up the Dyna-Cam Engine Corp. along with son Dennis. Edward's son Dennis and daughter Pat then helped get the engine installed in a Piper Arrow airplane. The engine was flown for about 700 hours from 1987 through 1991. Their longest-life engine ran for nearly 4000 hours before overhaul. Dyna-Cam opened a research and development facility about 1993 and won many various awards from NASA, the United States Navy, the United States Marine Corps, California Energy Commission, Air Quality Management District, and Los Angeles Regional Technology Alliance for different variations of the same Dyna-Cam engine. About 40 prototype engines were built by the Herrmann Group and another 25 built by the Dyna-Cam Group since they acquired the engine and opened their shop. A new patent was granted to Dennis Palmer and Edward Palmer, first in 1985 and then several more around 2000 to Dennis Palmer. In 2003 the assets of the Dyna-Cam Engine Corporation were acquired by Aero-Marine Corporation, who changed their name to Axial Vector Engine Corporation. Axial Vector then totally re-designed the cam engine. Axial Vector's new engine, like many of the others on this list, suffers from the "put in everything" problem, including piezoelectric valves and ignition, ceramic cylinder liners with no piston rings, and a variety of other advanced features. It has little similarity to the original Herrmann and Dyna-Cam engines, since the Dyna-Cam engine used conventional valves, piston rings, accessories, had no unproven ceramic materials and actually flew in an aircraft and also powered a "Eliminator" ski boat for over four years. Covaxe United Kingdom company Covaxe Limited (known as FairDiesel Limited up until 2017) is designing two-stroke Diesel opposed piston barrel engines that use non-sinusoidal cams, for industrial applications and aviation use. Their engine designs range from a 2-cylinder, 80 mm bore to 32-cylinder, 160 mm bore. Duke Engines New Zealand company Duke Engines started in 1993 has created several different engines and installed one in a car in 1999. The engine runs a 5-cylinder, 3 litre, 4-stroke internal combustion engine platform with its unique axial arrangement, which is in its third generation. Due to a valveless design, Duke engine loses less energy between the power strokes. Current prototypes of Duke's engines claim to match characteristics of conventional internal combustion engines but with fewer parts and 30% lighter. This goes in the direction of developing a more efficient engine. During development the Duke has been