Epic E1000 Crash Near Steamboat Springs During RNAV Approach (N98FK) — February 13, 2026

On February 13, 2026, at about 00:19 local time, an Epic E1000 (registration N98FK) crashed in mountainous terrain near Steamboat Springs, Colorado, resulting in four fatalities. The airplane was operated as a Part 91 personal flight and was substantially damaged. Federal investigators reported that the aircraft was being vectored for an RNAV approach into Steamboat Springs Airport/Bob Adams Field (SBS) and that no further communications were received after a frequency change was approved. :contentReference[oaicite:0]{index=0}

Accident Summary

What Happened

According to on-board data summarized in the NTSB preliminary report, the flight departed John C. Tune Airport (JWN) in Nashville at about 19:10 CST, made a fuel stop at Kansas City Downtown Airport–Wheeler Field (MKC) (landing about 20:53 and departing about 23:03), and continued to Steamboat Springs (SBS). :contentReference[oaicite:1]{index=1}

Preliminary air traffic control information indicates the pilot was vectored to TILLI (the initial approach fix for RNAV approaches at SBS), cleared for an RNAV approach, and acknowledged with “RNAV 32 to Steamboat Springs.” A frequency change to the SBS common traffic advisory frequency was approved and acknowledged; no further communications were received, and an Alert Notice was issued. :contentReference[oaicite:2]{index=2}

Approach, Terrain, and Altitude Information

The wreckage was located in mountainous terrain about 3 miles south of SBS at an elevation of about 8,200 feet msl, with initial ground scars around 8,175 feet msl; nearby terrain included a mountain peak around 8,250 feet msl. Initial impact scars were aligned on an estimated 340° true heading. :contentReference[oaicite:3]{index=3}

The NTSB preliminary report states that recorded waypoints were consistent with the RNAV Z RWY 32 approach. The minimum descent altitude for the approach is listed as 9,100 feet msl, while the last recorded altitude for the airplane was 8,221 feet msl, with the autopilot engaged. :contentReference[oaicite:4]{index=4}

The RNAV Z RWY 32 approach plate also lists that the approach (including circling and straight-in to runway 32) is not authorized at night, and includes a note regarding “Visual Segment – Obstacles.” :contentReference[oaicite:5]{index=5}

Weather and Airport Lighting NOTAMs

An SBS weather report issued four minutes before the accident (00:15 local) indicated calm wind, 10 statute miles visibility, scattered clouds at 500 feet agl, broken clouds at 1,600 feet agl, and overcast clouds at 2,400 feet agl. FAA weather camera data from SBS was collected for review. :contentReference[oaicite:6]{index=6}

The preliminary report also notes two NOTAMs at the time of the accident: runway 32 REIL lights unusable and runway 32 PAPI lights unusable. :contentReference[oaicite:7]{index=7}

Aircraft Performance and Preliminary Engine Findings

According to Garmin G1000 data summarized in the preliminary report, the engine was producing about 1,700 propeller rpm and 92% gas generator speed, with recorded engine parameters described as consistent with normal engine operation at the time of the accident. The report further notes approximately 100 gallons of fuel remained at the time of the accident. :contentReference[oaicite:8]{index=8}

Post-accident examination of the engine and airframe described in the preliminary report found no preimpact anomalies that would have precluded normal operation, and the wreckage was retained for further examination. :contentReference[oaicite:9]{index=9} :contentReference[oaicite:10]{index=10}

Accident Investigation

The NTSB preliminary report reflects an early-stage investigation and is subject to change. In accidents involving IFR arrival in mountainous terrain at night, investigators commonly develop the factual record across multiple workstreams, including the sequence of ATC clearances and acknowledgments, avionics/autopilot modes, aircraft energy management and altitude profile relative to published minima, and the influence of environmental factors and airport lighting conditions.

For readers unfamiliar with how federal aviation investigations proceed—particularly evidence preservation, data recovery, and staged public reporting—see our overview of the NTSB investigation process.

Operational and Regulatory Issues

The preliminary report identifies several operational factors that investigators commonly evaluate in similar events, including the published approach limitations (including night authorization restrictions), terrain and obstacle considerations on the visual segment, and the status of runway visual guidance systems noted by NOTAMs. :contentReference[oaicite:11]{index=11} :contentReference[oaicite:12]{index=12}

It also reflects that the flight was conducted under IFR and that the last recorded altitude was below the published minimum descent altitude identified for the RNAV Z RWY 32 procedure, with the autopilot engaged. :contentReference[oaicite:13]{index=13}

Aviation Accident Litigation

Fatal accidents during instrument arrivals can involve complex technical and regulatory questions, including avionics/autopilot integration, flight planning and operational decision-making, airport procedure design, and the role of NOTAMs and visual guidance systems. A general overview of how these matters are evaluated is provided in our discussion of aviation accident litigation.

Examples of aviation accident matters involving technical causation and multi-party liability questions are summarized on our Representative Aviation Matters page.

For context regarding reported outcomes in aviation-related disputes, see Selected Aviation Verdicts & Settlements.

Broader observations regarding recurring issues in reported aviation accident litigation are discussed in Aviation Crash Litigation: Common Patterns in Reported Cases.