banner
banner

05 Dec 2019, 21:27 [ UTC - 5; DST ]


Greenwich AeroGroup



Reply to topic  [ 53 posts ]  Go to page Previous  1, 2, 3, 4
Username Protected Message
 Post subject: Re: Flying the Epic LT
PostPosted: 01 Nov 2019, 21:54 
Offline


 Profile

Joined: 04/20/15
Posts: 55
Post Likes: +24
Username Protected wrote:
I worry/wonder what has taken them so long to get certification? I remember going to oshkosh 10 years ago and hearing that certification was around the corner. Remember going to Oshkosh 3 years ago and hearing it was coming "this fall".
I'm glad TBM has some competition, but the performance numbers aren't any better than the TBM. I Fly a 930 and it flys 315 true in any temp andy weight and will do 325-330 when cold in cruise. It's RVSM, FIKI (and good at shedding ice), is great in turbulence, and most importantly for me, there are more than a million flight hours across the fleet and Socata is very safety conscious and financially stable.
I hope they get the bugs worked out and achieve certification. Is good to see folks innovating and is great for the industry.


There's a big rush to get to certification (albeit with claimed performance numbers). After that, there are many, many tweaks that can be made.

Some changes already made can be seen through the years on LTs. Here's a later example with a big inlet and plenum:
Attachment:
IMG_6132.jpg



Let them refine and perfect details. Cleaning up/covering the gear wells, better cowl ducting, a FADEC PT6E-67 like the Pilatus, fancier props, other black magic that I'm unaware of, etc...


Please login or Register for a free account via the link in the red bar above to download files.


Top

 Post subject: Re: Flying the Epic LT
PostPosted: 01 Nov 2019, 23:27 
Offline


 Profile

Joined: 08/23/10
Posts: 273
Post Likes: +158
Username Protected wrote:
Lawrence, I'll try to dig up the language from op specs on the airworthiness cert. Curious to how it reads exactly.


Days are getting shorter. An early AM departure to LA meant leaving in the dark and watching the sun peek up over the Sierra Nevada. Fun to use the VFR corridors (SFRA) to shortcut through the class B, but it requires pulling back from 260-270 kias in the descent to <250 kias below 10,000 MSL, then <200 kias below the class B over SMO, then <140 kias on the SFRA corridor (No turbojets. SF50s, no soup for you! Kidding)

Wrapped up the day with some farming.


http://youtu.be/82j8liT7OMs


In the farming pic, is that a private airstrip, or a road?


Top

 Post subject: Re: Flying the Epic LT
PostPosted: 02 Nov 2019, 03:13 
Offline


 Profile

Joined: 04/20/15
Posts: 55
Post Likes: +24
An airstrip


Top

 Post subject: Re: Flying the Epic LT
PostPosted: 13 Nov 2019, 14:35 
Offline


 Profile

Joined: 04/20/15
Posts: 55
Post Likes: +24
I'm pressing on with figured out flight in RVSM airspace. I hadn't dug into the altimetry system error (ASE) piece of the puzzle because it smelled like it'd cost a lot. After communication with the FSDO and few dead ends, that clearly became the next hurdle.

Originally, I thought this would be a $100k+ test flight and a week's downtime flying around with a cone off the tail. Not fun and not worth it.

RVSM altitudes presented a few benefits in my view: 1. clearing weather, 2. extending range, and 3. getting in the way of everyone else

Still working out kinks, but it may be a fraction of my expected cost (still expensive, but something like ~$15k) and doable in a day. I got in touch with Aero Mech. They have authorization to issue RVSM STCs with their DER and do lots of work for OEMs and one-off projects.

They'll will supply substantiation for the plane's ASE monitoring. An Epic LT wouldn't need an STC since there's no TC to stick it to, so I literally just need to have paperwork checking ASE and the required training.

Overarching assumption is I meet part 91 appendix g requirements. I'd assume flight test will determine flight envelope min and max speeds.



The rest of my considerations laundry list:
1. better pilot/copilot o2 masks. TUC at 34k is 1/3 to 1/5 the time of 28k. Maybe a second bottle behind pilot/copilot seat? Plenty of room there.
2. revising the experimental type cert/POH to show a higher service ceiling. Right now it's 28000 because for RVSM
3. confirm cabin pressurization annunciation. We have an arduino display that shows red if cabin altitude goes over 10,000', and a CO guardian that displays a red "cabin pressurization" CAS on the G900X and a chime if over 10,000'
4. convert and calculate Mmo (.64 mach) to IAS for altitudes between 28000'-34,000'
5. Staying warm. ISA temps at 34,000 are in the mid -50 can be 10ºC colder
6. fuel temps. Don't have heated fuel
7. revised drift down time for in flight restart


34,000' comes to mind because that's what's being used in the E1000 program. Practically, I may not want to go higher, but it's interesting to consider the possibility.

Some cabin altitude figures:
-atmospheric pressure at 34k' ISA is 3.63 psi. With 6.7 diff P, that's a ~9500' cabin.
-A 10,000' cabin is ~35,300'
-A 12,500' cabin (9.16psi - 6.7 diff P) is... 42,000'? This is above the engine's service ceiling, way above my comfort level, and frankly, above RVSM altitudes. I don't want to be anywhere up there anyways with the stubby wings

This may all be pie (way, way up) in the sky, but still working through things.


Top

 Post subject: Re: Flying the Epic LT
PostPosted: 14 Nov 2019, 18:24 
Online


User avatar
 Profile

Joined: 09/13/09
Posts: 191
Post Likes: +110
Location: KJWY - Mid-Way Regional (DFW area)
Aircraft: Cessna TR182
Username Protected wrote:
This may all be pie (way, way up) in the sky, but still working through things.


Fun! I can't wait to see if you pull it off!

Did you decide not to sell it?


Top

 Post subject: Re: Flying the Epic LT
PostPosted: 14 Nov 2019, 19:14 
Offline


 Profile

Joined: 04/20/15
Posts: 55
Post Likes: +24
Selling the first because we moved into another.


Top

 Post subject: Re: Flying the Epic LT
PostPosted: 22 Nov 2019, 20:26 
Online


 Profile

Joined: 11/22/12
Posts: 1287
Post Likes: +848
Company: Retired
Aircraft: TN36, building Evo
Username Protected wrote:
A Epic Escape! I think 2 were completed.
Then this would be the other one. I found it very appealing but gave up on it when NOBODY would talk to me about it, not Epic, the owner, the build shop, no one. That's never a good sign. I did hear a comment that the CG was way off and fixing it became a full-time job.
Attachment:
RealStaff.jpg


Please login or Register for a free account via the link in the red bar above to download files.


Top

 Post subject: Re: Flying the Epic LT
PostPosted: 23 Nov 2019, 01:22 
Online


 Profile

Joined: 11/04/13
Posts: 151
Post Likes: +100
Company: USMCR
Location: Ardmore, OK
Aircraft: PA-46T, B100, Tiger
I would love the scaled down Epic with a -10. Didn’t know they existed until this thread. Sounds like it would blow my Meridian out of the water. Is there any more info about them?


Top

Display posts from previous:  Sort by  
Reply to topic  [ 53 posts ]  Go to page Previous  1, 2, 3, 4



uAvionix (banner)

You cannot post new topics in this forum
You cannot reply to topics in this forum
You cannot edit your posts in this forum
You cannot delete your posts in this forum
You cannot post attachments in this forum

Jump to:  

Terms of Service | Forum FAQ | Contact Us

BeechTalk, LLC is the quintessential Beechcraft Owners & Pilots Group providing a forum for the discussion of technical, practical, and entertaining issues relating to all Beech aircraft. These include the Bonanza (both V-tail and straight-tail models), Baron, Debonair, Duke, Twin Bonanza, King Air, Sierra, Skipper, Sport, Sundowner, Musketeer, Travel Air, Starship, Queen Air, BeechJet, and Premier lines of airplanes, turboprops, and turbojets.

BeechTalk, LLC is not affiliated or endorsed by the Beechcraft Corporation, its subsidiaries, or affiliates. Beechcraft™, King Air™, and Travel Air™ are the registered trademarks of the Beechcraft Corporation.

Copyright© BeechTalk, LLC 2007-2019

.geebee-85x50.jpg.
.avfab-85x50-2018-12-04.png.
.byerlyaviation-85x50.png.
.Expert_Aircraft_Solution_85x50.jpg.
.kingairdom.jpg.
.Trace.jpg.
.AAI.jpg.
.Rocky-Mountain-Turbine-85x100.jpg.
.instar.jpg.
.L3_85x100.jpg.
.Davis_Aviation_85x50.jpg.
.dshannon.jpg.
.truecourse.jpg.
.uavionix-85x50.png.
.headsetsetc_Small_85x50.jpg.
.midwest2.jpg.
.bkool-85x50-2014-08-04.jpg.
.Genesys_85x50.jpg.
.SCA.jpg.
.wildblue-85x50.jpg.
.chairmanaviation-85x50.jpg.
.temple-85x100-2015-02-23.jpg.
.tempest.jpg.
.avionicssource-85x50.jpg.
.Anrim_85x200.png.
.planelogix-85x100-2015-04-15.jpg.
.Wentworth_85x100.JPG.
.Showalter.jpg.
.aviationdesigndouble.jpg.
.FreeFlight_85x50.jpg.
.blackhawk-85x100-2019-09-25.jpg.
.westsky.jpg.
.dbm.jpg.
.Outright_85_50.png.
.hpair-85x50.jpg.
.cav-85x50.jpg.
.ForeFlight.jpeg.
.gallagher_85x50.jpg.
.airpower-85x50.jpg.
.pdi-85x50.jpg.
.Marsh.jpg.
.STLAir_85x50.jpg.
.Steel_85x50.jpg.
.weatherspork_85x50.jpg.
.sureflight-85x50.jpg.
.ABS-85x100.jpg.
.avidyne-85x50-2017-11-22.jpg.
.airplanesusa-85x50.png.
.cubcrafters.jpg.
.garmin-85x200-2019-11-01.jpg.
.Bendix_85x50(1).png.
.airmart-85x150.png.
.daytona.jpg.
.jetaviva-85x50.jpg.
.tat-85x100.png.
.ps_engineering.gif.
.ei-85x150.jpg.
.fortner-85x50.jpg.
.kadex-85x50.jpg.
.sierratrax-85x50.jpg.
.kingairacademy-85x100.png.
.centex-85x50.jpg.
.aircraftassociates-85x50.png.
.bpt-85x50-2019-07-27.jpg.
.selectairparts-85x100.jpg.
.MountainAirframe.jpg.
.Latitude.jpg.
.methodseven-85x50.jpg.
.rtc-85x200.jpg.
.jetacquisitions-85x50.png.
.Electroair.jpg.
.jandsaviation-85x50.jpg.
.McPeck_85x50.jpg.
.tulsair-85x50.jpg.
.heartlandsm.jpg.
.KalAir_Black.jpg.
.camguard.jpg.
.tas-85x50.jpg.
.lopresti_85x50.jpg.
.CiESVer2.jpg.
.saint-85x50.jpg.
.wilco-85x100.png.