I have no idea, but isnt the 1000 a bit antiquated now? I thought they would be using on of the newer systems.

I did a demo flight in the Epic at this years OshKosh - I was blown away by the performance, we hit everyone of their claimed numbers (up to 16,500 feet that we went to) including a TAS of 315kts at that altitude.

As for the GFC700 missing - word on that flight was that it's coming, however for certification speed they stayed with what they had with the LT. There was also a hint that Garmin was very much dragging their feet working with them for some reason. My tinfoil hat says some of garmin's bigger partners may be pressuring them. /tinfoil hat.

Chip-

I have no idea, but isnt the 1000 a bit antiquated now? I thought they would be using on of the newer systems.

If the plane was not designed from the get go to be certified, it is usually VERY hard to certify it with minimal changes. Lots of things are acceptable on a kit built airplane that won't fly at all as a certified airplane, and some of those changes may cut deep into the design.


Such was said of Kestrel, too.

Cessna is getting into the SETP fray, too.

Seems like the industry is already shaking up, E1000 or not.

Mike C.

It's my understanding that this has been their goal all along, use the sale of the experimental version to fund/test for certification.

If all this is true........ it will be one helluva plane! TBM needs some competition.

That's what they told us on the demo flight FWIW.

It was REALLY hard not to put a deposit down on the spot - Learjet take off performance on only 65gph! A smile from cheek to cheek - if not for the realistic real world Cert timing and getting a support network setup, it would be at the top of our list as a next plane. That and we wanted to see test results of the Epic wing in icing conditions. It's main wing is about as thick as our Meridian's tail, and our tail picks up quite a bit more ice.


Kestrel has 0 planes flying in the wild, unfortunately. Certainly a better avionics package but they have to be years more away from Cert than Epic at this point. In an ideal world, Cessna could scoop up Epic and release the E1000 under their brand and support network, plus have another plane utilizing composites, instead of a "clean sheet" design. But that's thinking strictly from a consumer's hat.

Chip-

325 ktas, probably with that engine at light weight.
1650 nm, maybe to empty tanks at long range cruise.
4000 fpm, probably at low altitudes and light weight.
34000 ft, I dont think so.
1120 full fuel payload, probably not once it gets heavier with certification.

They just got their 1st conforming aircraft flying so i dont see we will see certification before late 2017 or 2018.




TBM killer? Better price, better speed, better payload....

Competitively priced at $2.95 million ‘fully-equipped’, the sleek E1000 all-composite airframe, powered by the 1200-horsepower Pratt & Whitney PT6A-67A turbine engine, travels at speeds over 325 KTAS, offering a range of 1,650 nautical miles, climb rate over 4,000 feet per minute, authorized ceiling of 34,000 feet, and full fuel payload of 1,120 pounds.

No idea on certified range and payload, but we were still climbing at 3,600 fpm at 16,000. I almost blew right through 16,500. When we leveled off we had a TAS of 315kts. We had 5 large adults and about 2/3 tanks - no doubt it will push 325kts without sweating if a TBM 900 is doing 330kts.

I think 1650 range, even at LRC, will be hard to get. Kind of like our Meridian's 1,000nm range. Doable sure - but the last 75 miles are with a feathered prop....

Chip-

TBM killer? Better price, better speed, better payload....

Competitively priced at $2.95 million ‘fully-equipped’, the sleek E1000 all-composite airframe, powered by the 1200-horsepower Pratt & Whitney PT6A-67A turbine engine, travels at speeds over 325 KTAS, offering a range of 1,650 nautical miles, climb rate over 4,000 feet per minute, authorized ceiling of 34,000 feet, and full fuel payload of 1,120 pounds.

I can only comment on many hours of flying with my brother in his LT and about sanding, bonding, some wiring, setting hinges and latches and cutting on it. He used to plan for 325k at 58gal/hr, now he uses 310k at 53 gal/hr for a variety of stinky fuel reasons. He flys at 28/27 thousand always and squeaks when I want to go low. I have been on one test flight with a maximum performance climb and did not watch the gauges as was hanging on and we took off at 6,000'. He has ordered a E1000 and will fly at 34/33. I don't know about some of the other concerns expressed as I drive something were the wing provides shade and my boots don't smell bad forever if I slosh a tad of fuel on them...there might be a few million other reasons. I recall some lay up changes...I do not know if they are weight saving or not. Current flight performance could be observed by checking out flight aware.

It is an impressive AC and the company is now well funded and managed. I don't know when the first customer order will be delivered. During my last visit to the plant(s), I saw the first test AC and portions of the second. Epic is very real and is, IMHO, charging forward with the E1000.

I don't know if they ever do plant tours for interested parties. At some level of serious interest, I'll bet a demonstration flight might be arranged out of Bend, Oregon.

There was a Calf. Bonanza guy at the Epic fly in/reunion last fall, AIR. Dont know if he resides here or not, but he sure could provide addtl information.

How are they planning to certify it for FL340?
I tough new SE turboprops were limited to FL280?

I may be biased towards the TBM but im being realistic on the Epic. Im seeing other aircraft how long it takes to certify and there is no way this will get done in 2016.
The Epic holds less fuel than the TBM thats why Im saying range will be less.
Sure I want to see the Epic get certified.

TBM 900 goes to at least FL310

Yes it does but it was certified in 1990 under older rules.
Not sure it can be done today in a SETP.





TBM 900 goes to at least FL310