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zoomed up to the assigned cruise alti- tude of FL260 in a matter of minutes. With the temps still well above ISA, the PT6 unsurprisingly reached its ITT limit slightly before we got there.
Epic advertises a top cruise speed of 333 KTAS, which would be most likely in this altitude range. Yet, in ISA +10 temperatures, we settled in at 324 KTAS max cruise. So, on an ISA day, 333 KTAS seems entirely realistic. While max speeds are more likely in the mid-to-high 20s, fuel flows will not be optimal there. The savvy E1000 GX pilot will take advantage of its amaz- ing climb rate to get to the top floor (FL340) as quickly as possible, where peak efficiency can be achieved. At FL260, we were consuming 67 GPH at 324 KTAS (max cruise) and 64 GPH at 321 KTAS (normal cruise). In compari- son, at FL340, E1000 pilots routinely report fuel flows in the 48 to 50 GPH range while cruising at 315 KTAS.
The descent into BFI was as stable and predictable as the combo of G1000 NXi avionics and GFC 700 autopilot would imply. Vectors onto the Local- izer were a breeze, and I elected to hand fly most of the ILS 14R approach. With two prior practices under my belt, I found the control inputs required during gear and flaps extension to be predictable and speed was easily controlled (with a little help from Peter regarding the ideal target power set- tings). This time my flare was more on-point and that, combined with the trailing link landing gear, resulted in a satisfying “chirp” at touchdown.
Training and Future
Epic has developed a top-notch in- house training program that aims to help owner-pilots do much more than simply satisfy FAA and insurance re- quirements. Their goal is for pilots to achieve “Demonstration of Mas- tery” of each training program Task. While a turboprop aircraft weighing less than 12,500 lbs does not require a Type Rating, Epic’s objective is to help each pilot achieve the same lev- els of knowledge and airmanship that a Type Rating would require. This is achieved through a program they refer to as “The Epic Challenge.” The course includes online study, remote
meetings with the ground instructor(s), in-aircraft training, and the use of their incredibly detailed and realistic Frasca E1000 AATD Simulator (located at the Epic Factory Training Center in Bend, OR). While the owner has to pony up for fuel used in their aircraft, all other program costs are covered by Epic.
What the future holds for the E1000 GX is ripe for speculation and, like any similar manufacturing company, Epic is tight-lipped about it. However, there are a couple of blank spaces on the GX panel that might suggest enhanced ca- pabilities to come. With multiple other aircraft in the same category already offering autothrottle and safe-return “emergency autoland” capabilities, one can easily imagine such features be- ing added to Epic’s flagship in coming years. One also wonders what expe- riential knowledge is being gained as E1000 GX fleet hours rise, which could be applied to future refinements. Obvi- ously, maintainability almost always improves as designs mature. Speed and efficiency routinely do, as well.
Could a future Epic model or variant be the first in this category to achieve a 350 KTAS top speed? Having already cleared all the hurdles that take most startup aircraft manufacturers down, and with only 17 more knots to get there, I wouldn’t bet against Epic.
Matthew McDaniel is a Master & Gold Seal CFII, ATP, MEI, AGI, & IGI and Platinum CSIP. In 31 years of flying, he has logged over 20,000 hours total and over 5,700 hours of instruction-given. As owner of Progressive Aviation Services, LLC (www.progaviation.com), he has specialized in Technically Ad- vanced Aircraft and Glass Cockpit instruction since 2001. Currently, Matthew is also a Boeing 737-se- ries Captain for an international airline, holds eight turbine aircraft type ratings, and has flown over 115 aircraft types. He can be reached at matt@progaviation.com or 414-339-4990.
November 2022 / TWIN & TURBINE • 17