The comparisons of the pre-owned market to the red-hot US real estate market are many, with lower inventories and higher demand driving up prices. Anyone that has tried to buy a home recently would recognize the pre-owned aircraft market as being equally competitive, with cash offers beating out buyers who wish to finance their next airplane. This surge has aircraft brokers like David J. Fill II, president and CEO of Fill Aerospace Solutions seeing a significant uptick in activity as 2Q21 ends.

“The market is hot right now,” Fill said. “Sellers are demanding asking prices nowhere near VREF or bank values, and buyers are paying those prices. And we are seeing very few tire kickers at the moment—buyers that are looking are ready to pull the trigger with cash in hand, not unlike the housing market.”

Inventory is generally low, Fill explained, and while there are still piston and twin-engine aircraft out there to buy, “nearly all of it is overpriced,” he said. “One thing we are seeing are a lot of airplanes that haven’t flown in years that need lots of work coming to market with a ‘fresh annual’ because of the demand and inflated prices increasing the likelihood that the airplane will move quickly.”

Segments of the pre-owned aircraft market that are very hot according to Fill are single-engine piston models like the Cessna 172 and Piper Cherokee family, high-performance pistons like the Cirrus SR22T and Beechcraft Bonanza, single-engine turboprops like the TBM family, Epic E1000 and Pilatus PC-12, twin turboprops like the King Air line, and single-pilot Cessna Citations.

To illustrate just how much demand there is now, Fill points to a recent sale of an Epic E1000 turboprop. “We had a King Air listed on Controller that sold the day before, and we hadn’t even had time to pull the ad yet. Another customer called asking about it, saying he needed an airplane right now. We had just placed the Epic up for sale and had not even taken photos of it or listed it anywhere. The customer signed a purchase agreement for the Epic sight unseen and wired his deposit into escrow that same day. The Epic listing never even made it online.”

The “days on market” numbers that Fill and other aircraft brokers are seeing reflect just how hot the market is right now. “In 2019, reasonably-priced aircraft would close in 30 days or less. Now we are seeing most airplanes that are priced right being under contract in less than a week,” Fill said.

When the COVID-19 pandemic hit in early 2020, Fill said it was as if someone flipped a switch and the phones stopped working for about a month, with buyers backing out of deals in the works and sellers putting their listings on hold. “Everyone was just waiting to see what was going to happen, not only pandemic-wise but also to our economy,” Fill said. “A month or so later, things fired back up again and 2020 ended up being our busiest year on record. By September, prices were trending upwards because people were working from home with plenty of time for flight lessons and other activities. We saw a lot of owners taking big steps up from piston singles to single-engine turboprops. Despite 2020 being our busiest year, we had less than 20 percent of our clients finance aircraft—there was lots of cash being spent on aircraft.”

For anyone hoping to put a new (to them) pre-owned airplane in their hangar, Fill has some worthwhile advice for buyers. “Don’t settle for junk,” he said. “These prices will come down eventually and when they do, people who are buying high right now will take a hit. Every airplane out there for sale right now is asking high prices, so do your research and hire a pro that can guide you through the process and save you from making a big mistake. Whether you are looking to buy that first trainer or move up to a large cabin business jet, patience and market knowledge is your friend right now.” The new aircraft market also survived the 2020 pandemic reasonably well, as noted in Flying’s 2020 Buyers Guide.

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A premier collection of aircraft and products earned our highest level of commendation, the Editors’ Choice Awards, by our team back in February —with the Innovation Award winner to be announced later this week—and in the August 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. While we won’t have the opportunity to celebrate the 2020 winner at AirVenture (following that event’s cancellation) we will bring the news to you on Flying’s social media channels.

Here’s a recap of those ECA winners—all candidates for the Innovation Award—and be sure to stay tuned this week for the big announcement.

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 2000 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 nine 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-76A producing 1,200 hp, and flying at a top cruise speed of 325 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. We featured the Colt in the May issue of Flying.

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. We featured the Tecnam P2012 in the June issue of Flying.

Sporty’s PJ2

With 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.

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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

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Epic Aircraft announced on July 23 that it had obtained the production certificate on the E1000 turboprop from the FAA, allowing for it to manufacture and flight test the airplane with a reduced presence from the agency.

“Achieving [the] FAA Production Certificate is tremendous milestone,” said Epic Aircraft CEO Doug King. “It is a rigorous process involving the approval of a vast number of documents, processes and systems, with composites adding additional complexity. This approval validates the extraordinary efforts of our team and the extensive investments we have made in our world-class manufacturing and quality control systems.”

Epic Aircraft began the process of applying for the production certificate in conjunction with its pursuit of the original type certification on the model, which meant that the milestone has been in the works for several years. The company was all ready to complete the FAA’s final audit—the step ahead of the final certification—earlier this year, when the coronavirus pandemic scuttled those plans. According to the company, “The FAA and Epic collaborated to devise new processes, using remote technologies, to conduct the required series of reviews and audits, prior to the final onsite assessment.”

Epic has delivered three of the E1000 turboprops to customers this year, with plans in place to drive more forward following the award of the production certificate. The E1000 received Flying’s 2020 Innovation Award for its high- and low-speed capability, efficiency, and high-end design.

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The editors at Flying announced today that Epic Aircraft’s E1000 has won the 2020 Flying Innovation Award. The new turboprop combines power with passion to earn our highest honor, amongst a strong field of 2020 Editors’ Choice Award winners. “We’re really pleased to be in a position to award the 2020 Innovation Award to Epic Aircraft for the phenomenal job that you’ve done, not just bringing the aircraft to certification over a couple of decades, but also in the midst of everything that we’ve been going through over the last 4 months now, to continue pushing forward, to get those first deliveries out the door, and into the hands of some extremely happy pilots,” said Flying’s Editor-in-Chief Julie Boatman.

We shared the news with the team at Epic Aircraft in a Zoom call on Wednesday, July 1. Epic CEO and President Doug King enjoyed the news, as a validation of the incredible efforts involved in bringing the E1000 to life from its genesis in the Epic LT. “Flying magazine is the premier publication for our customers and having read Flying magazine since I was riding around in my dad’s lap in his 172—that’s pretty cool!”

“I just gave a demo flight to a guy,” added King, “and it’s always fun when a potential customer comes out of the airplane, because they always have the same kind of reaction—holy cow! Or something not repeatable.” This resonates with the reason why the E1000 was chosen as this year’s award winner: “The feedback from the first owners who have flown it have completely validated the assessments that we’ve made over the years,” said Boatman.

Flying launched the Innovation Award in 2016 as an extension of the Editors’ Choice Awards to celebrate the overarching achievement demonstrated by one of the five ECA winners previously announced. That first winner, the HondaJet, exemplified the kind of out-of-the-box thinking that compelled us to set it above the rest. The Epic E1000 deserves similar acknowledgment—based on the relentless quest for quality and performance that meant a long development cycle, leading to a superb product that has rolled off the production line in Bend, and a few remarkably innovative features. The physical award presentation would normally take place at EAA AirVenture, but instead will be presented to the Epic team at an event this fall.

Look for our feature on the E1000 in the August 2020 issue of Flying.

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