Beechcraft Duke

Development of the Beechcraft 60 began in early 1965, which was designed to fill the gap between the Beechcraft Baron and the Beechcraft Queen Air. On December 29, 1966, the prototype made its first flight. On February 1, 1968, the FAA issued the type certificate.Taylor 1976, p.216.{{cite web |url=https://drs.faa.gov/browse/excelExternalWindow/093C01A164BEF1B2862581EF005D55A6.0001 |title=Type Certificate Data Sheet No. A12CE, Rev 27 |date=November 27, 2017 |website=faa.gov |publisher=Federal Aviation Administration |accessdate=August 24, 2024 }} Distribution to customers began in July 1968. The passenger cabin is fitted with club seating and entry is by means of a port-side airstair entry door in the rear fuselage.Simpson, 2001, p. 85

The Beechcraft A60, which came onto the market in 1970, represented an advancement over the Baron, with an improved pressurized cabin utilizing advanced bonded honeycomb construction, lighter and more efficient turbochargers, and improved elevators. The last variant, the B60, was introduced in 1974. The interior arrangement was renewed and the engine efficiency again increased by improved turbochargers.{{cite journal |last1=Olcott |first1=John W. |last2=Wilkinson |first2=Stephan |date=January 1974 |title=Musclebird: the Duke B60 |url=https://books.google.com/books?id=k_9C2kEduw8C&pg=PA62|journal=Flying |location=New York, New York |publisher=Ziff-Davis |accessdate=October 15, 2014 }} The Beechcraft 60 was, despite its very good performance, only a moderate seller, principally because the complicated technology demanded a high expenditure on maintenance. Production was stopped in 1983.

Most of the Duke B-60s still flying have retained their original equipment. Electro-mechanical systems, which were highly advanced when the aircraft was introduced, were superseded in other aircraft with simpler I/C controlled mechanical parts. The aircraft design uses turbocharged Lycoming TIO541-B4 engines that develop {{convert|380|hp|kW|abbr=off}} each. Other systems, parts, and FAA-certified technicians are increasingly difficult to locate. Normally, pilots figure {{convert|45|USgal/h|L/h}}, plus another {{convert|40|USgal|L|abbr=on}} for each takeoff and climb as typical fuel consumption for cross-country planning. Owners compare the Beechcraft B60 to classic sports cars—noting that they do not fly Dukes to economize.{{cite web|url=http://www.beechcraft-duke.net/costs.html|title=The costs of pleasure|work=beechcraft-duke.net|accessdate=December 30, 2016}}

File:BeechcraftDukeRocket.jpg

Some Dukes have been modified by Rocket Engineering of Spokane, Washington, replacing the Lycoming piston engines with Pratt & Whitney Canada PT6A-21 or -35 turboprops. Called the Royal Turbine Duke conversion,{{cite web|url=http://royalturbine.com|title=Royal Turbine|author = Rocket Engineering|author-link = Rocket Engineering| work=royalturbine.com|accessdate=December 30, 2016}} the modification increases fuel capacity by {{convert|28|USgal|L|abbr=on}} and the maximum useful load by {{convert|400|lb|kg|abbr=on}}. The take-off length required is shortened by over {{convert|1,500|ft|m|abbr=on}} to only {{convert|1,000|ft|m|abbr=on}} and the landing distance is reduced by over {{convert|2,000|ft|m|abbr=on}} to only {{convert|900|ft|m|abbr=on}}. The maximum rate of climb is increased from {{convert|1600|to|4000|ft/min|m/min|-2|abbr=on}}, reducing the time to climb to {{convert|25,000|ft|m|abbr=on}} from 25 to 9 minutes. The cruise speed is increased to {{convert|290|kn|km/h}} at {{convert|29,000|ft|m|abbr=on}}. The modification does have some disadvantages as it increases fuel burn from {{convert|56|to|66|USgal/h|L/h|abbr=on}} and lowers the certified ceiling from {{convert|30000|to|28000|ft|m|abbr=on}}.{{cite web|url = http://www.royalturbine.com/content/performance|title = Performance|accessdate = September 14, 2010|last = Royal Turbine|year = 2010|url-status = dead|archiveurl = https://web.archive.org/web/20110501234446/http://www.royalturbine.com/content/performance|archivedate = May 1, 2011|df = mdy-all}}{{cite web|url = http://www.royalturbine.com/content/comparison|title = Comparison|accessdate = September 14, 2010|last = Royal Turbine|year = 2010|url-status = dead|archiveurl = https://web.archive.org/web/20101114152020/http://www.royalturbine.com/content/comparison|archivedate = November 14, 2010|df = mdy-all}} The supplemental type certificate was issued on May 12, 2006.{{cite web |url=https://drs.faa.gov/browse/excelExternalWindow/3EDAF2D74971798986257512007FE844.0001?modalOpened=true |title=Supplemental Type Certificate Number SA01672SE: Installation of two Pratt & Whitney PT6A-21 or two Pratt & Whitney PT6A-35 engines, two Hartzell HC-E4N-3N/D8292B-2 propellers and associated hardware in accordance with Rocket Engineering Master Drawing List 600.00.000, Rev H, dated March 31, 2007, or later FAA-approved revision |date=November 20, 2008 |website=faa.gov |publisher=Federal Aviation Administration |accessdate=August 24, 2024 }}

File:Beech A60 DukeN7620D Corona CA 16.10.86 edited-2.jpg

The Duke was purchased by corporate and private pilot owners. Most were registered in the United States but examples were exported to many countries including Argentina, Australia, Brazil, Canada, Croatia, Finland, France, Germany, Honduras, Iceland, Serbia, Slovenia, Sweden, Switzerland, South Africa and the United Kingdom. One Duke was flown by the Jamaica Defense Force. Many remain in service in the early twenty-first century.

In reviewing the aircraft in 2008, Rick Durden of AVweb stated,{{cite news|url = http://www.avweb.com/news/pilotlounge/pilots_lounge_126_less_than_great_planes_197830-1.html|title = The Pilot's Lounge #126: The Less-Than-Great Planes|accessdate = October 16, 2014|last = Durden|first = Rick|date = May 19, 2008| work = AVweb}} {{quote|Built to the quality standards of a King Air, the six-place Duke sported {{convert|380|hp|kW|abbr=on|disp=sqbr}}, Lycoming TIO-541 engines – rare beasts, those – which means when both come due for overhaul, the choice is the overhaul or buying a small house in the Midwest. The assertive lines of the airframe made for a startlingly attractive airplane, but led to high costs of manufacture and, surprising to the casual onlooker, horrendous drag. There are those who claim that the Duke was purposefully designed to be about {{convert|30|kn|km/h|round=5|disp=sqbr}} slower than it could easily have been on the available power simply because otherwise it would have been faster than the flagship of the Beech line, the King Air. The roughly {{convert|230|kn|km/h|adj=on|disp=sqbr}} maximum cruise speed is only marginally less than that of a King Air 90 and about the same as a Cessna 421, which carries more on slightly less horsepower. While the Duke shares the delightful handling of the Beech line, should pilots have the joy of single-engine operation, they will be up against the highest rudder-force of any piston twin – {{convert|150|lbf|N|abbr=off|disp=sqbr}} at V_mc – which happens to be the maximum the FAA allows. Owners report buying a Duke partially because of its looks, but selling it because of the cost of keeping it running. They describe King Air maintenance costs in a piston-twin airframe and recognize that the value of the airplane is entirely dependent on the engines. A gear-up landing means an engine teardown and propeller replacement, along with some sheet metal work. The cost is so high in relation to the value of the airframe that, in many cases, the insurance company will consider the airplane a total loss.}}

Simpson, 2005, p. 50

• Beechcraft 60 : 125
• Beechcraft A60 : 121
• Beechcraft B60: 350

; {{ANG}}Pelletier 1995, p. 141

; {{JAM}}: Jamaica Defence ForceWheeler Flight International August 4, 1979, p. 362.

File:Beechcraft 60 Duke 3-view line drawing.png

{{Aircraft specs

|ref=Janes's All The World's Aircraft 1976–77 Taylor 1976, pp.216–217.

|prime units?=kts

|genhide=

|crew=1

|capacity=5 passengers

|length m=

|length ft=33

|length in=10

|span m=

|span ft=39

|span in=3+1/3

|height m=

|height ft=12

|height in=4

|wing area sqm=

|wing area sqft=212.9

|airfoil=NACA 23016.5 at root, NACA 2310.5 at tip

|aspect ratio=7.243:1

|empty weight kg=

|empty weight lb=4275

|gross weight kg=

|max takeoff weight lb=6775

|fuel capacity={{convert|142|USgal|impgal L|abbr=on}} usable (normal), {{convert|232|USgal|impgal L|abbr=on}} with additional optional tanks

|eng1 number=2

|eng1 name=Lycoming TIO-541-E1C4

|eng1 type=turbocharged six-cylinder, horizontally opposed direct drive engines

|eng1 kw=

|eng1 hp=380

|prop blade number=3

|prop name=Hartzell constant speed

|prop dia m=

|prop dia ft=

|prop dia in=

|perfhide=

|max speed kmh=

|max speed mph=

|max speed kts=248

|max speed note=at {{convert|23000|ft|m|abbr=on}}

|cruise speed kmh=

|cruise speed mph=

|cruise speed kts=178

|cruise speed note=at {{convert|20000|ft|m|abbr=on}}, 45% power

|stall speed kts=73

|stall speed note=(IAS), wheels and flaps down, power off

|never exceed speed kts=235

|never exceed speed note=IAS

|range km=

|range miles=

|range nmi=1227

|range note=at {{convert|20000|ft|m|abbr=on}}, 45% power, 45 min reserves, max optional fuel

|ceiling m=

|ceiling ft=30000

|climb rate ms=

|climb rate ftmin=1601

|more performance=*Takeoff distance to 50 ft (15m): {{convert|2626|ft|m|abbr=on}}

• Landing distance from 50 ft (15m): {{convert|3065|ft|m|abbr=on}}

|avionics=

}}

{{aircontent

|related=

• Beechcraft Baron
• Beechcraft Queen Air
• Beechcraft T-34 Mentor
• Beechcraft Twin Bonanza

|similar aircraft=

|lists=

|see also=

}}

{{Reflist}}

• Donald, David (editor). The Encyclopedia of World Aircraft. Leicesrer, UK:Blitz Editions, 1997. {{ISBN|1-85605-375-X}}.
• Pelletier, A. J. Beech Aircraft and their Predecessors. Annapolis, Maryland, USA: Naval Institute Press, 1995. {{ISBN|1-55750-062-2}}.
• {{cite magazine|last=Prins|first=François|title=Brisbane's Heritage|magazine=Air Enthusiast|date=Winter 1993|issue=52|pages=26–27 |issn=0143-5450}}
• Simpson, Rod. Airlife's World Aircraft. Airlife Publishing Ltd, Shrewsbury, England, 2001. {{ISBN|1-84037-115-3}}.
• Simpson, Rod. The General Aviation Handbook. Midland Publishing, Hinckley, England, 2005. {{ISBN|978-1-85780-222-1}}.
• Taylor, John W. R. Jane's All The World's Aircraft 1976–77. London:Jane's Yearbooks, 1976. {{ISBN|0-354-00538-3}}.
• Wheeler, Barry C. [http://www.flightglobal.com/pdfarchive/view/1979/1979%20-%202847.html "World's Air Forces 1979"]. Flight International, August 4, 1979. Vol. 116, No. 3672. pp. 333–386.

{{commons category-inline|Beechcraft Duke}}

{{Beechcraft}}

Duke

Category:1960s United States civil utility aircraft

Category:Low-wing aircraft

Category:Aircraft first flown in 1966

Category:Twin piston-engined tractor aircraft

Category:Aircraft with retractable tricycle landing gear