I got a devastating call Friday, the 25th, telling me about the tragic
accident of the Beech Duke, powered by EngineAir power plants.  Adding to
the devastation is the fact that I was working on my LNC4 to install an
EngineAir power plant.  I called Doug Pohl and he shared with me as much
information as he had.  Among other things, he said that one of the props
was feathered - a possible clue that the engine had failed and a cause for
the accident.

I urge people to use restraint before conjecturing their opinions before the
facts are available.  I strongly believe the EngineAir power plant still can
be an engine that is ideally suited to the IV-P.  It sits completely within
the engine cowling, has 440 horsepower, only weighs slightly more than a
550, burns EPA approved 91 octane gas and appears to  have a TBO which will
far exceed a TSIO 550, among other things.  I know first-hand that the
people at EngineAir are 100% dedicated and have incorporated solutions to
problems which could easily be considered works of genius.

I think I understand Rick Schrameck's point of view if he received an early
prototype engine.  However, he may not have realized that by doing so, he
would encounter seemingly endless problems as a result.  I am a mechanical
designer/inventor by profession and I know from years of experience that the
problems are seemingly endless, especially with state-of-the-art designs.
It takes extreme patience, smarts and persistance to see light at the end of
the tunnel.  I think EngineAir is most of the way through the tunnel.  I
hope that this tragic accident, along with some peoples' negativity, does
not destroy what has the potential to be a significant stride forward for
experimental aviation and, I might add, Lancair!

Scott Turner