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Epic Aircraft
Epic Aircraft
Epic Aircraft
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Epic Aircraft is a general aviation aircraft manufacturer headquartered in Bend, Oregon. The company produces the Epic E1000 AX single engine turboprop design.

Key Information

Founded in 2004, the company initially manufactured and sold kits for the Epic LT. Epic went through bankruptcy in 2009, before being purchased by Russian businessman Vladislav Filev of S7 Airlines in 2012. Filev and his family owned the company through Cyprus-based MVF Key Investments Ltd[2] until 2024, when Tanya Eves purchased a majority share in the company.[3]

In 2013, Epic stopped taking orders for LT kits to concentrate on the certification of the E1000, which is based upon the LT. The E1000's FAA certification was completed in November 2019.[4][5]

History

[edit]
Epic LT experimental single turboprop aircraft
Epic Victory single jet aircraft
Epic Elite twin turbojet aircraft
Epic E1000 single turboprop aircraft

Early years

[edit]

The company was founded by Rick Schrameck, who was experienced in the computer hardware and aviation composites industries, in 2004 in Bend, Oregon due to public incentives, including state loans and grants of US$1.3M. In return for the grants and loans, Epic promised to create 4,000 jobs.[6] [7]

Epic’s first aircraft, the LT, was positioned as a homebuilt kit aircraft, and Schrameck claimed deliveries were estimated to begin by year’s end 2005.[8] The FAA approved the LT as an amateur-built craft in 2006.[9] The same year, the first LT was delivered.[10]

On 5 June 2009, Epic was sued by Blue Sky AvGroup, an Epic customer that had an aircraft under construction at the build center, alleging that Epic had failed to meet its contractual obligations.[6][11][12][13] The case was dismissed in 2013 "without an award of costs, disbursements or attorney’s fees to any party."[14]

In late June 2009, the company dramatically scaled back its operations.[11] The layoffs primarily affected the aircraft's owner-assisted build center,[15] where customers worked on their own kits.[11] Epic was subsequently named as plaintiff in July 2009 in a lawsuit against engine maker Williams International, claiming that the engine maker defaulted on a contract to supply engines for the Epic Victory program.[11]

On 8 August 2009, the company's premises were seized by the building's landlord, Delaware-registered ER1 LLC.[6]

In September 2009, CEO Schrameck was removed by the board of directors from any "managerial or supervisory capacity" with Epic parent company Aircraft Investor Resources,[16][17] and the company entered Chapter 11 bankruptcy.[18]

Due to his actions at Epic, Schrameck was arrested for fraud in March 2015. On 27 March 2015, he pleaded not guilty in US District Court to eight counts of wire fraud, four counts of mail fraud and six counts of money laundering regarding his dealings with Epic and its customers. The case alleged that Schrameck deliberately defrauded customers of more than US$14 million.[14][19] In April 2018, Schrameck pleaded "guilty" to one count of wire fraud. The Department of Justice, US Attorney's Office, District of Oregon stated, "Schrameck gave customers Airframe Purchase Agreements and Aircraft Completion Assistance Agreements that misrepresented how the customers’ funds were being used. Without his customers’ knowledge, Schrameck used the funds for other projects, to complete existing Epic LT aircraft, and to support his own lavish lifestyle."[20][21]

Epic LT owner Doug King filed a motion requesting that the bankruptcy proceedings be moved from Nevada to Bend. That filing included a sworn statement by Chief Financial Officer David Clark, saying that Epic owed its customer builders an estimated US$15 million for parts and that the company had no money to pay those debts.[22]

Reorganization and acquisition by Engineering LLC

[edit]

Following the bankruptcy filing, Epic went up for sale. In an auction on 26 March 2010, the state-owned China Aviation Industry General Aircraft was the highest bidder with a US$4.3 million offer, beating out a bid by the LT Builders Group, a group of seven aircraft owners with incomplete aircraft in the plant. The hearing judge admonished the LT Builders Group for their bid describing it as "pathetic, useless, incompetent, unacceptable, garbage and fiction" but gave the group another chance to improve their position and reserved his decision on the final winner of the auction until 2 April 2010.[23][24][25][26]

On 2 April 2010, the judge issued a judgement ordering China Aviation Industry General Aircraft Co. Ltd. to make an agreement with the LT Builders Group to acquire Epic's assets.[27] The deal came about following public concern about why a state-owned Chinese aerospace company would take interest in Epic, although the primary theories were that the Chinese firm was interested in acquiring Epic's designs or the carbon-fiber composites used in Epic's aircraft.[28] Due to potential concerns, the final deal excluded any defense-related material potentially subject to International Traffic in Arms Regulations from the purchase.[29]

The deal was completed by 11 April 2010, with the LT Builders Group taking control of the company and marketing the Epic LT to North America, while the Chinese company obtained rights to market the Epic LT to the rest of the world.[30][27] The new company intended to reopen the Bend plant for builder-assist construction as well as pursue type certification of the Epic LT, a project which the original company owners had started, but not completed.[30][27]

Doug King became CEO, as an unpaid volunteer in 2010, following the bankruptcy. He was the CEO of the LT Builders Group,[31] and had owned several transaction processing and computer services businesses and had revitalized operations of Syncro Aircraft.[32] King had an incomplete LT in the plant and wanted to get it completed and decided to help get the company turned around and profitable, with an aim of certifying the LT design.[33]

At AirVenture on 31 July 2010 King announced that the company was ready to take orders for the Epic LT kit aircraft at that time and that 11 aircraft were in plant, being completed by their owners.[34]

In November 2011, a Russian, Vladislav Filev, the owner of S7 Airlines, visited the Epic plant. An enthusiastic private pilot, he was looking for his ideal personal aircraft. King took him for a demo flight in an LT and Filev decided to buy the company to pave the way for type certification for the LT.[33]

Filev's company, Engineering LLC,[35] became the owner of Epic in March 2012 for US$200M and announced its certification plans for the LT design. As part of this plan the company entered into negotiations with Cessna in December 2012 to buy the former Columbia Aircraft plant that Cessna then owned in Bend. The company indicated that it expected to hire 40-80 new employees in 2013 as part of the certification effort and to expand kit production.[33][36][37][38]

By October 2014 the company reported that it had 60 orders for the E1000. At that time, the company forecast selling 50 aircraft per year.[39]

E1000 era

[edit]

The company's E1000 single engine turboprop had its first flight on 19 December 2015.[40]

The design encountered a set-back in the summer of 2018 when it was discovered that it was 10 to 20 kn (19 to 37 km/h) slower than its promised cruise speed. The problem was traced to ram air recovery in the engine intake design. This design had been dictated by certification requirements and the engine manufacturer's approval, over the non-certified LT intake design. Redesign and flight testing added six months to the process.[33]

On 31 March 2019 Filev's wife, Natalia Fileva, was killed in the crash of an Epic LT on approach to the Frankfurt Egelsbach Airport. Fileva was one of the wealthiest women in Russia and co-owner of S7 Airlines, with her husband. Her father and the pilot were also killed in the crash.[41] The German Federal Bureau of Aircraft Accident Investigation found in its investigation that on approach, the plane had made a 30–45 degree left-sided bank turn.[42] Kommersant reported that the cause of the crash was pilot error, likely a pilot-induced stall.[43]

The US Federal Aviation Administration awarded the E1000 its type certification in November 2019. The certification effort had been initially estimated by King to take three years and cost US$20M, but took seven years and about US$200M. At the time of certification the company had more than 80 orders for the E1000.[33][5]

After certification the company indicated that it intends to ramp up production to one aircraft every three weeks by the second half of 2020 and earn its production certificate, so each individual aircraft will not require FAA inspection prior to delivery. This will be followed by one aircraft every two weeks by the first half of 2021 and work towards one aircraft a week. The goal is to ultimately produce 50 aircraft per year.[33]

The company announced in May 2020 that the first two E1000s had been delivered to customers.[44] In July 2020, Epic earned FAA production certification for the E1000, allowing the company to build, test, and approve aircraft with less FAA oversight.[45]

That month, the E1000 was named as the winner of Flying magazine's 2020 Innovation Award. Flying's Editor-in-Chief Julie Boatman, noted the aircraft's deliveries started during the COVID-19 pandemic.[46] Plane & Pilot magazine named the E1000 its 2020 plane of the year, citing its powerful engine, range, and design.[47] That December, Epic and ATP, an aircraft software company, announced a partnership for tracking maintenance and distributing technical publications.[48][49][importance?]

In July 2021, the updated E1000 GX received its FAA type certificate, equipped with Garmin's GFC 700 autopilot and a Hartzell 5-blade composite propeller.[50] By the end of July, Epic expanded its service network to three facilities in the United States with a Fort Worth-based maintenance station.[51] By the third quarter of 2021, Epic had delivered six E1000 GX aircraft,[52] with another 4 delivered by the end of fourth quarter.[53] To increase production capacity, Epic hired 175 additional staff between July and December 2021.[54] The company delivered 80 certified planes as of 2024.[1]

Also during 2024, Tanya Eves purchased a majority share in Epic Aircraft.[3]

Epic announced a new model, the E1000 AX, in April 2025.[55] Its new features include autoland technology and autothrottle and other features associated with the Garmin G1000 avionics system.[56]

The E1000 AX model earned FAA certification in July 2025.[57] The next month, Garmin's StormOptix radar received FAA certification to be installed on E1000, E1000 GX, and E1000 AX models.[58]

Products

[edit]
  • The LT is a 6-place kit-built turbo-prop airplane,[59] later replaced by the E1000.[5]
  • The Victory was a proposed single-engine jet project in 2007.[60]
  • The E1000 is a type certified six-place turbo-prop airplane. It is the type-certified, manufactured version of the Epic LT.[5]
  • The Escape was a proposed 92% scaled version of the Epic LT in 2007, with 4 to 6 seats.[61]
  • The Elite was a proposed twin-engine jet project, initially intended as a kit aircraft in 2008.[62]
  • The E1000 GX is a type certified single turbo-prop airplane based on the E1000. The E1000 GX replaced the E1000 as the only product Epic Aircraft is manufacturing.[50]
  • The E1000 AX, with new features, replaced the E1000 GX in April 2025.[63]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Epic Aircraft

View on Grokipedia
from Grokipedia

Epic Aircraft is an American general aviation manufacturer headquartered in Bend, Oregon, specializing in high-performance, all-composite single-engine turboprop aircraft such as the E1000 series.
Founded in 2004, the company initially produced experimental kit-built models like the Epic LT, which integrated turbine engines with advanced carbon fiber construction for superior speed and efficiency.
Epic faced significant early challenges, including a 2010 bankruptcy filing triggered by executive fraud allegations that defrauded customers of millions, leading to asset sales and a restructuring under new ownership by the Filev family, which enabled a pivot to FAA-certified production.
The E1000 achieved FAA type certification in 2019 as the first all-composite single-engine turboprop of its kind, with subsequent variants including the GX in 2021 and AX in 2025, the latter incorporating Garmin Autoland and Autothrottle for enhanced safety.
By September 2025, Epic had delivered its 100th certified E1000, alongside earning a production certificate in 2020 and expansions that grew its workforce beyond 450, solidifying its role in advancing turboprop technology despite ongoing legal disputes over past kit contracts.

History

Founding and Kit Production Era (2004–2008)

Epic Aircraft was founded in 2004 by Fred E. "Rick" Schrameck in Bend, Oregon, with the aim of developing high-performance composite aircraft kits for the experimental amateur-built market. Schrameck, drawing on prior aviation experience, established the company to produce turbine-powered designs that combined advanced materials and avionics in a kit format accessible to private pilots. The company's inaugural product, the Epic LT, debuted in 2004 as a single-engine turboprop kit aircraft featuring a carbon fiber composite airframe, Pratt & Whitney PT6A engine options, and pressurized cabin for six occupants. Kit deliveries commenced in the first quarter of 2005, with buyers receiving quick-build components and assistance programs that included several weeks of on-site training at the Bend facility to accelerate assembly. The LT was marketed for its jet-like performance, including cruise speeds exceeding 300 knots, while remaining under experimental certification rules that allowed owner-builders to customize avionics and interiors. During this period, Epic focused on kit sales and support, producing components for dozens of LT builds and expanding its workforce in Bend to meet demand. By 2008, the company reported record year-to-date sales activity, reflecting strong interest in the LT amid a growing market for turbine kits despite emerging economic pressures. Approximately 50 Epic LT aircraft were ultimately completed under experimental amateur-built rules, with many originating from kits sold in these formative years.

Financial Collapse and Bankruptcy (2009–2011)

In 2009, Epic Aircraft encountered severe financial distress stemming from operational failures, including the inability to deliver engines, propellers, and avionics to customers who had prepaid for kits, resulting in lawsuits such as one filed by Blue Sky Avgroup against Epic Air, LLC, Aircraft Completions Services, and Aircraft Investor Resources. These issues culminated in the appointment of a receiver, Conrad Myers of Myers & Co., by court order to oversee assets, with Epic Air and its affiliates announcing plans to file for bankruptcy within approximately 45 days. On October 16, 2009, Aircraft Completions Services filed for Chapter 7 liquidation bankruptcy, followed by Epic Air, LLC on October 23, 2009, after the company had been locked out of its Bend, Oregon facility by its landlord earlier that year. Creditors submitted claims exceeding $60 million, reflecting liabilities from unfinished kits and unpaid obligations, amid allegations that former CEO Fred "Rick" Schrameck had mismanaged funds by diverting customer payments—totaling over $1.4 million in proven fraud—to unrelated projects and personal uses, effectively operating a Ponzi-like scheme. Schrameck, who was removed as CEO prior to the filings, faced federal wire fraud charges in 2015, pleading guilty in 2018. Bankruptcy proceedings extended into 2010, with a court-supervised auction in Portland on March 26, 2010, where China Aviation Industry General Aircraft Co. Ltd., a subsidiary of state-owned Aviation Industry Corp. of China, emerged as the winning bidder at $4.3 million, outbidding competitors like Harlow Aerostructures. The bid faced immediate challenges from kit owners and creditors, who contested the auction's fairness in court hearings, citing concerns over asset valuation and potential foreign control; an April 7, 2010, agreement allowed limited kit-building resumption in Oregon under AVIC oversight, but disputes persisted. By 2011, the restructuring efforts enabled the delivery of at least two unfinished Epic LT kits to persistent owners, averting total liquidation of those assets, though the company's core operations remained in limbo amid ongoing legal battles and the eventual shift away from the Chinese acquisition toward later ownership changes. The collapse highlighted vulnerabilities in the experimental kit aircraft market, exacerbated by leadership misconduct rather than solely external economic pressures from the 2008 recession.

Russian Acquisition and Restructuring (2012–2019)

In March 2012, Epic Aircraft was acquired by Engineering LLC, a Moscow-based holding company specializing in aviation maintenance, repair, and overhaul (MRO) services and affiliated with Russia's S7 Group. The deal, announced on March 6 and finalized on April 29, injected capital to revive operations after the company's prior bankruptcy, enabling resumption of Epic LT kit production and acceleration of certification efforts for a factory-built turboprop variant. Engineering LLC, owned by S7 Airlines principal Vladislav Filev, viewed the acquisition as an opportunity to leverage Epic's carbon-fiber composite expertise for broader turboprop development, including potential EASA integration given the firm's European approvals. Post-acquisition restructuring emphasized operational expansion and facility upgrades to support both kit assembly and certification testing. In May 2012, Epic relocated to a new 90,000-square-foot manufacturing site in Bend, Oregon, enhancing production capacity for the Epic LT and Escape kits while accommodating engineering for the E1000 program. Staffing grew from around 30 employees, with plans to double headcount to facilitate parallel tracks of kit sales and regulatory compliance work; Filev's funding prioritized FAA type certification of the E1000, a six-seat, single-engine turboprop with a Pratt & Whitney PT6A-67A engine targeting 1,000 shaft horsepower. This period saw sustained kit deliveries, though volumes remained modest, as resources shifted toward verifiable design validations and flight testing to meet Part 23 standards. By late 2019, these investments yielded FAA type certification for the E1000 on November 7, marking the culmination of seven years of iterative redesigns, including enhanced avionics integration and structural reinforcements from the LT base. Concurrently, S7 Group explored reviving Epic's dormant Victory single-engine jet concept as Russia's first serial business jet, signaling ambitions beyond turboprops. The era stabilized Epic financially under Russian stewardship, though geopolitical risks later emerged; no major production disruptions occurred, with focus on empirical testing data over speculative market projections.

FAA Certification and Modern Production (2020–present)

Epic Aircraft initiated certified production of the E1000 single-engine turboprop following its FAA type certification in 2019, with the first two aircraft delivered in early 2020. These initial deliveries marked the transition from experimental kit production to fully certified manufacturing under FAA oversight, enabling commercial operations with enhanced safety and reliability standards. In 2021, the company achieved FAA certification for the E1000 GX variant, incorporating advanced Garmin G1000 NXi avionics and autothrottle systems for improved pilot workload management. This upgrade supported ongoing production ramp-up at the Bend, Oregon facility, where all-composite airframes are constructed using autoclave-cured carbon fiber for structural integrity and performance. By 2023, additional certifications such as Flight Into Known Icing (FIKI) capabilities were granted, expanding operational envelopes for the fleet. Production scaled steadily, culminating in the delivery of the 100th certified E1000-series aircraft in September 2025, achieved within five years of initial shipments. This milestone reflected annual output growth, including 26 deliveries in 2024, with projections for 30 aircraft in 2025 and 36 in 2026. The July 2025 FAA certification of the E1000 AX model, featuring a maximum cruise speed of 333 knots and 1,177-pound full-fuel payload, filled all 2025 production slots and sustained order backlogs into 2026. Manufacturing emphasizes Pratt & Whitney Canada PT6A-67A engines and signature wing designs for stability, positioning Epic as a leader in high-performance turboprops.

Products and Technology

Epic LT Kit Aircraft

The Epic LT is a kit-built, single-engine turboprop aircraft designed for amateur construction and private operation, featuring a carbon-fiber composite airframe for lightweight strength and efficiency. It accommodates one pilot and five passengers in a pressurized cabin with a 6.5 psi differential, enabling operations at altitudes up to 34,000 feet while maintaining a cabin altitude of approximately 6,900 feet at 27,000 feet. Powered by a Pratt & Whitney PT6A-67A turboprop engine rated at 1,200 shaft horsepower with a time between overhaul of 3,300 hours, the low-wing design incorporates an elliptical swept wing with scimitar-shaped leading edges and slotted Fowler flaps for optimized aerodynamics and handling. Development began in 2004 with the prototype's first flight that year, positioning the LT as a high-performance option for builders seeking jet-like speeds in a turboprop package. The kit assembly process utilizes pre-fabricated composite sections, including fuselage halves formed in oversized molds and bonded together, with structural components like main spars certified to withstand 10.5 G loads. Avionics typically feature the Garmin G1000 glass cockpit integrated with an S-TEC IntelliFlight 2100 autopilot and Mid-Continent backup instruments, allowing extensive customization during build.
ParameterValue
Wingspan43 ft (13.1 m)
Wing Area203 sq ft (18.9 m²)
Length36 ft 9 in (11.2 m)
Empty Weight4,400 lb (1,996 kg)
Maximum Takeoff Weight7,500 lb (3,402 kg)
Useful Load3,100 lb (1,406 kg)
Fuel Capacity288 US gal (1,091 L) usable
Maximum Speed325 ktas (602 km/h)
Cruise Speed320 ktas (best power)
Range1,650 nm (with reserves)
Initial Climb Rate4,000 fpm
Service Ceiling34,000 ft (10,363 m)
Glide Ratio17:1 (power off)
The LT delivers a maximum level speed of 325 knots at 28,000 feet and a range supporting 4 to 6 hours of flight with reserves, fueled by its 288-gallon usable capacity. Climb performance reaches 4,000 feet per minute at sea level, tapering to 1,600 fpm at 27,000 feet, with a glide ratio of 17:1 in the event of engine failure. Retractable trailing-link landing gear and efficient wing design contribute to its short-field capabilities and overall versatility for cross-country missions.

Epic E1000 GX and Variants

The Epic E1000 GX is a single-engine turboprop aircraft developed by Epic Aircraft, featuring an all-carbon fiber airframe and seating for six passengers. It is powered by a Pratt & Whitney Canada PT6A-67A engine rated at 1,200 shaft horsepower, enabling a maximum cruise speed of 333 knots true airspeed (ktas) at 28,000 feet. The aircraft maintains a pressurized cabin at 6.6 psi differential, with a service ceiling of 34,000 feet and a fuel capacity of 264 U.S. gallons, supporting a range of approximately 1,650 nautical miles at economy cruise speeds. Epic Aircraft received FAA type certification for the base E1000 model in November 2019, followed by approval for the E1000 GX variant in 2021, which incorporates enhancements such as updated avionics and structural refinements derived from the experimental Epic LT kit plane. Key features of the E1000 GX include the Garmin G1000 NXi integrated flight deck with dual 10-inch primary flight displays, a 12-inch multifunction display, and the GFC 700 autopilot system for automated flight control. The design emphasizes high performance with a climb rate exceeding 4,000 feet per minute and a stall speed of 68 knots indicated airspeed (kias), while adhering to strict manufacturing tolerances for its 587 composite parts. In December 2023, the E1000 GX earned FAA certification for flight into known icing (FIKI), allowing safe operations in adverse weather with de-icing systems. Additional upgrades, such as Garmin's StormOptix weather radar, were certified for the E1000 series including the GX in August 2025, enhancing storm detection capabilities. The E1000 AX represents the latest variant, certified by the FAA on July 21, 2025, introducing over 25 improvements over the GX model, including Garmin autothrottle and autoland systems for enhanced automation and safety. While retaining the core PT6A-67A powerplant and carbon fiber construction, the AX achieves a full-fuel payload of 1,177 pounds and maintains the 333 ktas maximum cruise, with optimizations for greater efficiency and higher-altitude operations up to 34,000 feet. Deliveries of the AX began shortly after certification, positioning it as a direct evolution focused on advanced avionics integration without altering fundamental aerodynamics or engine configuration from the GX.
SpecificationE1000 GX Value
EnginePT6A-67A, 1,200 shp
Max Cruise Speed333 ktas
Range (Economy Cruise)~1,650 nm
Seats6
Cabin Pressure6.6 psi
Service Ceiling34,000 ft
Fuel Capacity264 US gal
No other major variants beyond the E1000, GX, and AX have been produced, with Epic focusing production on these certified models to meet demand for high-speed, pressurized turboprops in the light aircraft segment.

Design Innovations and Engineering

Epic Aircraft's designs emphasize advanced composite materials, particularly carbon fiber, to achieve high strength-to-weight ratios and aerodynamic efficiency. The airframes, such as those in the Epic LT and E1000 series, consist of numerous precisely manufactured composite parts—587 in the E1000 GX alone—built using in-house carbon fiber molds to ensure tight tolerances. This construction method, leveraging six plies of carbon fiber for major components like the fuselage halves, enables a lightweight yet robust structure capable of withstanding certification stresses. Aerodynamic innovations include a cantilever low-wing configuration and optimized wing shaping that minimizes drag while maximizing lift, contributing to cruise speeds exceeding 300 knots true airspeed in the E1000 models. Powered by a Pratt & Whitney Canada PT6A-67A turboprop engine delivering 1,200 shaft horsepower, flat-rated for consistent performance, the aircraft integrate a Hartzell five-blade composite propeller for enhanced efficiency and reduced noise. Cabin pressurization at 6.5 to 6.6 psi differential supports operations up to 31,000 feet, with features like CoolView windows in newer variants blocking over 73% of infrared heat for improved comfort. Engineering advancements extend to avionics and safety systems, incorporating the Garmin G1000 NXi suite with GFC 700 autopilot, autothrottle, and autoland capabilities in the E1000 AX, enabling single-pilot operations with reduced workload. Stall protection includes a stick shaker activating at approximately 80 knots indicated airspeed, augmented by visual and aural warnings and a stick pusher. These elements, derived from a clean-sheet design philosophy, prioritize performance metrics like a 4,000 feet per minute initial climb rate and jet-like speeds without corresponding operating costs. The composite manufacturing process, suited to Bend, Oregon's arid climate, facilitates precise layup and curing, minimizing defects in kit and certified production.

Operations and Leadership

Facilities and Manufacturing in Bend, Oregon

Epic Aircraft's manufacturing operations are centered at its headquarters located at 22590 Nelson Road in Bend, Oregon, adjacent to Bend Municipal Airport (KBDN). The company owns production facilities totaling over 300,000 square feet on a 26-acre site within the Bend Airport Enterprise Zone, including a former Cessna facility acquired in 2012 that spans 204,000 square feet at 22550 Nelson Road. Up to 75,000 square feet of this space remains available for future expansion, supporting scalability in composite fabrication and assembly. The facilities house end-to-end manufacturing for the Epic E1000 series, emphasizing carbon fiber composite construction. Key processes include hand-layup of multiple carbon fiber layers onto molds for airframe components, followed by autoclave curing and precision assembly, which requires specialized training for the workforce. Epic doubled its composite fabrication capacity in recent years through targeted investments, enabling factory-direct production of FAA-certified aircraft. Production commenced in earnest following the issuance of the FAA production certificate in summer 2020, transitioning from kit-based assembly to full factory builds of the E1000 GX and subsequent variants. By early 2025, the facility achieved a production rate exceeding two aircraft per month, with major airframe elements fabricated in-house to maintain quality control and innovation in turboprop design. The Bend operations also integrate engineering, testing, and customer support functions, positioning the site as a hub for Epic's vertically integrated approach to high-performance general aviation manufacturing.

Key Executives and Ownership Structure

Epic Aircraft, LLC operates as a privately held company, with principal ownership vested in Tanya Eves, a Silicon Valley-based investor and aviation executive who acquired a controlling interest in 2024. This structure follows the company's 2012 acquisition by Engineering LLC, a subsidiary linked to Russian interests under Roman Filev, which funded the shift from kit production to FAA-certified manufacturing but retained private ownership without public equity listing. Eves, formerly associated with Russian aviation ventures, now directs strategic oversight as owner and board member, emphasizing U.S.-centric innovation and market expansion amid geopolitical sensitivities affecting prior Russian ties. The executive leadership is headed by Doug King, who has served as President and CEO since 2010, guiding the firm through bankruptcy recovery, E1000 certification in 2019, and production ramp-up to over 100 certified deliveries by September 2025. A former Epic LT kit builder and owner, King maintains operational control over engineering, certification, and manufacturing in Bend, Oregon, with a track record of delivering on performance milestones like the E1000 GX's 2021 certification and the E1000 AX's 2025 approval. Tanya Eves also holds the role of Director of Business Development, leveraging her aerospace investment background to drive sales, partnerships, and global positioning, including presentations at events like TechCrunch Disrupt 2025 alongside King. Financial operations are managed by CFO Henry Boschma, responsible for funding certified production growth targeting 36 aircraft annually. The lean executive structure reflects Epic's focus on technical expertise over expansive bureaucracy, with no publicly detailed board beyond Eves' involvement.

Controversies and Challenges

Fraud Allegations and Executive Convictions

Fred Schrameck II, also known as Rick Schrameck, served as CEO of Epic Aircraft (operating as Epic Air during the relevant period) and oversaw the development and sale of experimental kit aircraft, including the Epic LT model. In March 2015, federal authorities indicted Schrameck on multiple counts, including wire fraud and money laundering, alleging he orchestrated a scheme to defraud customers by misrepresenting the completion status, airworthiness, and delivery timelines of aircraft kits while diverting over $1.4 million in customer payments for personal use and unauthorized purposes. These actions occurred amid Epic's operational struggles, contributing to customer losses exceeding $14 million in undelivered kits by the time of the company's 2009 bankruptcy filing, after which Schrameck had already been removed from his CEO role. On April 23, 2018, Schrameck pleaded guilty in U.S. District Court in Oregon to a single count of wire fraud, acknowledging that between 2006 and 2009 he solicited funds from at least seven customers under false pretenses about aircraft build progress, including claims of near-completion that were not true, and failed to deliver functional aircraft as promised. The U.S. Attorney's Office for the District of Oregon described the scheme as involving deliberate deception to secure payments for experimental aviation projects tied to Epic, with Schrameck facing a statutory maximum of 20 years in prison, a $250,000 fine, and three years of supervised release. Schrameck was subsequently convicted upon his guilty plea and served a prison sentence for the wire fraud offense, as confirmed in post-conviction reporting on Epic's history. No other Epic executives faced federal fraud convictions directly linked to the company's kit sales or operations during this era, though the scandal highlighted broader mismanagement issues that precipitated Epic's Chapter 7 bankruptcy in 2009 and its eventual acquisition by Russian interests in 2010. The case underscored vulnerabilities in the experimental aircraft market, where customer-funded builds rely heavily on builder transparency, but federal prosecutors emphasized Schrameck's intentional misrepresentations as the core violation rather than systemic industry flaws.

Bankruptcy Proceedings and Customer Impacts

In September 2009, Epic Aircraft, along with affiliates Aircraft Completions Services and Aircraft Investor Resources, filed for Chapter 11 bankruptcy protection in Nevada following a lawsuit by parts supplier Blue Sky Avgroup, which prompted the appointment of a receiver to oversee assets, operations, and receivables. The case was transferred to Oregon, where proceedings revealed over $60 million in creditor claims amid operational shutdowns, including an abrupt factory closure in Bend. The bankruptcy shifted toward liquidation, culminating in a two-stage asset auction in Portland in March 2010, where China Aviation Industry General Aircraft Co. Ltd. submitted the winning bid of $4.3 million, outbidding a Kansas firm (Harlow Aerostructures) and a customer-led group (LT Builders). The Chinese bid faced uncertainty due to potential U.S. national security reviews and preferences for domestic revival, leading U.S. Bankruptcy Judge Randall Dunn to approve a compromise allowing customer reclamation of assets instead of full asset transfer. Epic licensed its technology to the Chinese firm for non-North American production, enabling a reorganized Epic Aircraft to resume under customer control. Customers, primarily owners of unfinished Epic LT kits, faced significant disruptions, with approximately 26 partially completed aircraft stalled and deposits totaling millions at risk of forfeiture during the receiver's control and auction process. Individuals like owner Doug King, who had invested $1.75 million in a near-complete aircraft, initiated legal challenges alleging auction irregularities and prioritized collective recovery over personal claims. The resolution permitted affected builders to form the new Epic entity, reclaiming kits and preserving 21 jobs, though deliveries were delayed; the first two aircraft achieved FAA airworthiness certification in March 2011 after 14 weeks of post-bankruptcy work, with full owner completions requiring an additional 8-10 weeks. This customer-driven salvage mitigated total losses but extended timelines for operational aircraft amid economic pressures in Bend, where unemployment exceeded 15%. In 2021, Epic Aircraft became the defendant in a putative class action lawsuit filed by reservation holders for its E1000 aircraft model, known as Hanney et al. v. Epic Aircraft, LLC (Case No. 6:21-cv-01199-MK, U.S. District Court for the District of Oregon). The plaintiffs, who entered reservation agreements as early as 2014—six years prior to FAA certification of the E1000 in 2020—alleged breach of contract and breach of the implied covenant of good faith and fair dealing, primarily over post-certification price increases and delivery terms that deviated from the original agreements. The case involves fewer than 50 class members, each seeking seven-figure damages, and progressed through motions on damages disclosure (denied in May 2023) and class certification findings adopted by the court in May 2024. Epic appealed certain rulings to the Ninth Circuit Court of Appeals in May 2024, keeping the dispute active as of early 2025. Separately, in March 2023, Epic Aircraft initiated litigation against Midwest Trading Group, Inc. (Case No. 1:23-cv-01541, U.S. District Court for the Northern District of Illinois), categorized under other statutory actions but with limited public details on the underlying claims, potentially involving contractual or statutory obligations. This case remains unresolved based on available docket information. Workplace issues at Epic Aircraft, based in Bend, Oregon, have been highlighted in employee reviews on platforms such as Indeed and Glassdoor, where the company holds an average rating of around 3.3 out of 5 from over 50 submissions as of mid-2025. Common complaints include a lack of dedicated HR support for over 400 employees, immature and unprofessional management, rampant gossip, nepotism, and an overall toxic environment marked by negativity and poor communication. Reviews from as recent as August 2025 describe it as the "most toxic work environment" in reviewers' careers, with issues like overwork and favoritism persisting despite decent pay and hours. No formal employee lawsuits alleging discrimination, harassment, or labor violations were identified in public records as of October 2025, suggesting these concerns manifest primarily through anonymous feedback rather than adjudicated claims.

Reception, Achievements, and Market Position

Certifications, Awards, and Performance Milestones

The Epic E1000 received FAA type certification on November 1, 2019, marking the model's entry into certified production with a Pratt & Whitney PT6A-67A engine delivering 1,200 shaft horsepower. This certification validated the aircraft's carbon fiber composite airframe, achieving a maximum cruise speed of 325 knots true airspeed (KTAS), a range of 1,385 nautical miles (nm), and a service ceiling of 34,000 feet. The E1000 GX variant followed with FAA type certification on July 19, 2021, incorporating Garmin G1000 NXi avionics and an increased maximum cruise speed of 333 KTAS, along with a 1,650 nm range option. Subsequent approvals enhanced operational capabilities, including Flight into Known Icing (FIKI) certification for the E1000 GX on December 7, 2023, enabling certified operations in icing conditions with minimal airframe modifications. The E1000 AX model achieved FAA type certification on July 21, 2025, integrating Garmin Autoland, autothrottle, and over 25 enhancements for improved speed, range (up to 1,560 nm with full payload), and safety, with initial deliveries commencing immediately. Additional system-level certifications include FAA approval for Garmin StormOptix weather radar integration across the E1000 fleet on August 1, 2025. Epic Aircraft's models have garnered industry recognition for engineering and performance. The E1000 earned Flying Magazine's Editors' Choice Award in 2019 and the 2020 Innovation Award for its combination of power, efficiency, and advanced composites in a single-engine turboprop. In 2023, Epic received the Oregon Business Innovation Award for manufacturing excellence in aerospace. The E1000 GX was named the "Coolest Thing Made in Oregon" in 2024 by Oregon Business and Industry, highlighting its role in regional advanced manufacturing. Performance milestones underscore the aircraft's operational maturity, with Epic reaching its 100th certified delivery on September 19, 2025, spanning E1000, GX, and AX variants over five years of production. The E1000 series demonstrates class-leading metrics, including a 333 KTAS maximum cruise, 1,177-pound useful load, and climb rates exceeding 4,000 feet per minute, positioning it as the fastest certified pressurized single-engine turboprop. These attributes support extended missions, such as 1,560 nm range at full payload, without reliance on unverified records but confirmed through certified specifications and flight testing.

Criticisms from Industry and Customers

Customers who had placed deposits for experimental Epic LT kits prior to the company's 2009 bankruptcy filing suffered substantial financial losses, totaling more than $14 million in unrefunded payments as the firm ceased operations and entered Chapter 11 proceedings. This event, precipitated by management irregularities including fraud convictions of executives, eroded trust among early buyers and highlighted risks in dealing with a startup manufacturer lacking financial stability. The E1000's path to FAA type certification, spanning nearly two decades from initial development, involved repeated delays attributed to regulatory hurdles, supply chain disruptions, and internal redesigns; for instance, projected certification slipped from early 2017 to October 2019. Initial deliveries, planned post-certification, were further postponed into 2020 due to COVID-19 impacts, frustrating prospective owners who had committed funds years earlier. In a 2021 class action lawsuit (Hanney et al. v. Epic Aircraft, LLC), up to 50 customers who paid deposits starting in 2014 for the E1000—locking in base prices of $2.75 million to $3.25 million—alleged breach of contract after Epic discontinued the model in 2020 and introduced the E1000 GX at $3.85 million, imposing hikes exceeding $635,000 per aircraft. Plaintiffs contended the new variant was substantively identical, using the upgrade as a pretext to renege on pricing agreements, with the case certified for class treatment by a federal court in Eugene, Oregon, and upheld by the 9th Circuit in July 2024; affected buyers seek compensatory damages up to $1.1 million each plus punitive awards. Industry analysts have critiqued Epic's operational volatility, including multiple ownership changes and near-failures, as fostering uncertainty over sustained parts supply and service for composite airframes requiring specialized maintenance. While post-2010 stabilization under new management mitigated some risks, the firm's history has prompted caution among operators prioritizing manufacturer longevity over performance specs.

Economic Impact and Resilience in Private Aviation

Epic Aircraft's operations in Bend, Oregon, have contributed to the local economy through high-skilled manufacturing jobs and stimulation of the regional aviation cluster. As one of the top 20 employers in Central Oregon, the company supports approximately 350 positions, fostering employment in advanced composites fabrication, assembly, and engineering for its carbon-fiber turboprop aircraft. This presence has helped position Bend as an emerging hub for general aviation businesses, drawing suppliers and related firms while leveraging the area's proximity to testing facilities and skilled workforce. Annual revenue estimates around $19 million in 2024 underscore its scale in producing premium single-engine turboprops like the E1000 series, which retail for several million dollars each and appeal to private owners seeking high-performance alternatives to piston aircraft. In the broader private aviation sector, Epic's innovations—such as the E1000 GX's advanced avionics and the E1000 AX's integration of Garmin Autoland—enhance efficiency and safety, potentially reducing operational costs for owners compared to twin-engine or jet alternatives. The company's E1000 GX model was recognized as the "Coolest Thing Made in Oregon" in 2024, highlighting its role in elevating Oregon's manufacturing profile within a general aviation market projected to grow from $31.9 billion in 2024 at a 6.1% CAGR through 2034. By delivering certified aircraft with speeds exceeding 300 knots and pressurized cabins, Epic addresses demand for versatile, owner-flown platforms that support business travel and personal use, indirectly bolstering ancillary services like maintenance and fuel supply chains. Epic has demonstrated resilience amid private aviation's volatility, including supply disruptions and certification hurdles, by rebounding from a 2009 bankruptcy through customer-led salvage and subsequent acquisitions. Despite early fraud allegations and ownership transitions—including a 2012 purchase by a Russian entity that faced U.S. sanctions scrutiny—the firm resumed production, achieving FAA certification for the E1000 in 2019 and delivering its 100th certified aircraft in September 2025. This milestone reflects adaptive strategies, such as pivoting to domestic supply chains and incorporating post-pandemic features like enhanced cockpit barriers, enabling sustained output even as global events challenged smaller manufacturers.

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