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1983-1984. The final Model 58TC built was serial number TK-151 that was the only 58TC to have the new, dual- control installation and new instrument panel design that also was used in the Model 58 and 58P. When the last 58TC rolled off the assembly line, base price had risen to $284,500 compared to $170,750 for the first production 58TC.
In an attempt to keep pace with competition from Cessna’s twin-engine, pressurized Model 421 (introduced in 1968) and later the Model 421B Golden Eagle that was unveiled in 1973, as well as other competitors, Beech Aircraft officials believed it was necessary to offer customers a pressurized version of the Model 58TC. It should be noted here that Piper built and flew a PA-41P pressurized Aztec in 1974, but the engineering proof-of- concept airplane (serial number 41P-1, registered N9941P) was not developed. The PA-41P was powered by two Lycoming TIO-540 engines each rated at 270 horsepower. After flight tests were terminated, the airplane eventually was donated to the Mississippi State University.5
Within the hallowed halls of “Mahogany Row,” discussion about whether to move forward with the Model 58P was not without its share of internal controversy. The chief point of contention between marketing and engineering executives centered on the Model 60 “Duke” that, as of the early 1970s, was selling reasonably well.
The six-place, dramatically-styled Duke was aimed directly at Cessna’s highly successful Golden Eagle, but because of the Duke’s sleek fuselage design, its cabin was smaller and less comfortable that that of the Model 421B. A few people, including Larry A. Ball, opposed developing the Model 58P because he believed the Duke already filled the 58P’s proposed market niche.6
Many years later, Ball explained the situation this way: “Basically, my main argument was we already had a pressurized Baron, only it was called the Beechcraft Duke. I argued that we already had essentially what they were after.” Despite his “reasoned” presentation to all concerned, he lost the battle. The Baron 58P proposal was approved. Ball later commented that “when marketing has made up their mind and engineering is willing to tell them what they want to hear, manufacturing will usually lose the argument.”
An engineering prototype of the Model 58P first flew on August 16, 1973. After the flight test program was complete, the FAA granted certification on May 21, 1974. The 58P was powered by two Continental TSIO- 520-L engines each rated at 310 horsepower. Bleed air from the turbosuperchargers was routed to the cabin and provided a maximum differential of 3.6 pounds per square inch (psid). At maximum differential, the system kept the cabin altitude at sea level up to a flying altitude
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