Today’s Top Pick is a 2022 Epic E1000 GX.

A lot of pilots eagerly anticipated the Epic E1000’s arrival on the market, and I think most would agree it was worth the wait. The pressurized, six-seat turboprop  boasts a maximum cruising speed of 320-plus ktas, putting it in the running with the TBM 960 for the “fastest single” title and challenging a few jets as well.

The Epic’s performance, which includes short-field capability, gives you an impressive operating radius and more control over where you go and when you get there. The aircraft also has many big-airplane features, from an airstair entry door to stick-shaker and stick-pusher anti-stall systems. It has the feel of a personal airliner.

This 2022 Epic E1000 GX has 205 hours on the airframe and 190 hours on its 1,200 hp Pratt & Whitney PT6A-67A engine and five-blade Hartzell propeller.

The panel includes the Garmin G1000 NXi integrated flight deck, GFC 700 autopilot with flight director, coupled go-around, emergency descent protection, yaw damper, and  stall protection system with stick shaker and stick pusher. The aircraft is also equipped with synthetic vision, a GTS 825 traffic advisory system and XM Weather.

Pilots seeking the ultimate in a high-performance single with six seats and a pressurized cabin to keep family and business associates comfortable should consider this Epic E1000, which is available for $4,35 million on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: We Fly: Epic E1000
• FLYING Magazine: Epic E1000 GX Earns FIKI Certification
• FLYING Magazine: Avantto Orders 34 Epic E1000 GX Aircraft for Fractional Fleet in Latin America
• Plane & Pilot: EAA AirVenture Oshkosh 2019: Epic Fast Turboprop: Big Progress Toward Certification
• Plane & Pilot: FAA Approves Epic E1000 Turboprop
• The Aviation Consumer: Epic E1000: Big Power and Speed

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The approval clears the way for Epic to begin deliveries in the region, including those for a 34 aircraft order from Brazil-based charter and fractional operator Avantto. Epic announced that it had entered into a long-term partnership with Avantto, reportedly “one of the largest operators in the private aviation market in Latin America,” in August.

Deliveries are expected to take place over five years with the first two E1000 GX aircraft scheduled to arrive by the end of December. The aircraft will be joining the Avantto fleet as part of the company’s fractional program.

“Over the last four months, Epic Aircraft has worked closely with the Brazilian regulators to achieve ANAC certification of the E1000 GX,” said Epic Aircraft CEO Doug King. “This is a huge accomplishment in such a short time. We want to thank the FAA and ANAC for all their hard work. We are excited to launch our sales in Brazil and join Avantto in providing top-notch aviation solutions to the Latin American market.”

• READ MORE: We Fly: Epic Aircraft E1000 GX

The E1000 GX earned type certificate approval from the FAA in July 2021. Powered by the Pratt & Whitney Canada PT6A-67A engine, the model boasts a top cruise speed of 333 knots, 1,560 nm range, and full-fuel payload of 1,100 pounds. It comes equipped with a Garmin G1000 NXi avionics suite, Garmin GFC 700 automated flight control system, and a five-blade composite propeller from Hartzell.

Epic reported last week that the GX had received its flight into known icing (FIKI) certification from the FAA. According to the company, the FIKI modifications will be standard starting with the first aircraft delivered in 2024. Retrofit options will also be available for previously delivered certified aircraft, including the E1000 model.

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According to the company, the newly approved de-icing system includes an optical ice detector and de-ice boots on the wings, horizontal stabilizer leading edges, and engine inlet along with a bleed air heated windshield and electrically heated propeller, air data probes, and AOA sensors. The E1000 GX is expected to incorporate those design modifications beginning with the first aircraft delivered in 2024.

“This certification process is one of the most challenging,” said Epic Aircraft CEO Doug King. “We began testing several years ago, flying the E1000 GX in all of the FAA-specified natural icing conditions. This FAA certification establishes that the E1000 GX can withstand known icing conditions in a real-world operating environment with minimal changes required of the airplane.”

Epic reports that more than 450 flight hours went into testing the GX for the FIKI certification. Testing began using 3D printed artificial ice shapes, going on to include flights in in natural icing conditions along with test “in normal operation and ice protection system failure conditions in icing tunnels and with artificial ice shapes to simulate ice build up attached to the aircraft’s airfoils.” Epic says it tested 18 separate icing configurations in two icing wind tunnels, logging a total of 280 hours of icing wind tunnel testing.

King noted that retrofits for previously delivered certified aircraft, to include the E1000, will be available at the company’s factory service center in Bend, Oregon. His goal is to have the existing fleet upgraded by early 2025.

• READ MORE: We Fly: Epic Aircraft E1000 GX

The latest version of Epic’s E1000, the six-seat, all-composite E1000 GX received its FAA type certificate in July 2021. The GX offers a top cruise speed of 333 knots, full fuel payload of 1,100 pounds, and range of 1,560 nm. It is powered by the Pratt & Whitney Canada PT6A-67A engine and comes equipped with a three-screen Garmin G1000 NXi avionics suite, Garmin GFC 700 automated flight control system, and Hartzell five-blade composite propeller. 

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Just ask Epic CEO Doug King, who has led the company since 2010. According to King, the enhancements to the engine’s induction system—which improved performance in cruise and climb—were worth it.

It’s not because of any limitations, but instead that a certified aircraft is a completely different animal than one that’s crafted to a particular builder’s specs—and can use non-TSO components and take reasonable liberties with certain aspects of the final build, fit, and finish.

• READ MORE: We Fly: Epic Aircraft E1000 GX

At the base, though, is one tough airframe. Carbon fiber doesn’t corrode or fatigue in the same way as metal. Epic tested the fuselage and wings to twice the standards required by the FAA during certification, according to the company.

During our walkthrough of the factory, all of the investments added up. For example, many of the primary airframe components are now molded from pre-impregnated carbon fiber materials and oven-cured as opposed to being laid up under a vacuum-bagging process on site. Serial numbers 32 and 33 were coming together during our visit in late August on the final assembly positions. By early November, the customer for SN 32 was about to take delivery of their new Epic.

Mx for the GX

Progressive aircraft maintenance is managed through ATP Flightdocs, which includes a dashboard to help track when inspection and other items come due, and a digital logbook to enhance aircraft value retention. Service centers have continuous access to factory parts and support to help reduce any AOG (aircraft on ground) time. Those centers—eight at press time—are positioned across the U.S. and include Ft. Lauderdale Executive Airport (KFXE), Ft. Worth Meacham International Airport (KFTW), Henderson (KHND) and North LasVegas (KVGT) airports, and the factory’s home base in Bend, among others.

Epic Aircraft also knows that its speedy turboprop puts its pilots into the same class as light jets—so it has implemented the kind of safety management system you’d find at transport-category OEMs. Solutions to issues raised come from a joint cross-functional team and turn into action—whether that’s on the production floor, the service center, or in the training program.

Epic Training

Just as important as factory support to the success of a new aircraft is a competent pilot training program. According to Epic, each owner—regardless of whether they acquire the airplane new or used—is obligated under the sales contract to receive and pass the OEM’s training program.

The syllabus begins with remote learning courses, then moves to in-person lessons and time with the avionics kiosk to learn the integrated flight deck and flight management systems. The course then moves to the FlightSafety International Epic E1000 GX fixed-base flight training device (FTD), built by Frasca with its 220-degree wraparound TruVision visual system, located at the company’s headquarters in Bend. Finishing touches take place when the pilot flies with an Epic-trained mentor pilot in their airplane. The realistic FTD experience impressed me during my time going through emergency and abnormal procedures that would be hazardous to replicate in the airplane.

• READ MORE: Turboprops: A Return to Rosy Skies

The program—modeled on a piston-to-turbine type rating transition—covers 82 skills the new Epic pilot will apply to flying their airplane. Peter King, Epic’s flight training program manager, walked me through the highly flexible course. “We started the program with the understanding that our customer base was going to be very broad in terms of who is flying the airplane,” King said, “from pro pilots who are already used to structured, regimented, Part 142-style training to pilot-owners who would be migrating up from a variety of different experiences,” from light piston twins and Piper M-class turboprops to single-engine Diamond and Cirrus aircraft. “Our program is an end result. You’re going to go off and fly this plane with your family in weather, potentially, on missions that are going to range all over the place. So we actually hold a higher standard than you would typically see [for a] private, instrument-rating [course]. Pilots have to acquire a level of skills that we are colloquially calling turbine pilot skills.” Instructors at Epic look for the following: Does the pilot maintain situational awareness? Are they communicating and negotiating effectively with air traffic control? Are they fluent in the automation, not just able to push buttons in a given sequence?

I spent time with mentor pilot Chris Prusak, of PRP Aviation in Ocala, Florida, over the course of a long weekend as we captured the photos for this feature and the issue’s cover. Prusak fits the profile of what Epic looks for in its mentors: are tired lieutenant colonel in the U.S. Air Force, Prusak flew theF-15 Eagle before segueing to the Airbus A320 for JetBlue. “The Epic 1000 GX Mentoring Program is an excellent opportunity to reinforce the awesome lessons learned during a new owner’s initial qualification at Bend,” Prusak said. “More importantly, it forms a gateway to safely transition from operations below 25,000 feet and airspeeds less than 200 knots to where the aircraft is operating in environments where there is little margin for error when non-normal events occur—and the aircraft is exceeding 5 nm per minute over the ground.”

This article was originally published in the December 2022/January 2023 Issue 933 of FLYING.

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That’s even more important when the Epic E1000 GX you’re strapped into accelerates down the runway pulled by 1,200 jet-A-propelled horses and five blades cutting through the gummy Seattle air.

As we taxi out to the departure end of Runway 16 at the Renton Municipal Airport (KRNT), I check in with Epic Aircraft demo pilot Tony Paradis to assess if, by his countenance, he appears ready to engage his plan. I feel pretty good about mine, but it has been 15 years since I last flew an Epic—and that was an experimental LT version, crafted under the company’s factory-assist-build program in early 2007.

The Takeoff

We brief the Renton 3 Departure and the subsequent route to Bend Municipal Airport (KBDN) in Oregon, where Epic is based. There’s a heading we’re supposed to track—150 degrees—until 1,000 feet msl, then a left turn to 130 degrees for the remainder until given another heading on course or left to our own devices (literally). It seems to me like we’re going to blow through that first thousand feet quickly. I’m not wrong.

Lined up and ready—really ready—to go, I move the power lever forward and feel the incredible torque pulled by the Hartzell prop tractoring the 1,200 shaft horsepower (at takeoff power) Pratt & Whitney PT6A-67A engine. It takes a lot of right rudder to keep it on the centerline, which Paradis had briefed me on, but even being told to anticipate it, it still takes me a second to catch up. We lift off after using just over half the runway at nearly 1,000 pounds below the maximum takeoff weight of 8,000 pounds.

Indeed, we blow through 1,000 feet—after tucking up the gear and flaps—accelerating with a climb rate between 2,000 and 2,500 fpm. A power reduction to 89 percent torque and 90 gph fuel flow comes just a couple of minutes after departure when we’re already on our way through 5,000 feet msl, and with that—by necessity—the right rudder comes back out. The control authority granted by the large tail surface is crystal clear. Because we have folks in the back, we set the yaw damper on at this point as well—and the YD goes a long way to smoothing things out. The reduction keeps us below max continuous power, which is 1,000 shp and a prop speed of 1,700 rpm.

After continuing the climb between 2,900 and 3,500 fpm, we exit the Seattle Class B veil. I level off once we reach 27,000 feet, our filed altitude, and we enjoy a nice little tailwind—up to 32 knots—for most of the hour-long flight back to Bend. At FL 270, we clock about 325 ktas, burning about 58 gph at an average of ISA +17 Celsius. We originally showed a 45-minute flight, but opt to stop along the way to perform a few gentle maneuvers, to continue my introduction to the certified version of the E1000’s predecessor, the experimental category Epic LT that I first flew in 2006 and 2007. It’s a new model to be sure, somewhat tamed from the original—but still reverberatingly fast.

A. The Wedge annunciator panel tells us if we’re ready to go—and an angle of attack gauge keeps us advised of the lift we have left.

B. The standby ESI-500 electronic instrument comes from L3Harris, and it incorporates a solid-state backup battery.

C. The Garmin G1000 NXi comes with two pilot and copilot displays: the GDU 1050 PFDs measure 10 inches and the GDU 1250 center display comes in at 12 inches.

D. The yaw damper, automatic trim, and coupled go-around capabilities come with the addition of the Garmin GFC 700 autopilot integrated into the G1000NXi in the GX mode.

A Long-Term Project

The LT was the brainchild of Epic’s engineering team in the early 2000s, with previous company leadership at the helm during the initial phase. Epic’s factory-assist-build program for the LT rode the wave of that process’s increasing popularity at the time—but it was a long road to get from the experimental version to the one that would secure an FAA Part 23 type certificate.

Yes, from 20 feet away, the LT and the E1000 GX look very similar, but a comprehensive list of changes and evolutions had to take place in the airframe, avionics, and components before certification could be achieved—which came to be in November 2019. And there have been upgrades to the model since that first one—the E1000—won FLYING’s Innovation Award in 2020, as we reported in the August 2020 issue. The GX gained its type certification in July 2021, just nine months later, and includes Hartzell’s composite propeller and the Garmin GFC 700 automated flight control system—fully integrated with the G1000 NXi flight deck up front. It takes the place of the Genesys Aerosystems S-Tec IntelliFlight 2100 autopilot originally included in the avionics package.

According to pilots who have flown both the original E1000 and the GX, the addition of the five-blade prop went a long way towards reducing noise and vibration both inside and outside the airplane.

Airwork

Back in Bend, Paradis and I took another flight the next day to ensure we captured a climb all the way to the E1000 GX’s maximum altitude of 34,000 feet msl from Bend’s field elevation of 3,459 feet—which took roughly 18 minutes, according to FlightAware. It gave us the opportunity to put the E1000 through a more aggressive maneuvers profile as well. 

The engine start followed the checklist and buttons deftly organized in sequence on the left-hand subpanel, with the pilot managing the initialization procedures and finalizing their completion with a check of the Wedge annunciation panel on the upper left-hand corner of the flight deck before takeoff. Not only does the Wedge include the departure checklist annunciation system, it also presents the angle of attack indicator right in the pilot’s field of view.

We departed on Runway 34 at KBDN to the northwest, and after a chicane to keep us clear of Redmond’s airspace to the north, we were cleared to climb to FL 340 almost without interruption. A straight-line speed run demonstrated a top mark during our test of 0.53 Mach or 316 ktas at ISA +8 Celsius—the E1000 GX hits its sweet spot in speed around FL 260, but this still impressed me.

What climbs fast also descends like a freight train—since the flight levels weren’t ideal for maneuvers, we pushed N831VF into a steep descent, coursing down to 10,000 feet msl at upwards of 4,500 fpm at times. Time to kick off the enhanced stability protection on the G1000 and get rid of the “silent nudge” coaxing us back into straight and level. Our flight track then dipped into a series of steep turns, slow flight, and initial stall entries to help me understand the airplane’s handling and low-speed flight characteristics.

Roll response was sharp even as we came down through the top of the white arc at 130 kias—also best glide speed, reminding you this is a sleek airframe—with the AOA just tapping the top of the green range.

Return to Base

The GX has a maximum landing weight of 7,600 pounds—which means you need to burn off 400 pounds of fuel before returning if you take off at the MTOW of 8,000 pounds. The top end of the useful load is a stout 2,860 pounds, with a full-fuel load of 1,100 pounds.

You’re more likely to cube out the cabin with extra stuff, though it too leads the class at a width of 54.4 inches at its widest point behind the front two seats. The pitch distance between the rear club seats is a full 31.2 inches, giving a generous amount of legroom for those in the back.

An area of minor concern expressed by potential owners relates to the door—the closing of it is straightforward but a bit “fiddly,” and it lacks a side rail or other kind of assistance with which to leverage yourself up and inside. And the glass window set within the door—in an area that is likely the target of FOD from passengers stepping in without realizing the possible fragility of the photovoltaic dimming inset—may take a hit more readily, so it pays to treat it with care during use.

Operators we spoke to—who go by the philosophy to baby any powerplant—point out that a nice happy place lies snugly in the normal cruise settings, at an initial 83 percent torque down low, dropping off in the climb. This translates into about 311 ktas at FL 340, and an enviable balance between speed and economy—as low as 47 gph.

EPIC E1000 GX

Price (as tested): $4,190,000

Powerplant: Pratt & Whitney PT6A-67A, 1,200 shp

Propeller: Hartzell 5-blade composite, 105-in. diameter

Seats: 6 

Length: 35 ft. 10 in.

Height: 12 ft. 6 in.

Cabin Width: 4 ft. 7 in.

Wingspan: 43 ft.

Baggage Volume:18 cu. Ft.

Fuel Capacity: 264 gal. usable

Max Takeoff Weight: 8,000 lb.

Useful Load: 2,860 lb.

Full Fuel Payload: 1,100 lb.

Max Rate of Climb: 4,000 fpm

Normal Cruise Speed/Fuel Burn: 49gph at 315 ktas, FL 340

Range: 1,560 nm

Max Cruise Speed: 333 ktas

Stall Speed (ldg config): 68 kias

Takeoff Distance (over a 50-ft. obs.): 2,254 ft.

Landing Distance (over a 50-ft. obs.): 2,399 ft.

This article was originally published in the December 2022/January 2023 Issue 933 of FLYING.

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• READ MORE: The Great Smoky Mountains: A Fly-Over and Fly-In That Fills the Senses

Packing Up the Family: Cessna 206

Cessna targeted its Model 206 Stationair as a utility upgrade to the popular 182—and it flies similarly though it can carry a whole lot more. The 206 has been in production since 1962 (originally as a 205 that was basically a 210 with fixed gear), so there are a lot of versions out there flying—with evolutions over the years that move along with the state of the art in engines and avionics.

The average 206 has six seats (including the pilot) and the base model has been in and out of production since 1964. In 1998, it went back into production as the 206H, powered by a 310 hp Lycoming IO-540-AC1A. The model has a rear clamshell door that allows for the loading of a wide range of recreational equipment, ideal for outdoor adventures.

With a useful load around 1,400 pounds, a takeoff distance of about 2,000 feet, and a landing distance of less than 1,500 feet (over a 50-foot obstacle, at maximum gross weight), the 206 can carry a lot in and out of relatively short strips.

The 206’s service ceiling in turbocharged models runs to 26,000 feet msl, and it will cruise anywhere from 150 to 161 ktas.

A Truck-Full: Piper Cherokee Six

Another popular six-seater over the years is the Piper Cherokee Six. If you can find a good example, you’ll likely have to pry the control wheel from its owner’s hands—its solid performance as a reliable hauler is not just legend, but reality.

• READ MORE: Great Smokies: How To Get There

You’ll find two options to put into your home hangar based on the engine up front—the PA-32-260 with a 260 hp Lycoming O-540, and the PA-32-300 with the 300 hp fuel-injected Lycoming IO-540. The model has morphed into the Piper Saratoga. Between those options you still have the same large rear door in which to stuff your gear, people, and luggage—and the family pet. With a useful load of up to 1,600 pounds at maximum gross weight of 3,400 pounds, you run between 1,400 to 1,500 feet in takeoff distance, and about 1,000 feet on landing (over a 50-foot obstacle).

The Six ranges out to 700 nm with a 94-gallon capacity (somewhat less on older models), and at a typical 148 ktas cruise speed at 75 percent power, you have enough to come to the Southeast to play from a good distance away.

Speed & Efficiency: Epic E1000 GX

Not your parents’ six-seater, indeed: The E1000 GX from Epic Aircraft looks fast standing still—with the use of carbon fiber throughout its airframe, the single-engine turboprop plays the part well. And it delivers that speed (333 ktas or better) with astounding efficiency.

Once it’s cruising at altitude, the E1000’s Pratt & Whitney PT6A-67A sips as little as 40 gph and still hits up to 300 ktas. With 264 gallons of fuel on board, you can fly into the Smokies from far away, indeed.

With that speed and range flexibility, you also get significant useful load with the E1000 GX. It tops out at 2,860 pounds, with a full-fuel payload of 1,100 pounds. There’s room in the cabin too, with more than 31 inches of floor space lengthwise between the four club-configured seats in the rear.

You can get in and out of a lot of places with the E1000 GX as well. Its takeoff distance over a 50-foot obstacle is 2,254 feet, with a landing distance (also over the 50-foot obstacle) of 2,399 feet.

From that runway length, you can climb out at rates of up to 4,000 fpm to the Epic’s maximum altitude of 34,000 feet. With that kind of performance, it’s a truly flexible flyer.

This article was first published in the 2022 Southeast Adventure Guide of FLYING Magazine.

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