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aft side of the fuselage. A 32-cubic- foot baggage compartment was provided in the nose section and a second compartment offering 28 cubic feet of storage was located in the aft cabin.
To keep the cockpit and cabin at a comfortable temperature at high altitudes and on the ground in winter, a fuel-fed combustion heater rated at 45,000 BTU was standard along with an optional, electrically-driven vapor cycle air conditioning system rated at 14,000 BTU. A list of optional equipment included (but was not limited to) fifth and sixth seats, aft-facing third and fourth seats, writing desks; cabinetry to house refreshments, a toilet, urethane paint and electric deicing for the windshield.
To feed avgas to the Lycoming powerplants, the standard fuel system featured two interconnected cells in each wing that held a total of 142 gallons, and an optional system with four interconnected cells in each wing was available that increased capacity to 204 gallons. Many Duke operators opted for the extra fuel that increased range to 973 statute miles at an altitude of 25,000 feet while cruising at 271 mph (at a 75 percent power setting). Maximum cruising speed was 278 mph at 25,000 feet, service ceiling 30,800 feet, and maximum gross weight 6,775 pounds.
Following FAA certification in February 1968, the Duke was built at Beech Aircraft’s Wichita facility, but in June 1968 final assembly was relocated to the company’s facilities in Salina, Kansas. During the 1968 model year, only 15 airplanes were built as production began to ramp up to full capability. The next year 91 aircraft were built, followed by 16 in 1970. During the latter half of the 1970 model year, engineering implemented a series of improvements that resulted in the Model A60 replacing the original Duke on the production line.
Externally, the two airplanes were indistinguishable from each
DECEMBER 2017
KING AIR MAGAZINE • 25