21 May 2025, 04:24 [ UTC - 5; DST ]
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Post subject: Epic E1000 Posted: 23 Jul 2020, 22:07 |
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Joined: 08/03/13 Posts: 2455 Post Likes: +4874 Location: SW Colorado
Aircraft: C182
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EPIC AIRCRAFT RECEIVES FAA PRODUCTION CERTIFICATE July 23, 2020 — Bend, Ore. — Epic Aircraft today announced it has received FAA Production Certificate (PC) for its E1000 all carbon fiber six-seat, single-engine turboprop. This allows Epic to accelerate aircraft deliveries by enabling them to manufacture, flight test and issue airworthiness certificates with reduced FAA presence. “Achieving FAA Production Certificate is tremendous milestone,” said Epic 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. ”The company’s pursuit of FAA Production Certification started years ago, in tandem with its Type Certification program, which concluded in November 2019. Epic was poised several months ago to complete the FAA Production Audit, a precursor to Production Certificate, when the COVID-19 pandemic disrupted plans. FAA-mandated travel limitations restricted onsite visits, which are typically essential to the PC approval process. 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. “We applaud the FAA for their rapid adoption of these new tools and technologies in the face of this pandemic, allowing us to keep the PC process moving forward and ultimately achieving final approvals,” commented King. The FAA presented the Production Certificate to CEO, Doug King, surrounded by his manufacturing team in the E1000 Final Assembly area. The company has completed three customer aircraft deliveries so far this year, with plans to now further accelerate production schedules. Powered by the Pratt & Whitney 1200-horsepower PT6A-67A engine, the Epic E1000 all carbon fiber single-engine turboprop flies at max cruise speeds of 333 knots, climbs at 4,000 feet per minute, operates up to 34,000 feet, and offers a full fuel payload of 1,100 pounds. ### ABOUT EPIC AIRCRAFT: Epic Aircraft, LLC specializes in the design and manufacture of high performance, all composite, six-seat single-engine, turboprop aircraft. Epic is a privately held, design-driven aviation company that conducts all of its engineering, manufacturing and administrative operations at its Bend, Oregon headquarters. For more information about Epic Aircraft, please visit www.epicaircraft.com.
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Post subject: Re: Epic E1000 Posted: 23 Jul 2020, 23:34 |
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Joined: 08/23/10 Posts: 893 Post Likes: +713
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Awesome. I hope they sell a bunch of them.
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Post subject: Re: Epic E1000 Posted: 24 Jul 2020, 10:00 |
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Joined: 07/11/14 Posts: 1383 Post Likes: +369 Location: 46U
Aircraft: C182, Lancair IV-P
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Will this have any significant effect on the SETP market?
Best,
Tom
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Post subject: Re: Epic E1000 Posted: 24 Jul 2020, 11:04 |
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Joined: 08/03/13 Posts: 2455 Post Likes: +4874 Location: SW Colorado
Aircraft: C182
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[quote="Anthony Pigliacampo" A cirrus jet that can go to FL350 would be rad.[/quote]
Here’s one that’s 25% there already.
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Post subject: Re: Epic E1000 Posted: 25 Jul 2020, 02:30 |
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Joined: 08/16/15 Posts: 3370 Post Likes: +4838 Location: Ogden UT
Aircraft: Piper M600
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Username Protected wrote: Will this have any significant effect on the SETP market?
Best,
Tom It is another nice option. But from the standpoint of getting into the market, I don't think it will cause much if any downward pressure on the SETP market. The prices seem to be pretty fixed. Just not a lot of markup built into these low volume production aircraft. Conversely, competition in a small boutique market may actually be bad in that as competition decreases volume from each OEM, the cost per unit goes up for the OEM, giving them even less room to drop prices. I think Mooney was still asking full retail on their birds until the day they closed the doors.
_________________ Chuck Ivester Piper M600 Ogden UT
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Post subject: Re: Epic E1000 Posted: 25 Jul 2020, 22:03 |
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Joined: 08/24/18 Posts: 559 Post Likes: +381 Location: New Jersey, KVAY
Aircraft: Citabria
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Username Protected wrote: So riddle me this. If epic can do fl340, why can’t other singles?
A cirrus jet that can go to FL350 would be rad. Looks like combination of wing area, low weight and more power. Same HP as a pc-12 but thousands of pounds lighter.
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Post subject: Re: Epic E1000 Posted: 29 Jul 2020, 03:03 |
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Joined: 08/08/16 Posts: 699 Post Likes: +222
Aircraft: A36 :-)
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I don't know, but feel uncomfortable on such a small plane at FL350. If cabin pressure drops, how long before unconscious at FL350, 30 seconds maybe, dead before you realize? Will need an automatic computer system to descent in case of cabin pressure loss, or?
_________________ 'Speak your mind even if you are a minority of one, the truth is still the truth.' Mahatma Gandhi
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Post subject: Re: Epic E1000 Posted: 29 Jul 2020, 03:17 |
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Joined: 06/25/20 Posts: 84 Post Likes: +48
Aircraft: Bonanza G35
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Username Protected wrote: I don't know, but feel uncomfortable on such a small plane at FL350. If cabin pressure drops, how long before unconscious at FL350, 30 seconds maybe, dead before you realize? Will need an automatic computer system to descent in case of cabin pressure loss, or? Time of useful consciousness at FL350 during a rapid decompression would be brief, but presumably quickdon oxygen masks would mitigate the risk. That said, if I were planning to operate at that altitude I would seek out training in an altitude chamber to ensure familiarity with hypoxia symptoms. Most of the time an aircraft pressurization system doesn’t fail catastrophically. It fails in a more insidious manner. A rapid decompression at FL350 would be hard to miss and easy to mitigate by donning your mask. A slow decompression might be hard to detect until you are so hypoxic you no longer have the ability to respond. John
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Post subject: Re: Epic E1000 Posted: 29 Jul 2020, 15:48 |
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Joined: 02/17/12 Posts: 57 Post Likes: +5 Location: Ohio & Germany
Aircraft: 1982 P210N TN550
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I believe Stratos (SE Jet) is shooting with the 714/716 for 41,000ft (cabin 6kft @ FL410 with 10 psi diff.p) that are awsome numbers ... looks like never ending creativity in the N/W, OR, etc. Safe flights!
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Post subject: Re: Epic E1000 Posted: 01 Aug 2020, 07:58 |
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Joined: 11/08/13 Posts: 2096 Post Likes: +1401 Location: KCRQ
Aircraft: Breeezy, 172,601P
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The latest Cirrus Vision Jet has always had automatic descent as part of G3000 safety package. It seems that after Payne Stewart a number of Jets have gained automatic descent capability. https://www.propilotmag.com/automatic-descent/
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Post subject: Re: Epic E1000 Posted: 01 Aug 2020, 11:21 |
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Joined: 12/22/07 Posts: 14274 Post Likes: +16197 Company: Midwest Chemtrails, LLC Location: KPTK (SE Michigan)
Aircraft: C205
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Username Protected wrote: Time of useful consciousness at FL350 during a rapid decompression would be brief, but presumably quickdon oxygen masks would mitigate the risk. That said, if I were planning to operate at that altitude I would seek out training in an altitude chamber to ensure familiarity with hypoxia symptoms. Most of the time an aircraft pressurization system doesn’t fail catastrophically. It fails in a more insidious manner. A rapid decompression at FL350 would be hard to miss and easy to mitigate by donning your mask. A slow decompression might be hard to detect until you are so hypoxic you no longer have the ability to respond. 30-60 seconds ...
_________________ Holoholo …
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Post subject: Re: Epic E1000 Posted: 02 Aug 2020, 14:19 |
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Joined: 06/17/14 Posts: 5867 Post Likes: +2635 Location: KJYO
Aircraft: C-182, GA-7
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Why isn’t the pilot on Oxygen above 25,000?
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