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.

The post Epic Aircraft Receives ANAC Approval for E1000 <i>GX</i> appeared first on FLYING Magazine.

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. 

The post Epic E1000 <i>GX</i> Earns FIKI Certification appeared first on FLYING Magazine.

Avantto said it plans to establish new operations in the Brazilian states of Mato Grosso, Bahai, and Goiás, and chose the E1000 GX because of its ability to reach remote destinations and operate from short runways which, the company said, are “a reality at most regional airports in Brazil.”

• READ MORE: We Fly: Epic E1000

“We have great confidence in the partnership with Epic Aircraft and the success of the
E1000 GX. We have placed an order for 34 planes for the fractional program to be delivered over a span of five years. The first two will be delivered in 2023,” said Rogério Andrade, CEO of Avantto.

Andrade said the aircraft will be used to improve its sharing program’s services in areas where the demand for aviation services is strong but access to commercial flights is limited.

“We are excited to launch our sales in Brazil through this long-term partnership with Avantto, a leader in the country’s aviation sector. This agreement signifies our mutual commitment to providing top-notch aviation solutions to the Latin American market,” said Doug King, CEO of Epic Aircraft.

• READ MORE: Epic E1000 Gains Type Inspection Authorization

Andrade noted that Avantto’s operational experience and strategy of offering high-performance products helped make the partnership with Epic an especially good fit. “For over a decade, we have innovated processes, which is why Epic Aircraft attracted us so much due to its technology, operational costs, and performance,” he said. 

Epic designed the E1000 GX to set new standards for single engine turboprops in terms of aerodynamics and performance. The six-place aircraft has a 1200-horsepower engine and a maximum cruise speed of 333 ktas.

WATCH: We Fly: Watch Our Report on the Epic E1000 GX

The post Avantto Orders 34 Epic E1000 GX Aircraft for Fractional Fleet in Latin America appeared first on FLYING Magazine.

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

The post We Fly: Watch Our Report on the Epic Aircraft E1000 GX appeared first on FLYING Magazine.

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

The post Turboprops: A Return to Rosy Skies appeared first on FLYING Magazine.

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.

The post Epic Aircraft Expands Service Center Network appeared first on FLYING Magazine.

Epic Aircraft CEO Doug King said, “We are also seeing benefits from the Hartzell 5-blade including improved speed, climb, range, payload and takeoff performance.” He added that the aircraft has been delivering quieter operations both inside and outside the cabin. The company said in news release, “The Hartzell 5-blade propeller provides stronger, composite resin-injected blades that allow for a thinner, wider airfoil which optimizes flight performance, offering faster takeoff acceleration and enhanced speed, versatility and comfort.

“Epic Aircraft received FAA TC for its original E1000 model in November 2019. Powered by the Pratt & Whitney 1,200-horsepower PT6A-67A engine, the all-carbon fiber single-engine turboprop delivers cruise speeds over 333 knots, climbs at 4,000 feet per minute, and operates up to 34,000 feet, with a maximum payload over 2,200 pounds and a full fuel payload of 1,100 pounds.”

The original Epic E1000 received Flying’s 2020 Innovation Award, which recognizes the most innovative product to have reached the general aviation market in the previous year. Flying will present the award to Epic Aircraft at EAA AirVenture on July 26 in a special ceremony, after being delayed a year as a result of the COVID-19 pandemic. Customer deliveries begin in July, based on the GX price of $3.85 million.

The post Epic Aircraft’s E1000 GX Earns Its FAA Type Certificate 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

The post Great Performance, Good Value in Turboprop Airplanes appeared first on FLYING Magazine.

Epic Aircraft and ATP have partnered to utilize ATP’s Flightdocs and Aviation Hub services for documentation and tracking across Epic’s E1000 GX fleet. ATP is a provider of aviation software and information services based in San Francisco, California, while Epic—out of Bend, Oregon—certified the E1000 turboprop in November 2019, securing Flying’s 2020 Innovation Award. Epic plans to use ATP’s Flightdocs product for maintenance tracking and electronic logbooks for all of its fleet. The company will also use the Aviation Hub for the distribution of technical publications, such as maintenance manuals, wiring diagrams, and illustrated parts catalogs.

“The E1000 GX is an aircraft where performance, function, and form are the cornerstone of our pilot-driven design process. ATP embodies this same commitment with their suite of aviation solutions,” said Epic Aircraft’s CEO, Doug King in a press release. “Our commitment to our operators includes ensuring that we have partnerships in place that enhance the customer experience and ensure maximum operational efficiencies, reliability, and value.” The company is finishing up the 8th customer airplane by the end of 2020.

“We’re very excited to partner with the team at Epic Aircraft,” said ATP’s chief strategy officer, Greg Heine. “Our product suite delivers a unique set of capabilities to aircraft owners, operators, and OEMs. We’re giving real-time, paperless access to the data and publications they need every day, right from their phone or iPad.”

The post ATP Provides Epic with Flight Docs, Mx Tracking appeared first on FLYING Magazine.

Sunday mornings at the Waypoint Cafe at the Camarillo Airport (KCMA) in California are generally bustling with hungry visitors eagerly awaiting a seat while drooling over the delicious menu. But on the Sunday in early May when I met Doug King, Epic Aircraft’s CEO, outside the restaurant, it was deserted despite crystal-clear blue skies. The reason for the quiet was the coronavirus pandemic. The Waypoint was closed.

I walked across the nearly empty ramp to greet King at the Epic E1000 he had flown from the factory in Bend, Oregon—the first certified example of the sleek, carbon-fiber, single-engine turboprop. King had picked up its new owner from his vacation home near Lake Tahoe to bring him to Bend for training. Sadly, we had to opt out of hugs and handshakes, donning face masks and keeping our distance as much as we could.

Long Way to Certification

Epic emerged nearly two decades ago, and the first kit was delivered in 2004. Plans from the start were to build a certified turboprop and two jets (single- and twin-engine)—all streamlined, carbon-fiber designs. The company chose to start marketing an experimental version of the turboprop, the Epic LT, to build capital for the certification effort. The reasons that effort took so long are many; I cover the first fascinating decade in my article on the Epic LT (“We Fly: Epic LT,” November 2014).

When I flew the LT in 2014, Epic Aircraft expected certification of the E1000 the following year. However, the delays continued. Had it not been for a seemingly limitless cash flow from the Russian owner, Engineering LLC, and an equally limitless passion for the product from the company leadership (such as King, who took the helm in 2010), Epic’s journey might have ended similarly to other composite aircraft manufacturers in Deschutes County, Oregon.

Columbia Aircraft went bankrupt, and in 2007, its aircraft designs were taken over by Cessna, which later moved the production to Mexico. The assets of Redmond-based Lancair were purchased in 2017 and the company moved to Uvalde, Texas. Epic owners can thank these events for the talented composite builders they left behind.

Increasingly stringent FAA regulations for aircraft design along with supply-chain issues, slight performance and structural modifications, and bugs in the flutter-analysis software that extended the testing program for months were only a few of the issues that added complexity to the effort, King said. “We had some opportunities to accelerate the [type-certification] schedule but were unwilling to do so if it compromised performance,” he said. “For example, the decision to optimize the engine- airflow induction system likely cost us several months but certainly boosted our performance numbers.”

From LT to E1000

At first glance, the E1000 looks nearly identical to the LT kit airplane. However, King said, “Everything changed—but only a little bit.” The most notable exterior modification is the larger engine inlet, which helps the PT6 engine breathe easier and improves high-altitude-takeoff performance. An emergency exit on the opposite wall from the airstair has also been added. Other little changes include a larger trim tab for the rudder and double pitot tubes—a certification requirement resulting from the devastating Air France Flight 447 crash in 2009. (Some LTs have double pitot tubes too.)

While there are not many changes on the outside, “from the skin in, it’s different,” King said. Many improvements have been made in the cabin, beginning with the airstair. The stairs themselves have been aesthetically and functionally improved, and a small button near the hinge point of the door provides power to the interior lights for 10 minutes, lighting up the path to the cockpit. The windows are electrically dimmed, allowing each passenger to choose how much natural light is brought in and how much of the outside world they see. When parked, the windows automatically dim to the darkest setting, keeping the cabin cool on hot days.

The E1000 cabin is better than many for social distancing. The passenger area provides enough space that, sitting opposite the owner—who is 6 feet, 3 inches tall—there were several inches in between my knees and his, which is more than I can remember observing in other turboprops and light jets. Part of the reason for the ample space is that there is no separate luggage compartment cutting into the fuselage area. There is, however, a space behind the aft-most seats where 120 pounds of luggage can be placed. The Epic has a full-fuel payload of 1,070 pounds, or it can carry as much as 2,238 pounds with 90 gallons of fuel on board.

Frankly, it’s a bit tricky to get seated in the cockpit, but experienced aviators know that most general aviation airplanes require some awkward maneuvering to access the coveted flight controls. Once you’re seated, the Epic provides terrific comfort.

The first thing I noticed as I slipped into the left seat was the generous headroom. I remembered having to cock my head slightly to the right so as not to lean my head against the left side of the windshield in the LT when seated in the highest and most forward position on the left seat. I prefer to sit close to the controls and high enough to see above the cowl—though I’m hardly short at 5 feet, 7 inches. In the highest and most forward position in the E1000, I was able to sit upright with ample space around my head.

Now for the goodies. While Epic had decided initially to stick with the original version of the G1000 to reduce certification time, it was decided to swap the old for the new. The panel is dominated by the G1000 NXi, which much has been written about in the pages of Flying since Garmin introduced the system in 2017. With crisper, swifter componentry in the displays, Garmin also added new features—such as SurfaceWatch to prevent runway incursions, visual-approach capabilities (with a three-degree glideslope), and a selectable map overlay for the HSI, which can also display weather and traffic in the pilot’s field of vision.

The E1000′s G1000 features two 10-inch PFDs, mounted on the pilot’s and copilot’s sides of the panel, and a 12-inch MFD in the center with a keypad mounted below for quicker data entry. I prefer the tangible keys of this system to the touchscreen controllers that are available for Garmin’s G2000, G3000 and G5000 systems.

Only one thing takes away from the avionics. Rather than Garmin’s integrated autopilot, the E1000 uses Genesys Aerosystems S-Tec IntelliFlight 2100. The autopilot works great, but the setup results in additional data entry.

One of my favorite things on the panel—mostly because it’s unique to the Epic—is a small screen below the windshield called the Wedge Annunciation Panel, or Wedge for short. The Wedge serves as a status panel to use before takeoff and landing. This miniature checklist activates when the takeoff/go-around button on the power lever is pushed and held. Anything not configured properly is shown in red on the status panel. Once the airplane is set up correctly, all of the items on the Wedge are displayed in green. “All of the actions that need to be addressed prior to takeoff are clearly displayed right in front of you,” King said.

Right next to the Wedge checklist is an angle of attack gauge integrated with the Safe Flight stall-protection system, which provides a stick-shaker warning and stick-pusher stall prevention. The FAA requires two independent computers, both of which must agree, to activate the stick pusher. L3′s stellar ESI-500 serves as the electronic standby instrument.

The logic on the panel is beautifully laid out, with button sequencing from left to right for startup and right to left for shutdown. The sleek push buttons and switches are optimized for clumsy pilots and turbulence. Three beefy color-coded levers make up the power, prop and condition lever. The POH also has oversize pages and big fonts to help pilots whose near vision is beginning to fade. “You have to know your customer,” King said.

The circuit breakers are lined up at the bottom of the panel for easy access. The fuel-switching process has been automated to prevent fuel imbalance. When we made sharp turns on the ground, the fuel would slosh over to the outside wing and a fuel-imbalance alert would come on, activating the system.

For $3,250,000, almost anything you could wish for is included, but options such as Iridium satellite communications, radar, TCAS and TAWS can be added.

Flying the E1000

I was in the right seat for the first leg to take notes. I connected my iPad to the Garmin Flight Stream 510 installed in the G1000, and the IFR flight plan from KCMA to Half Moon Bay (KHAF) from the panel-mounted avionics automatically dropped into my ForeFlight app.

The takeoff in the E1000 is truly impressive. The PT6 can crank out 1,200 shp for the first 5 minutes, after which the power is limited to 1,000 shp. I could feel myself getting pushed into the backrest of the seat as we rolled down Runway 26.

The climb performance is equally as awe-inspiring. In the initial climb, we averaged 3,000 fpm. At FL 300, we were still climbing at around 1,300 fpm, and we made it all the way to the service ceiling—FL 340—in a little more than 17 minutes despite a short level-off at FL 300.

Once at altitude, the PT6 was sipping about 48 gph to give us 315 ktas, with all gauges happy and well in the green. King had started with a full 264-gallon tank of jet-A in Bend that morning and then landed once to pick up the customer before getting me in Camarillo. According to the fuel rings, if staying at FL 340 at the same power setting, we could have flown all the way back to Bend with a 45-minute reserve.

While 315 ktas is respectable, I wanted to see quite how epic the speed could get. Dropping down to FL 260 and pushing up the power for a fuel burn of 65 gph, we got up to 329 ktas. That’s with ISA+8, so Epic’s published max speed of 333 ktas is not exaggerated. Yes, the E1000 is as fast as it looks.

Closing in on Half Moon Bay, there were several airplanes in the vicinity of the nontowered airport despite gusty 25-plus-knot winds. We were on a 4-mile final for Runway 30 when a Cirrus reported on downwind. “We’ll come in behind you,” King announced. “How’s this going to work out?” I thought to myself. I figured for sure that we would have to make some S-turns or potentially go around. But King demonstrated the incredible speed range of the E1000 by slowing to around 90 knots with gear down and full flaps. He had no trouble slotting in behind the SR22 and made a nice, smooth landing, getting off about halfway down the 5,000-foot runway.

Despite having about 40 knots on the nose, we made the trip in an hour and five minutes—almost twice as fast as I could get there in my Mooney M20C and about six times faster than in a car, even without California traffic.

Only a handful of airplanes were in the parking area at Half Moon Bay. King showed off by putting the power lever in full beta and backed the Epic into a parking spot. We grabbed some very tasty fish and chips from a busy restaurant on the shore—takeout only.

With bellies and gas tanks full, we departed the beautiful Bay Area. I had a big smile as I took the controls and shot up to FL 330. With 60 knots on the tail, we could have made it to Puerto Vallarta, Mexico. Without quite as much help from the wind, Memphis, Tennessee, and Baton Rouge, Louisiana, were also in reach, with a 45-minute reserve, according to the fuel rings on the G1000.

Most aspects of flying the Epic E1000 were straightforward and ergonomic. I loved the beefy, color- and shape-branded power levers and the panel layout. However, the trim switch on the yoke took a little getting used to. It must be engaged by pushing the button down before it can move up, down, left or right. Also, the armrest was too low for me in my preferred seat position. However, I felt comfortable enough flying without having my elbow supported.

While its nimble climb- and cruise-performance capabilities are important, so is the airplane’s ability to descend quickly. This is valuable not only in case of an emergency but also for the ability to remain at high altitude, where true airspeed and fuel burn are optimal, for longer. You can keep up the power in the descent or get down really quickly. During our descent, the red line kept creeping up from 215 kias at FL 320 to 230 kias at FL 280 (giving us 358 ktas). We were able to descend at well over 4,000 fpm. Thankfully, the pressurization system kept up.

We dropped down to 10,500 feet to do some maneuvers, with no surprises. With help from the flight-path marker, I found it easy to make perfect, steep 360-degree turns. Slowing it down and getting it dirty, I experienced the E1000′s exceptional slow-flight characteristics, which had helped King get behind that Cirrus at KHAF. The controls were remarkably responsive even at 80 kias with gear and full flaps, and the stall in the E1000 truly was a nonevent. Forcing the yoke into my lap after the stall shaker started alerting me of the high angle of attack, the pusher broke the stall inside the red line, around 67 knots on the airspeed tape. The break was straight, smooth and easy to recover from.

Satisfied with the handling characteristics, I pointed the E1000 toward Camarillo. The tower controller instructed me to come in on the right downwind—the usual approach coming from the northwest. King suggested between 15 and 18 percent torque on the descent in the pattern and 95 kias on final with full flaps and gear down. The winds were light, and the airplane made it easy for me to softly kiss the ground.

With King coming to Epic as an LT owner, he wanted to ensure continued support for the experimental fleet, even though the production of the LT has ceased. There are 50 LTs flying. “We didn’t want those people to be orphaned,” King said. The maintenance and support for the LT products are, however, driven through a separate company, Epic Flight Support.

Epic is also committed to keeping their customers engaged. Each year, the company hosts an event in Bend to inform and entertain their customers. Having been fortunate enough to be a part of the event in 2018, I know it’s a tightknit group of people who truly love their airplanes. In 2016, six Epic LTs—more than 10 percent of the fleet—flew around the world in 21 days, covering 16,405 nm in 51.5 flight hours and landing in nine countries, which is a huge testament to the design.

The certified E1000 is likely to be equally as beloved by its customers as the LT has been. The E1000 can get in and out of short fields, climbs like a homesick angel, and can take you around the world quickly and efficiently. The name Epic is a tough one to live up to, but the E1000 truly does.

This story appeared in the August 2020 issue of Flying Magazine

The post We Fly: Epic E1000 appeared first on FLYING Magazine.