Page 18 - Nov22T

Epic’s wing platform is a semi-elliptical shape with a slightly curved leading edge and an airfoil that can retain laminar flow through a wide speed range.
has). Once we settled into the flight deck, it was immediately obvious that actual pilots had significant input into the layout. All normal workf lows are logical: left to right for startup and taxi, right to left for after-landing and shutdown. None of the nonsensical patterns I’ve experienced in so many aircraft types over the years.
All the switches (actually backlit push buttons), as well as avionics, f light, and engine controls fall easily to hand. The seat is easily adjustable for optimum pilot eye position. The avionics screens and subpanels all have similar focal lengths allowing pilots with aging eyes little trouble adjusting focus from one viewpoint to the next. One of my favorite features was the recessed panel directly in front of each pilot, known as “the wedge.” It contains an AOA gauge, gear and flaps position lights (including an amber TRANSIT light), and a takeoff con- figuration checklist. By simply hold- ing down the throttle-mounted TOGA button this checklist illuminates. Any red item is not correctly configured for takeoff. Once the button can illu- minate the list as all-green, all critical takeoff items have been properly set.
Of course, like any pilot, I’d hoped to experience Epic’s well-publicized performance numbers. Yet, even with high temperatures and short stage lengths conspiring to foil that, I was still highly impressed. With OATs at a whopping ISA +24F at the surface,
we departed Bend around a thousand pounds below the 8,000 lbs MGW. The long rudder arm and huge rudder trim tab make counteracting the massive left-turning tendencies that 1,200 SHP produces very manageable. Don’t for- get to release the right rudder pressure and re-trim towards center quickly after liftoff, though, or the rapidly in- creasing speed will quickly humble the pilot with an inclinometer ball pegged to the left. Nothing a bit of practice won’t overcome, of course, but getting the yaw damper (with its automatic rudder trimming capabilities) engaged early in the climb is helpful too. By the time we’d reached midfield on our VFR downwind departure, we were 5,000 feet AGL. We could easily maintain 3,000 to 3,500 FPM at (or even slightly above) Vy IAS, making it obvious that Epic’s claims of 4,000 FPM climbs are not unrealistic in ISA conditions.
Typical f light maneuvers exhibit- ed the E1000 GX’s beautiful handling qualities. Pitch and roll are well har- monized and just heavy enough to not be twitchy. That powerful rud- der is more sensitive, however, and requires a lighter touch (but, in most flight conditions, the yaw damper will be managing the rudder for the pilot anyway). Steep turns up to 60-degrees bank were a pleasure. Stalls are a total non-event thanks to the robust warning and recovery systems (including a stick shaker and, for the truly inattentive pilot, a stick pusher).
Of course, a simple lowering of pitch combined with having 1,200 SHP on tap makes for a quick recovery.
Epic has chosen to stick with the Garmin G1000 NXi avionics suite. In the E1000 GX model, the system is mature, feature-rich, and incorporates dual 10-inch PFDs, a central 12-inch MFD, a data-entry keypad, and multi- layered redundancies. Garmin’s GFC 700 autopilot also replaces the pre- vious S-Tec 2100 model used in the original E1000 and mounts it under the glareshield. The GFC 700 incor- porates everything we expect in this modern age of integrated digital avion- ics: full VNAV capabilities, full WAAS approach coupling, and fully coupled missed approaches.
Our first approach was a GPS WAAS (LPV) full procedure from the Ini- tial Approach Fix (IAF). The G1000 NXi’s VNAV system made the descent from cruise altitude a breeze, includ- ing meeting multiple crossing restric- tions. Initial flap and gear extension requires little adjustment by the pilot. Landing flap extension, however, is a different affair. That additional flap throw is a whopping 31 degrees (from 12 down to 43). Initially, a subtle push on the yoke is sufficient to counteract the double-slotted fowler flaps as they extend mostly aft. But, as they begin to droop, dramatically increasing drag, a more forceful push is required to maintain the glidepath. Of course, the autopilot can do all this with aplomb if left coupled. For missed approaches, simply push the TOGA button to prop- erly sequence the G1000 NXi. Follow up by advancing the throttle to take- off/go-around power and cleaning up during the ensuring rapid climb and acceleration (the yaw damper will take care of the right rudder needs, assum- ing the A/P is fully coupled throughout the missed approach).
We made a quick return for a prac- tice landing, where I under-flared a little and landed a bit flat, but found the E1000 GX easy and predictable to control. Returning for departure, taxi speed was easily controlled without brakes by manipulating prop pitch into the Beta range. During the subse- quent departure, we picked up our IFR flight plan to Seattle’s Boeing Field and
16 • TWIN & TURBINE / November 2022