This article is based on the preliminary investigation report released by the National Transportation Safety Board (NTSB) regarding the incident involving N98FK.

NTSB Preliminary Report Reveals Altitude Deviation in Fatal Epic E1000 Crash

The National Transportation Safety Board (NTSB) has released its preliminary report regarding the fatal crash of an Epic E1000 turboprop near Steamboat Springs, Colorado. The accident, which occurred on February 13, 2026, claimed the lives of the pilot and three passengers. The investigation’s initial findings suggest the aircraft was flying a stable descent profile but was operating below the required minimum altitude for that segment of the approach prior to impacting terrain.

This incident marks a significant event in general aviation as it appears to be the first fatal hull loss involving the certified production model of the Epic E1000. Previous accidents involving this airframe type were limited to the experimental “LT” kit-built versions. While the preliminary report offers factual data gathered shortly after the accident, it does not yet determine a probable cause, a conclusion that typically requires 12 to 24 months of analysis.

Flight Trajectory and Impact Details

According to the NTSB, the flight originated in Nashville, Tennessee, and made a scheduled fuel stop at Kansas City Charles B. Wheeler Downtown Airport (KMKC) before departing for Bob Adams Airport (KSBS) in Steamboat Springs. The aircraft, registered as N98FK, was conducting an Instrument Flight Rules (IFR) approach to Runway 32 shortly after midnight local time.

Altitude Discrepancies

Flight track data recovered by investigators indicates that the aircraft was established on the RNAV (GPS)-Z approach. However, the data reveals a critical deviation from the published approach procedures. The report notes that the aircraft crossed the waypoint WDCHK at approximately 9,025 feet Mean Sea Level (MSL).

For this specific segment of the approach, the published Minimum Descent Altitude (MDA) is 9,100 feet MSL. The aircraft was roughly 75 feet below the required floor for that sector. The descent rate was recorded as steady, approximately 1,000 feet per minute, with no sudden maneuvers or distress calls transmitted by the pilot, suggesting a controlled flight profile up until the moment of impact.

Collision with Terrain

The aircraft impacted the south-facing slope of Emerald Mountain (also known locally as Quarry Mountain) at an elevation of approximately 8,250 feet MSL. The mountain, located about three nautical miles south of the destination airport, has a summit elevation between 8,200 and 8,300 feet. The impact point suggests the aircraft did not level off at the required altitude to clear the terrain obstacles in the final approach path.

Operational Environment and Infrastructure

The investigation has highlighted several environmental and infrastructural factors that may have complicated the night approach into the mountainous region.

Compromised Visual Aids

At the time of the accident, Notices to Air Missions (NOTAMs) indicated that critical visual landing aids for Runway 32 were out of service. Specifically, the Runway End Identifier Lights (REILs) and the Precision Approach Path Indicator (PAPI) were inoperative. The PAPI system is particularly vital for night operations in mountainous terrain, as it provides pilots with visual vertical guidance to ensure they remain on a safe glide path clear of obstacles.

Weather Conditions

Meteorological reports from the time of the crash indicate that conditions were technically Visual Flight Rules (VFR), though visibility was variable due to cloud layers. Visibility was reported between 5 and 10 statute miles. The NTSB noted scattered clouds at 500 feet Above Ground Level (AGL), broken layers between 2,400 and 2,600 feet AGL, and an overcast layer at 4,100 feet AGL. Winds were reported as light and variable.

Aircraft and Victim Identification

The aircraft involved was a 2024 model Epic E1000, a high-performance single-engine turboprop powered by a Pratt & Whitney PT6A-67A engine. It was equipped with the Garmin G1000 NXi avionics suite, a modern system that typically includes synthetic vision and terrain awareness capabilities.

Local authorities in Routt County identified the four victims as residents of the Franklin, Tennessee area. They included the pilot and owner, Aaron Stokes (47), his son Jakson Stokes (21), his nephew Colin Stokes (21), and family friend Austin Huskey (37). There were no survivors.

AirPro News Analysis

The Risks of Night Approaches in Mountainous Terrain

While the NTSB has not yet assigned cause, the factual evidence presented in the preliminary report aligns with the profile of a Controlled Flight Into Terrain (CFIT) event. In CFIT accidents, a mechanically sound aircraft is flown inadvertently into the ground, often due to a loss of situational awareness.

The absence of the PAPI system is a critical detail. Without visual vertical guidance, pilots flying at night into “black hole” conditions, where few ground lights exist to provide depth perception, must rely strictly on their altimeters and approach charts. The “step-down” nature of the approach into Steamboat Springs requires precise adherence to altitude floors at specific waypoints. The data showing the aircraft below the MDA at the WDCHK waypoint suggests a possible premature descent or a failure to level off, a common precursor to CFIT in complex terrain.

Frequently Asked Questions

What is a Preliminary Report?
A preliminary report is an initial release of factual information gathered by the NTSB shortly after an accident. It details the “what” and “where” but does not analyze the “why.” It does not determine probable cause.

When will the final report be released?
The NTSB typically takes between 12 and 24 months to complete a full investigation and issue a final report with a probable cause determination.

Was the aircraft equipped with terrain warning systems?
Yes, the Epic E1000 is equipped with the Garmin G1000 NXi suite, which includes terrain awareness features. Investigators will likely analyze why these systems did not prevent the collision, or if the warnings were not perceived.

Sources

• NTSB Preliminary Report
• Federal Aviation Administration (FAA)
• Routt County Sheriff’s Office