The Manufacturer's Vision
Epic Aircraft founder Rick Schrameck conceived the Escape in 2007 as part of an ambitious family of high-performance turbine aircraft that would revolutionize the experimental market. The company, established in 2004 in Bend, Oregon, had already gained attention with its Epic LT turboprop kit, and Schrameck envisioned the Escape as a faster, more compact variant that would appeal to pilots seeking maximum performance in a smaller package.
The Escape represented a 92% scaled-down version of the six-seat Epic LT, optimized through wind tunnel testing to achieve what the company claimed would be a remarkable 365-knot top cruise speed and 300-knot economy cruise. This performance target positioned the aircraft well ahead of competing turboprops in its class, promising to deliver very light jet speeds with turboprop efficiency.
Technical Innovation
At the heart of the Escape's design was the proven Honeywell TPE331-12 turboprop engine, delivering 1,000 shaft horsepower through a Hartzell propeller. The TPE331 series, in continuous production since 1958 with more than 17,000 units manufactured, brought exceptional reliability backed by over 100 million flight hours across various aircraft types. The engine's modular design promised easier maintenance for kit builders compared to competing powerplants.
The aircraft featured an all-composite airframe construction, following Epic's established expertise in advanced materials. The luxury interior included reclining leather seats and wood trim appointments, positioning the Escape as a premium offering that combined high performance with executive comfort. The sophisticated design incorporated advanced avionics systems, maintaining the technological edge that Epic had established with the LT.
Brief Flight History
The sole customer-built Escape prototype made its maiden flight on April 9, 2009, piloted during the initial test program that accumulated approximately 48 flight hours. The aircraft made its public debut at the Sun 'n Fun airshow in 2009, where it was displayed alongside Epic's other experimental designs as evidence of the company's expanding product line.
Despite the successful first flight and promising performance characteristics, the Escape's development was cut short by Epic Aircraft's financial difficulties. The company filed for bankruptcy in 2009, facing mounting certification delays and costly legal disputes, including litigation with Farnborough Aircraft over the Kestrel turboprop program.
Corporate Upheaval and Legacy
Epic Aircraft's bankruptcy effectively ended the Escape program before it could reach full production status. The company's ambitious plans for multiple turbine kit aircraft proved unsustainable amid the challenges of bringing experimental designs to market while simultaneously pursuing certified aircraft development.
Russian businessman Vladislav Filev, owner of S7 Airlines, acquired Epic Aircraft in 2012 through his Cyprus-based investment company MVF Key Investments Ltd. Under new ownership, Epic shifted focus entirely to certified aircraft production, abandoning the experimental kit market that had included the Escape, Victory jet, and other proposed designs.
The company's strategic pivot proved successful with the Epic E1000, which achieved certification and began deliveries in May 2020. By 2024, Epic had delivered 80 E1000 aircraft, validating the market for high-performance certified turboprops while leaving the experimental Escape as a footnote in the company's evolution.
Current Status
Today, Epic Aircraft continues operations as Epic Aircraft, LLC, headquartered at 22590 Nelson Road in Bend, Oregon. Following another ownership change in 2024 when Tanya Eves acquired a majority stake, the company focuses exclusively on the certified E1000 AX variant, which received certification in March 2025.
No Epic Escape aircraft remain in active service, and the single prototype's current status is unknown. The aircraft serves as a reminder of the ambitious experimental aviation projects of the mid-2000s, when advancing composite technology and available turbine engines seemed to promise a new generation of high-performance kit aircraft that ultimately proved economically unviable for most manufacturers.