Overview
On February 13, 2026, at about 0019 mountain standard time, an Epic E1000 airplane, registration N98FK, was substantially damaged in an accident near Steamboat Springs, Colorado. The pilot and three passengers were fatally injured. The aircraft was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Flight History
The flight originated from John C. Tune Airport (JWN) in Nashville, Tennessee, around 1910 central standard time, destined for Steamboat Springs Airport/Bob Adams Field (SBS) in Colorado. The pilot made a fuel stop at Kansas City Downtown Airport-Wheeler Field (MKC) in Kansas City, Missouri, landing at about 2053. After refueling, the aircraft departed MKC for SBS at about 2303.
Accident Sequence
According to preliminary air traffic control data, the pilot received vectors to TILLI, 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, and the pilot acknowledged, replying “RNAV 32 to Steamboat Springs.” The controller approved a frequency change to the SBS common traffic advisory frequency, which the pilot acknowledged. No further communications were received from the pilot. An Alert Notice was issued, and a 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 in the area is about 8,250 ft msl. Initial impact ground scars were aligned on an estimated 340° true heading. An odor consistent with jet fuel was present at the scene.
Aircraft and Pilot Information
Postaccident examination of the engine and airframe revealed no preimpact anomalies that would have precluded normal operation. According to 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 operation at the time of the accident. About 100 gallons of fuel remained. 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 autopilot was engaged.
The RNAV Z 32 approach plate indicates that the approach, both circling and straight-in to runway 32, is not authorized at night. Additionally, the approach plate lists “Visual Segment – Obstacles.”
According to FAA 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 reported 1,150 total flight hours on the medical application.
Weather
A meteorological aerodrome report issued four minutes before the accident, at 0015, recorded wind calm, visibility 10 statute miles, scattered clouds at 500 ft above ground level (agl), broken clouds at 1,600 ft agl, and overcast clouds at 2,400 ft agl. Data from FAA weather cameras installed at SBS was collected for further review.
Examination
At the time of the accident, there were no Notice to Airmen (NOTAMs) issued for SBS. The wreckage was retained for further examination.