CEN26FA115 · Epic E1000

On February 13, 2026, about 0019 mountain standard time, an Epic E1000 airplane, N98FK, was substantially damaged when it was involved in an accident near Steamboat Springs, Colorado. The pilot and three passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to on-board data collected at the accident site, the airplane departed from John C. Tune Airport (JWN), Nashville, Tennessee, about 1910 central standard time to Steamboat Springs Airport/Bob Adams Field (SBS), Steamboat Springs, Colorado, with a fuel stop in Kansas City Downtown Airport-Wheeler Field (MKC), Kansas City, Missouri. The airplane landed at MKC about 2053, was refueled, and departed to SBS about 2303. According to preliminary air traffic control data, the pilot was given vectors to TILLI, which is the initial approach fix for both the RNAV Z RWY 32 approach and the RNAV – E approach to SBS. The controller cleared the pilot for the RNAV approach to SBS. The pilot acknowledged the clearance but replied, “RNAV 32 to Steamboat Springs.” The controller approved a frequency change to the SBS common traffic advisory frequency to which the pilot acknowledged. No further communications were received from the pilot. An Alert Notice was issued, and a subsequent search for the wreckage was initiated. The wreckage was located in mountainous terrain about 3 miles south of SBS at an elevation of about 8,200 ft mean sea level (msl). A ground scar was found about 80 ft south of the main wreckage at an elevation of about 8,175 ft msl. The mountain peak is about 8,250 ft msl. The initial impact ground scars were aligned on an estimated 340° true heading. An odor consistent with jet fuel was present at the scene. Postaccident examination of the engine and airframe found no preimpact anomalies that would have precluded normal operation. According to the Garmin G1000 data, the engine was producing about 1,700 propeller rpm (Np) and 92% gas generator speed (Ng). All recorded engine parameters were consistent with normal engine operation at the time of the accident. About 100 gallons of fuel remained at the time of the accident. The waypoints in the data were consistent with the RNAV Z RWY 32 approach. The minimum descent altitude for the approach is 9,100 ft msl. The last recorded altitude for the airplane was 8,221 ft msl, and the airplane’s autopilot was engaged. The RNAV Z 32 approach plate lists that the approach, both the circling and straight-in to runway 32, is not authorized at night. Additionally, the approach plate lists “Visual Segment – Obstacles.” A review of SBS meteorological aerodrome reports revealed a report issued four minutes before the accident. At 0015, the wind was calm, visibility was 10 statute miles, and scattered clouds were reported 500 ft above ground level (agl), broken clouds 1,600 ft agl, and overcast clouds 2,400 ft agl. Data from FAA weather cameras installed at SBS was collected for further review. According to FAA airman and operator records, the pilot held a commercial pilot certificate for airplane single-engine land with an instrument rating. He was issued a first-class medical certificate on October 22, 2025, and on the medical application, the airman reported 1,150 total flight hours. At the time of the accident, there were no Notice to Airmen (NOTAMs) issued for SBS. The wreckage was retained for further examination.

Verbatim NTSB factual narrative from the NTSB dataset