AD 90-08-14 (especially 1993, 1997, 1998, 2013, 2024)
  • AD 91-17-01
  • AD 98-04-24
  • AD 2000-18-02
  • AD 2003-01-01
  • AD 2007-08-08 part 4
  • AD 08-13-17
  • AD 13-16-01
  • AD 14-05-29
  • AD 16-16-12
• INCOMPLETE DOCUMENTATION (may not meet FAR 43 requirements):
  • Many historical entries that only say “C/W ADs,” “AD list current,” or list the AD number with no method/action
  • Recurrent Bendix switch AD entries often say only “ops check” or “C/W” without interval/paragraph detail
  • Several old AD list pages are effectively index pages, not compliant maintenance entries
  • Some AD numbers are malformed/possibly mistyped (e.g., 71-15-20, 97-15-20, 84-26-00, 64-26-02, 87-1506R1)
• Missing information that buyer should verify:
  • Original 337/supporting data for 1995 spar crack stop-drill/repair
  • Underlying work order/8130 for 2026 engine-mount repair
  • Full AD status sheet used at the latest annual
  • Whether older recurring ADs were tracked continuously or only referenced at annuals
• Risk assessment: Documentation quality is mixed — recent spar AD documentation is good, but the legacy AD trail has enough shorthand and ambiguous entries to warrant a line-by-line prebuy verification

Intangible Concerns & Risk Factors

• Maintenance style: Improved materially over time; 2013-forward records are much more detailed and confidence-inspiring than many earlier entries
• Shop changes: Many over 50 years, but there is decent continuity within eras (Cape Fear → AMS Columbia → Sarvis → Home Safe)
• Low utilization: Historic long gaps create the usual piston-twin risks of corrosion, sticky valves, dried seals, and stale squawks surfacing after return to service
• Recurrent items: Gear system, brakes, heater, and fuel indication should be assumed continuing ownership budget items
• Paperwork quality: Good recent mechanical detail; only fair overall due to older shorthand, typos, duplicate pages, and weak AD wording
• AD compliance quality: Mixed to below ideal historically; some entries look professional and specific, while others are close to “pencil-whipped” by modern documentation standards

Bottom Line

Life story: This is a long-record Baron 58 that was modernized heavily, got rebuilt Continental engines in 2013, a major Garmin/GFC600 panel in 2019, and still shows active recent maintenance through early 2026. The logs also show real prior structural/corrosion events — spar cracking historically monitored under AD 90-08-14, cabin door repair, 2021 aft-cabin corrosion repair, and 2026 engine-mount repair — but most of those concerns do appear to have documented corrective action and later follow-up rather than being simply ignored.

Type-specific recommendations before purchase (minimum): Beech-specialist prebuy with spar carry-through review and NDI history verification; direct inspection of 2021 aft cabin corrosion repair and surrounding structure; direct inspection of 2026 engine-mount repair and supporting 8130/work order; full landing-gear rigging/actuator/gearbox evaluation; borescope both engines with special attention to recent valve/rotocoil work; verify current ice-system configuration/placards; audit all ADs/337s/STCs against original logbooks and FAA file.

BOTTOM LINE: This airplane is not a “walk away” candidate, but it is also not a casual “logs look good” purchase. The combination of strong modern upgrades and generally solid recent maintenance is attractive, but the buyer should proceed only with a very thorough Beech-savvy prebuy focused on spar history, corrosion repairs, landing gear, engine-mount paperwork, and legacy AD documentation.