Dear Group,

I just returned from the Beech Duke Flying Association convention in Sault
St. Marie where the newest EngineAir V-8 project was unveiled - a Duke
powered by two EngineAir V8's, each making in excess of 500 horsepower.  As
you may or may not know, the Duke is a beautiful executive class twin engine
aircraft that has been plaqued by underpowered and unreliable Lycoming
powerplants that have severely limited the mission of this aircraft, not to
mention the expense of maintaining such engines.  (It is my understanding
that the Duke group are contemplating a class action lawsuit against
Lycoming because of the many problems.  Not surprisingly, a representative
of Lycoming was present at the convention.)  Ron Comeault, the head of DFA,
approached Engine Power Systems a year ago and asked if the company would be
willing to develop an application for the Duke.  Talks ensued with the FAA
to determine how such an application would be allowed to fly under current
rules.  The details of this FAA project will be revealed in the future.  The
Duke project was kept secret at Mr. Comeault's request and thousands of
hours of time (and hundreds of thousands of dollars) were spent developing
this newest application.  For those of us present at the convention, the
engineering that went into this installation just blew us all away.  The
engine was adapted to fit into the existing Duke cowling and work with a 24
volt aircraft system.  The standard EngineAir V8 features (dual computers
driving redundant electronic ignition and fuel injection systems, wastegate
control etc) were of course present in the engine.  One start of the engines
brought people right to the plane - instant start, smooth idle and QUIET.
Fly-bys performed by Mr. Comeault were impressive - fast and VERY quiet.  In
the cockpit, it was so quiet that you could talk to each other without
wearing headphones!  In terms of performance, the aircraft gets off the
ground substantially quicker than its certified brother, in less than 2000
feet with climb performance in the 2000 feet per minute range.  Speeds were
significantly better by at least 35-40 knots.  The plane is now capable of
flying at its redline at cruise power.  Obviously, performance is best
achieved during pressurization and at altitude with cruise speed of 250-270
knots burning 21 gallons per hour on each side.  The engine is 50 pounds
lighter than the Lycoming application, in part due to the use of a four
blade MT propeller.  Obviously, the use of an AeroComposites prop would
further lighten this figure.

My congratulations to Al Joniec, Stefan Scoppe and all the other individuals
who made this project happen.  This is Engine Power Systems' first step
toward the certified aircraft market and after eight years in business, with
many well performing engines hanging on Lancairs, it is clear that this is a
technology that has proven itself and whose time has come.

Doug Pohl
On behalf of Engine Power Systems, LLC
N488SD
Lancair IV-P