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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In the We Fly report, editor-in-chief Julie Boatman flies this advanced, 1,200 hp cruiser around the Pacific Northwest on an extended demo mission and then shepherds the cross-country machine down to the Florida Keys to do what it does best—travel in style—and capture great photos for the print edition’s Issue 933, December 2022/January 2023.

• READ MORE: An Epic Build

We take the fast turboprop through a standard flight, plus the high work—slow flight, stalls, and maneuvering—before making approaches back into Bend.

• READ MORE: We Fly: Epic Aircraft E1000 GX

• See all Epic E1000 GX For Sale at aircraftforsale.com

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The selections within the pool for buyers offer well-targeted capability and niche design—and the segment continues to attract new entrants from the original equipment manufacturers specializing in these mounts. Daher has led the way in 2022, with the introduction of two new models to its portfolio, the autoland-capable TBM 960 (successor to the 940) and the Kodiak 900, a serious reimagining of the backcountry hauler into a much faster baby. The 900 provides a different flavor of competition for the Cessna Grand Caravan EX—though the classic from Textron Aviation still comes in lower on price point, and you can’t put a 900 on floats—yet. Stay tuned.

Updates from Epic on the E1000 GX preserve speed while upgrading the useful load: You can pack in five adults, a show’s worth of bags, and full fuel—and stay under the maximum takeoff weight of 8,000 pounds. The Pilatus PC-12 NGX is sold out well into 2024, proving the endurance of that model’s attraction—and the M600/SLS Halo (also with autoland) and the M500 from Piper offer an easy step up from high-performance piston singles and twins.

On the multiengine side, Textron Aviation added the Cessna SkyCourier officially to its lineup in 2022, redefining the top end of its twin-turboprop product line. Deliveries to launch customer FedEx started earlier this year in the freighter version, while a passenger model seats up to 19 people. 

Turboprop sales suffered a bit from the onset of the COVID-19 pandemic, falling from 525 deliveries in 2019 to 443 in 2020, with a rebound to 527 in 2021. The year thus far portends a return to rosy skies for the segment: Through June 2022, GA turboprop manufacturers reported 247 shipments with projections for an even stronger second half of the year. That runs counter to many years, when fourth quarter sales soften. However, lease rates on aircraft also tend to become more favorable at year end, and may combine in 2022 with a bump in sales closings in December when the U.S. faces a potential loss of recent tax advantages on aircraft purchases—as long as rising interest rates don’t spoil the party.

According to Lou Seno, chairman emeritus of Jet Support Services, a provider of hourly cost maintenance programs for aircraft engines and airframes, this could have a real effect on the last quarter. “In 2023, we go back to the regular depreciation schedule,” says Seno, as the bonus depreciation schedules implemented for aircraft placed in service after September 27, 2017, and before January 1, 2023, are no longer available—unless there is an extension granted to the IRS code.

For those owner-pilots and businesses looking to add a capable turboprop like a Beechcraft King Air 360 as a capital investment this year, the timing may be just right—if they have an order in or can negotiate a place in line. Most manufacturers are taking positions well into next year—or the year after.

Single-Engine Turboprop

Multiengine Turboprop

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“SAF is a safe, proven, immediate solution that will help achieve our industry’s long-term commitment to net zero carbon emissions by 2050,” said Sheila Remes, Boeing vice president of environmental sustainability. 

In a statement, Boeing said the agreement is the largest announced SAF procurement by an airframe manufacturer, describing it as further demonstration of Boeing’s commitment to decarbonizing aviation.

“Boeing has been a pioneer in making sustainable aviation fuels a reality,” Remes continued. “Through this agreement, we will reduce our carbon footprint and have SAF available for customer deliveries as well as our own operations.”

Boeing has a goal of having its commercial airplane fleet capable and certified to fly on 100 percent SAF by 2030.

Sustainably produced jet fuel is made from several feedstocks, making it a renewable resource rather than a finite refined material. SAF is designed to reduce CO2 emissions by as much as 80 percent.

“Our focus on environmental stewardship and safety is well known in the industry,” said Kyle O’Leary, vice president and chief operating officer of Epic Fuels, an independent aviation fuel supplier with primary operations throughout the U.S. and Canada. 

• READ MORE: FAA Grants $1.4 Million to Build Sustainable Aviation Fuel Supply Chains

“Epic and Boeing have been partners for decades and we are honored to be a part of this procurement. Working together, we are making sustainability more attainable for our customers.”

The fuel is certified for commercial use and can be blended with traditional jet fuel. SAF is currently approved for a 50/50 blend with conventional jet fuel for commercial flights.

Epic Fuels will also continue to supply customized blends from 50/50 percent up to 100 percent SAF for the Boeing ecoDemonstrator program. The program accelerates innovation by taking developing and promising technologies out of the lab and testing them in the air to solve real-world challenges for airlines and passengers. 

DHL Also Makes a Big SAF Purchase

Boeing isn’t the only company to make a big SAF purchase this week, DHL Global Forwarding—an air and ocean freight division of Deutsche Post DHL Group—has signed a three-year agreement with Air France KLM Martinair Cargo for the purchase of 33 million liters of SAF.

DHL calls the deal one of the “most significant” purchases of SAF in freight forwarding. The company has a goal to reduce all logistics-related emissions to zero by 2050.

The company believes that blending this amount of SAF with conventional aviation fuel over the next three years will reduce carbon emissions by 80,000 tons.

In a media release, Tim Scharwath, CEO of DHL Global Forwarding, Freight, said, “We have set ourselves ambitious goals on our journey towards zero emissions. Sustainable fuels are a fundamental part of our efforts. That is why we have committed to covering at least 30 percent of airfreight and ocean freight fuel requirements with sustainable fuels by 2030.”

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FIRESIDE CHAT TOPIC: How Epic Aircraft CEO Doug King focuses his company’s culture on their passion for aviation.

DETAILS: FLYING’s Thom Patterson talks with CEO Doug King about Epic Aircraft’s original E1000 single-engine turboprop, which won FLYING’s 2020 Innovation Award. King opens up about how he makes flying the new E1000 GX a part of his everyday life.

SPEAKER: King is CEO of Epic Aircraft.

BIO: Prior to joining Epic Aircraft, Doug King owned several highly successful transaction processing and computer services businesses in Southern California. He was instrumental in revitalizing the operations of Syncro Aircraft in Van Nuys, California, a premier business jet refurbishment center on the west coast that specializes in Gulfstream, Learjet, Hawker, Boeing and Dassault Falcon aircraft. Initially involved with Epic Aircraft as an LT aircraft owner, King organized a group of dedicated customers to purchase Epic out of bankruptcy, establishing himself as managing partner. In 2012, King assumed the role of CEO, guiding the company’s certification efforts and successfully certifying Epic E1000 industry-leading carbon fiber aircraft in November 2019, and the E1000 GX in July 2021.

KEY QUOTES FROM KING:

“[The Epic E1000 GX is] an amazing plane. I just went up to Coeur d’Alene. It’s about 280 nm—a pretty short flight. But the thing climbs so great. I went ahead and went all the way up to flight level 330 [33,000 feet] on the way up and 340 [34,000 feet] on the way back, sipping fuel at less than 50 gallons an hour and going over 300 knots [345 mph]. It’s just one of the most efficient machines. It’s a joy to fly. So smooth and quiet. It’s really fantastic.”

“This summer after Oshkosh, I jumped in one of the airplanes and flew around the world. So I had a great trip, bringing some interesting pilots along with me at various stages. … It was a chance to show off the airplane and go all the way across Russia, and back through Alaska, and down back to Bend, Oregon. So it was a complete lap and I really had a great time—48 flights, 10 countries.”

“I’ve made flying part of my business. Whether I was working in software in computers, or doing something in the aviation business, flying airplanes—GA—has always been a part of it. I still own a Cessna 182 that I let the employees here fly. We have a little flying club and our engineers and technicians love to fly. Epic is all about the passion of aviation and the people in it are super passionate. It’s a fun place.”

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On the heels of the certification of Epic Aircraft’s E1000 GX, the Bend, Oregon-based company announced that it is expanding its service center network, adding Broadie’s Aircraft—an FAA Part 145 repair station—as a partner to provide maintenance services for the single engine turboprop. Based at Fort Worth Meacham International Airport (KFTW), a Class D airport in the Fort Worth, Texas metropolitan area, Broadie’s Aircraft was founded in 1946 and has been in continuous operation longer than any other maintenance facility in Fort Worth.

“As Broadie’s Aircraft celebrates its 75th anniversary, we are extremely pleased to be aligned with Epic Aircraft as their authorized service center,” said Broadie’s Aircraft’s general manager, Kurt Cessac. Broadie’s will provide inspection, maintenance and repair services for Epic’s full fleet of airplanes: the E1000, E1000 GX and the experimental Epic LT.

“We’ve known the team at Broadie’s Aircraft for quite a few years and their reputation for putting the customer first is well deserved,” said Doug King, Epic Aircraft’s CEO. “Their highly skilled and experienced staff, combined with their reputation for integrity and excellence, make them an ideal partner to support our customers.”

In addition to the Fort Worth service center, Epic Aircraft has partnered with Lone Mountain Aviation in Las Vegas, Nevada, and Premier Aircraft in Fort Lauderdale, Florida, for maintenance services. Epic is in the process of signing up additional facilities to provide a nationwide network of dedicated service centers for its customers.

Epic achieved initial FAA certification for its E1000 in November of 2018. The turboprop boasts cruise speeds of 333 knots, a service ceiling of 34,000 feet and climb capabilities up to 4,000 fpm. The recently certified GX version features the Garmin GFC 700 integrated autopilot and Hartzell’s 5-blade composite propeller.

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An elite collection of aircraft and products have earned our highest level of commendation, the Flying Innovation Award, chosen for the Editors’ Choice Awards by our team—and debuting in the March 2020 issue of Flying. Last year at EAA AirVenture in Oshkosh, Wisconsin, we announced that Gulfstream’s G500 business jet secured the 2019 Flying Innovation Award, not just for the aircraft itself—which exemplifies style and performance—but also for the layers of innovation within Gulfstream’s development program, setting the bar high for aerospace manufacturers.

For 2019, we applied the same criteria to the host of aircraft, products and enterprises around our industry: an innovation had to be certified, if applicable, and available as of the year’s end. We’ll make the announcement at AirVenture 2020. Let us know what you think should win, and long may the innovative spirit continue to grow general aviation.

Epic E1000

It has been a long journey to certification for Epic Aircraft—a tale that started more than 20 years ago. The Epic LT launched in 2004 with plans by the former company owners to bring that experimental turboprop to the market while, at the same time, pursing certification for a future version. The story turned into good news under the leadership of LT owner and entrepreneur Doug King. He took on the role of CEO—backed by different owners and then a Russian company—and set out to fulfill the challenge of turning a kit-built aircraft into a Part 23-compliant mount.

In 2019, after seven years of pursuit, the FAA signed off the E1000 following its last test-flight hour in the fall, with type certification granted on November 6. Propelled by a Pratt & Whitney PT6A-67A producing 1,200 hp, and flying at a top cruise speed of 333 knots, the E1000 is now poised to make challenges of its own, in the hot single-engine-turboprop market.

Texas Aircraft Colt LSA

If ever there were an airplane tough enough to carry on the banner of a solid future-pilot training machine, surely, it’s the Texas Aircraft Colt. Think of this light-sport, metal and composite aircraft as a Cessna 150 on steroids, an airplane that solved many of the concerns expressed by pilots and instructors over the years.

Climbing into the Colt is a snap, thanks to doors designed to hinge open 180 degrees because of wing struts built to fit behind the doors rather than in front. Once inside, the Colt offers enough room for even large people to move arms and feet freely. The Colt was designed with a welded chromoly passenger safety cell and a glass-panel Dynon EFIS system powerful enough to drive high-resolution graphic displays and a truly useful autopilot. The Colt also offers an optional ballistic parachute.

Student pilots on a solo will love the 31.7-gallon fuel tank that delivers nearly six hours of flying while miserly gulping just 5 gph. Dramatically highlighting the results of modern aerodynamic design, the 1,320-pound Colt, powered by a 100 hp Rotax engine, delivers a sprightly climb rate.

uAvionix tailBeacon

If you want to know the truth, we considered the uAvionix skyBeacon for recognition this past year, but our admiration for the ADS-B Out device—and its new brother, the tailBeacon—solidified in 2019 as a rush of owners installed the units in order to meet the final ADS-B compliance date of January 1, 2020.

The avionics take an elegant approach to a problem that plagued many aircraft owners: how to comply with the requirement without spending a lot of money and adding another box to their instrument panel. First, uAvionix debuted the skyBeacon, a self-contained replacement for the airplane’s left-wing navigation light that a reasonably handy owner could swap out on their own—only a maintenance technician with inspection authority needed to sign off on the work. Then, in summer 2019, the company launched the tailBeacon, which had the same concept of just replacing the nav light on the empennage of the airplane.

In talking with owners, though there have been hiccups unique to various airplanes, the certification covers such a broad range of needs at a reasonable price point—making it a friend, indeed, for pilots needing to keep flying in ADS-B-required airspace.

Tecnam P2012 Traveller

In the very last week of 2018, Tecnam gained European Union Aviation Safety Association certification of its 11-seat P2012 Traveller, a piston-powered twin aimed directly at the commuter-aircraft market. On paper, perhaps that doesn’t sound like a slam-dunk, but the Traveller proved in 2019 that it fills a niche few aircraft can.

In October, the mighty mini airliner made a transatlantic trip to gain FAA certification, with a delivery to its first and—at least for now—most important customer, Cape Air. Yes, the regional airline famous for its flights to Martha’s Vineyard and Nantucket, Massachusetts, but with bases around the US, it worked hand in hand with Tecnam on the airplane’s development. And they didn’t just have their own specs in mind, though the airplane’s easy baggage loading and passenger-centric entry/exit door sure make the case for it. They, along with the manufacturer, also envisioned a green future for the airplane, placing it firmly within the airline’s own road map for alternative fuels and efficiency of consumption.

Powered by two Lycoming TEO540C1A engines actuated by full authority digital engine control, and with Garmin G1000 NXi avionics in the cockpit, the airplane’s operating costs are projected to run at $391 to $405 per hour. With the ability to complete a 500-nm trip at 155 knots at 10,000 feet, there’s a lot of application for the P2012 Traveller we’re just beginning to see.

Sporty’s PJ2

While glass cockpits abound these days, hardly anyone thinks much about a communications failure anymore, but it still happens. That’s why plenty of pilots carry a backup two-way radio in their flight bag. However, the problem with most of them is, when they’re needed, trying to communicate with a small handheld radio demands that the pilot needs to pull off their headset to talk, and that means picking up a serious amount of background noise.

Late in 2019, Sporty’s unveiled a solution to the cockpit-noise problems inherent in handheld radios. Called the PJ2, Sporty’s backup doesn’t require removing a headset, only unplugging it from one location and plugging it into the jacks conveniently located on top of the handheld PJ2. The result is a transmitter able that takes advantage of the noise-canceling microphone on a good headset.

The PJ2 includes 20 scannable memory channels, a last-frequency button, an oversize backlit screen, and even a quick access button to listen to National Oceanic and Atmospheric Administration broadcasts. Press and hold the number “2” key for three seconds, and the PJ2 automatically switches to 121.5. Sporty’s PJ2 runs on six AA batteries but includes a USB-C plug for backup power.

The post Flying’s Editors’ Choice Awards Celebrate 2019’s Success appeared first on FLYING Magazine.

New turboprop aircraft are one of the most exciting market segments for 2020 and beyond, with plenty of innovation being delivered in current and future models. While the General Aviation Manufacturers Association reported 525 turboprop shipments in 2019—down from the 601 turboprop units delivered in 2018—new models and upgrades to existing models point to continued interest from buyers.

It is easy to see why many owner-pilots are drawn to this category of airplanes. The proven dispatch rate of modern turboprop engines delivers exceptional dependability while producing plenty of power to carry sizable loads over long distances. This collection of airplanes can be a smart choice when an owner-pilot needs a personal airplane that carries several family members or friends, or when a business needs to move executives on medium-range trips without the high cost of operating a business jet.

Let’s take a look at a few of the most exciting turboprops either on the market now or coming soon.

The single-engine-turboprop market is one of the most competitive spaces in all of aviation, with new, clean-sheet designs chasing existing legacy models for the buyer’s order. In a segment that offers everything from exceptional cargo haulers to sleek “very fast” designs, as with all airplane purchases, it all comes down to the desired mission.

For complete versatility, look no further than the Pilatus PC-12 series, the highly capable airplane that redefined the single-engine-turboprop space when the company launched this successful model in 1991 and delivered more than 1,700 PC-12s. During the week, the PC-12 can serve as a well-appointed luxury business airplane that will economically carry executives to close their next deal before hauling anglers or hunters and a tremendous amount of their gear to a backcountry lodge on the weekend, landing on an unimproved grass, dirt or gravel strip with ease.

Pilatus’ latest version, the PC-12 NGXi, offers interiors from BMW Designworks plus advances to the flight deck such as their advanced cockpit environment for ultimate control and increased situational awareness, an emergency descent mode, and an optional autothrottle system that, according to Pilatus, has been ordered on 95 percent of NGX models delivered. With more speed and range than previous PC-12 models, the NGX raises the bar even higher to make this a top-of-the-list choice for just about anything you can throw at it.

It’s apparent that Textron Aviation engineers had the PC-12 buyer in mind when they began with a clean sheet and designed the Cessna Denali. This new single-engine- turboprop model is designed to perform generally close to the PC-12 NGX and features a similar large rear cargo door, the latest flight-deck technologies and a luxury interior that rivals many business jets. The Denali is powered by a high-compression GE Aviation Catalyst engine—itself a brand-new, clean-sheet design—and utilizes the Garmin G3000 touchscreen avionics suite and dual-channel fadec single-power lever with detents and digital propeller control for simplified operation. However, delays in the program push the Denali’s entry to the market well into the next two years, with the first Catalyst engines expected to be delivered to Textron late this year.

Another model claiming orders in the single-engine-turboprop segment is the Epic Aircraft E1000, an all-carbon-fiber, six-passenger luxury airplane that is the result of a seven-year effort to transition Epic’s experimental Epic LT kit model into a fully certified design—the original E1000 received type certification from the FAA in 2019. With a 333 ktas maximum cruise speed, it’s one of the fastest in the segment. A full Garmin G1000 NXi avionics suite in front complements a well-appointed cabin in back, and an airframe design that wins plenty of style points helped the E1000 to jump to the head of the class. An updated version, the GX, has debuted this fall.

Check out more: 2020 Flying Buyer’s Guide

If your mission has “be fast” as the top criteria, Daher’s TBM 940 readily competes. With a maximum speed of 330 kias, this latest version of the venerable 900-series single-engine turboprop is a market leader, with the Pratt & Whitney Canada PT6A-66D engine producing a thermodynamic rating of 1,825 hp to launch an extremely aerodynamic airframe between distant city pairs with ease. The TBM 940 has one of the most advanced avionics suites in the segment based on the Garmin G3000 integrated flight deck, with TBM’s E-Copilot functions such as the recently certified HomeSafe’s Garmin Autoland—which can land the airplane without human intervention in the event of a pilot-incapacitating emergency—and linked autothrottle and autopilot contributing greatly to reduced pilot workload while increasing safety. Add the luxury of a highly customizable interior plus a lengthy nose-to-tail warranty with TBM’s Total Care Program, and the 940 should rise to the top of a lot of buyers’ lists. For a choice sure to give you plenty of room and performance to carry large loads into small strips, look no further than the Daher Kodiak 100. Originally marketed as the Quest Kodiak, the newest version (offered after the line was purchased by Daher) needs just 934 feet of ground roll to get off the runway. A maximum speed of 183 ktas is achieved on just 45 gph offering medium-range STOL capability for delivering up to 10 people or lifting 3,535 pounds of useful load.

We’ve been talking single-engine turboprops, but a look at any turboprop segment would not be complete without a mention of the Beechcraft King Air C90GTx and the new King Air 360. The performance of the entire King Air family is legendary, and while the C90GTx is the smallest in the current lineup, it punches well above its weight in many categories. Plenty of power is provided by a pair of Pratt & Whitney Canada PT6A-135A engines, each producing 550 shp, and a full Collins Aerospace Pro Line Fusion avionics suite offers simplified single-pilot operation. This smaller King Air still features Beechcraft’s popular square-oval cabin design with 26 tuned vibration absorbers to keep the area quiet and comfortable for up to eight people.

Originally founded in 1927 as the Taylor Brothers Aircraft Manufacturing Company, what became Piper Aircraft Inc. has over the years produced some of the most iconic aircraft in the sky. Their current big hit is the Piper M600/SLS (for safety, luxury and support), a refined six-seat turboprop that features one of the most technologically advanced flight decks available in the segment. Based on the Garmin G3000 suite, the M600/SLS presents lucky owner-pilots with the Halo safety system, an array of safety enhancements, including Garmin Autoland. Other features of the Halo system include hypoxia recognition with automatic descent mode, which monitors pilot activity when the autopilot is engaged above 14,100 feet and brings the aircraft to a lower altitude to aid recovery from hypoxia.

Behind all the functionality of the flight deck is a selection of rich interior choices in the M600/SLS that make this exciting model from a legacy manufacturer a must-see for single-engine-turboprop buyers. Who knows? Just like the J-3 Cub, maybe the M600/SLS will someday become one of those Piper products that once again earns the title of iconic.

This story appeared in the November 2020, Buyers Guide issue of Flying Magazine

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The journey to type inspection authorization can move in fits and starts for a manufacturer, so when that momentous piece of paper is granted to an organization, a certain amount of celebration’s in order. Epic Aircraft announced today it has passed this critical milestone on the road to type certification on the E1000.

CEO Doug King spoke from the heart at the presentation, which walked through the highlights of the 4,000 FAA test points met throughout conforming flight tests over the course of several years, with the first flight test article produced in December 2015. The good news came just last week, on July 18.

Key improvements made during the process include an optimized design for the airflow induction system, which increased engine performance, cruise speed, and climb rates. King commented on another source of repeated attention from the FAA: the aircraft interior lighting. “Is that a red light or a red glow?” he recalled—and there is a difference when it comes to certificating aircraft.

Working with the Seattle Aircraft Certification Office (also currently tasked with oversight of Boeing’s beleaguered 737 Max program) has led to increased scrutiny of Epic’s stall prevention system, a stick shaker/pusher that is a core element of the aircraft’s future safety profile.

King noted that Epic has pursued production certification alongside its TC process, so that once the type certificate is granted, submission for the production audit can commence immediately. Epic plans to keep pilot training for the $3.25 million airplane in house. The first three E1000 customer aircraft are undergoing various stages of production so that they may be delivered upon the advent of TC. The company reports 87 confirmed “reservations” for the model.

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