Regulations & Safety
NTSB Releases Preliminary Report on Montana Robinson R66 Helicopter Crash
NTSB issues initial findings on fatal Montana Robinson R66 helicopter crash, detailing flight events and ongoing investigations.
The National Transportation Safety Board (NTSB) has issued its preliminary report concerning the fatal crash of a Robinson R66 helicopter on October 22, 2025, near Ekalaka, Montana. The accident, which occurred under dusk conditions, tragically claimed the lives of the pilot and three passengers. This initial document lays out the foundational facts gathered by investigators at the scene and through early interviews, serving as the first step in a long and meticulous process to determine the cause. It is a stark and factual account of the flight’s final moments, the condition of the aircraft, and the circumstances surrounding the event.
Preliminary reports are a standard and crucial part of any aviation accident investigation. Their purpose is not to assign blame or pinpoint a definitive cause but to establish a public, factual record of what is known so far. This information allows the aviation community and the public to understand the basic sequence of events while the NTSB, in collaboration with parties like the Federal Aviation Administration (FAA) and the aircraft manufacturer, delves deeper into the mechanical, operational, and human factors involved. The details within this report on the Montana crash, while not conclusive, provide critical direction for the ongoing investigation.
The flight in question, operating under personal use regulations, was not an isolated journey. The Robinson R66 was flying in tandem with a Cessna 182, having departed from a private ranch. This two-aircraft formation adds a unique dimension to the investigation, providing a direct aerial witness to the helicopter’s flight path just before the accident. The coordination between the two pilots and the subsequent loss of contact are key elements outlined in the NTSB’s initial summary, setting the stage for a complex analysis of the moments leading up to the tragic event.
According to the NTSB’s report, the accident flight began at approximately 18:18 mountain daylight time. The pilot of the Robinson R66, registration N67GA, communicated an intention to fly over the scenic Chalk Buttes on the way to Ekalaka Airport (97M). The pilot of the accompanying Cessna 182 observed the helicopter maneuvering through a gap in the rock formations. Shortly after, the helicopter fell back, and the Cessna pilot lost visual sight of it. This was the last time the aircraft was seen intact by the accompanying pilot.
The timeline of events becomes critical in the minute that followed. After losing visual contact, the Cessna pilot noted that the helicopter also disappeared from the aircraft’s Automatic Dependent Surveillance–Broadcast (ADS-B) display, a system that tracks aircraft positions. Repeated attempts to establish radio communication with the helicopter pilot were unsuccessful. This sudden and complete loss of all forms of contact signaled a serious and immediate problem, prompting the sequence of events that would ultimately lead to the discovery of the wreckage.
A crucial piece of information in the preliminary report comes from a ground-based witness located approximately three-quarters of a mile from the accident site. The witness reported hearing both the helicopter and the airplane overhead. They observed the R66 flying low over the Buttes before it began to gain altitude. It was at this moment that the witness saw something separate from the helicopter. Immediately after, the aircraft descended out of the witness’s line of sight. This testimony provides a significant focal point for investigators as they analyze the wreckage for evidence of an in-flight structural failure or departure of a component.
A witness, located about 3/4 of a mile from the accident site, reported hearing the helicopter and airplane overhead. She observed the helicopter flying low over the Buttes, then begin to gain altitude. At this point, she saw something come off the helicopter, after which it descended out of her line of sight.
The helicopter wreckage was located in an open field next to a wooded area within the Chalk Buttes, at an elevation of 3,779 feet. The NTSB report describes the aircraft as substantially damaged upon impact. The distribution of debris is a critical element for investigators, as it helps reconstruct the accident sequence. A scattered debris field can indicate an in-flight breakup, while a more contained site might suggest an impact with structural integrity largely intact.
The wreckage debris area was measured to be approximately 300 feet wide by 300 feet long. This dimension is significant and will be carefully mapped and analyzed. The report specifies that fragments found within this area included Plexiglass, aircraft doors, the tail rotor driveshaft cover, stabilizers, the tail rotor itself, and the pilot’s side GPS mount. The identification of these specific parts, particularly flight control and structural components, will be central to determining what object the witness may have seen separating from the aircraft. The aircraft involved was a Robinson Helicopter Co. R66 model with registration N67GA. While this was a personal flight conducted under Title 14 Code of Federal Regulations Part 91, the helicopter held operating certificates for rotorcraft external load operations and agricultural aircraft applications. This information provides background on the aircraft’s certified capabilities but does not imply it was engaged in such activities at the time of the accident. The investigation will include a thorough review of the aircraft’s maintenance records and history.
The NTSB has taken the lead on this investigation, with Joshua Cawthra serving as the Investigator in Charge. In line with standard procedure for major aviation accidents, the NTSB is working with several other organizations. These include the FAA, which oversees civil aviation safety; Rolls Royce, the manufacturer of the R66’s engine; and the Robinson Helicopter Company, the manufacturer of the airframe. This collaborative approach ensures that expertise from all relevant fields is brought to bear on the analysis of the accident.
It is important to reiterate that this report is only the first step. The information is preliminary and subject to change as more evidence is collected and analyzed. The next phases of the investigation will involve a detailed examination of the recovered wreckage, a forensic analysis of the engine and flight control systems, and a review of the pilot’s records, training, and medical history. The witness account of a separating object will undoubtedly lead to a focused inspection of the airframe’s structural integrity and all major components.
The report also provides important context regarding the environmental conditions at the time of the crash. The flight was operating in Visual Meteorological Conditions (VMC), with clear skies and 10 miles of visibility. The accident occurred at dusk, a time of changing light that can present challenges for pilots. However, the initial data does not suggest that adverse weather was a contributing factor. No flight plan was filed for the personal flight, which is not unusual for operations conducted under VMC.
The preliminary report on the crash of N67GA provides a factual but somber outline of a tragic event. It confirms the date, location, and devastating loss of four lives. Key takeaways from this initial phase include the tandem flight with a Cessna 182, the sudden loss of electronic and radio contact, and the powerful eyewitness testimony of an object separating from the helicopter just before the crash. The documented debris field, containing pieces of the cabin and tail assembly, gives investigators a clear path for further forensic examination.
As the NTSB and its partners continue their work, the aviation community awaits a final report that will provide a probable cause. This process is methodical and can take a year or more to complete. The ultimate goal is not only to understand what happened on October 22 but to identify safety lessons and issue recommendations that can help prevent similar accidents in the future. For now, the preliminary findings serve as a critical, fact-based foundation for the comprehensive investigation that lies ahead.
Question: What is the purpose of an NTSB preliminary report? Question: What helicopter model was involved in the crash? Question: Who is investigating the crash?
NTSB Releases Initial Findings on Fatal Montana Helicopters Crash
Unpacking the Preliminary Findings
The Final Moments of Flight N67GA
The Scene of the Accident
The Investigation and Surrounding Conditions
The Path Forward for the Investigation
Awaiting a Final Determination
FAQ
Answer: An NTSB preliminary report provides an initial summary of the facts discovered shortly after an accident. It is not intended to state a probable cause but to establish a public record of the event while the full investigation continues.
Answer: The aircraft was a Robinson Helicopter Co. R66, with registration N67GA, as detailed in the NTSB’s report.
Answer: The National Transportation Safety Board (NTSB) is the lead investigative agency. It is being assisted by the Federal Aviation Administration (FAA), Robinson Helicopter Company, and Rolls Royce.
Sources
Photo Credit: NTSB
Regulations & Safety
NJASAP Supports H.R. 7148 Enhancing FAA Funding and Aviation Safety
NJASAP applauds H.R. 7148 for securing FAA funding, staffing increases, and infrastructure upgrades to strengthen U.S. aviation safety and stability.
This article is based on an official press release from the NetJets Association of Shared Aircraft Pilots (NJASAP).
The NetJets Association of Shared Aircraft Pilots (NJASAP), the independent labor union representing more than 3,700 pilots who fly for NetJets Aviation, Inc., has issued a formal statement applauding the enactment of the Consolidated Appropriations Act, 2026 (H.R. 7148). Signed into law by the President on February 3, 2026, the legislation secures full-year funding for the federal government, averting the operational risks associated with government shutdowns.
According to the union’s statement, the passage of H.R. 7148 represents a critical victory for the stability of the National Airspace System (NAS). NJASAP leadership highlighted that the bill not only ensures continuous operation of essential agencies but also directs significant resources toward modernizing avionics infrastructure and addressing long-standing staffing shortages at the Federal Aviation Administration (FAA).
A primary focus of the NJASAP’s praise centers on the specific financial allocations designed to bolster the FAA’s operational capacity. The union noted that the legislation provides $13.71 billion for FAA operations, a figure intended to stabilize the agency’s day-to-day functions.
In its release, NJASAP emphasized the importance of the bill’s provisions for workforce expansion. The legislation funds the hiring of approximately 2,500 new air traffic controllers. This surge in staffing is aimed at mitigating the persistent shortages that have strained the air traffic control system, contributed to delays, and reduced safety margins across the network.
Additionally, the bill allocates resources for 54 additional aviation safety inspectors. NJASAP views these hires as essential for maintaining rigorous oversight within the industry.
Beyond operational staffing, the union highlighted the bill’s investment in physical and technological infrastructure. The Consolidated Appropriations Act allocates $4 billion to the Airport Improvement Program (AIP). According to the press release, these funds are designated for replacing aging radar systems and telecommunications infrastructure, as well as upgrading navigation and surveillance systems.
The union also drew attention to a $100 million allocation for the FAA Office of Aerospace Medicine. This funding is targeted at modernizing technology systems to reduce the backlog in pilot medical certifications, a bureaucratic bottleneck that has historically kept qualified pilots grounded for extended periods. On the policy front, NJASAP celebrated the inclusion of language explicitly prohibiting the privatization of the U.S. air traffic control system. The union has long opposed privatization efforts, arguing that the NAS must remain a public asset accountable to safety standards rather than profit motives.
Capt. Pedro Leroux, President of NJASAP, commented on the significance of the legislation in the official release:
“Congress has taken a decisive step to protect the safety and continuity of the National Airspace System by passing a full-year appropriation that prioritizes modernization, staffing and FAA readiness. As professional aviators who rely on these systems every day, we commend lawmakers for recognizing that airspace safety and stability are not optional, but are fundamental to the U.S. aviation industry.”
While the funding measures in H.R. 7148 benefit the entire aviation sector, they hold specific relevance for NetJets pilots. Unlike commercial airline pilots who primarily operate between major hubs with robust support infrastructure, fractional pilots frequently fly into a vast network of smaller, regional airports. The $4 billion investment in the Airport Improvement Program is therefore critical for maintaining safety standards at the diverse range of airfields utilized by business aviation.
Furthermore, the stability provided by a full-year appropriations bill is vital for long-term planning. Stop-gap funding measures often freeze training pipelines; by securing funding through the fiscal year, the FAA can proceed with the training of the 2,500 new controllers without interruption, a key factor in reducing system-wide congestion.
NJASAP Commends Congress on H.R. 7148 Passage, Citing Safety and Stability Wins
Strengthening FAA Operations and Staffing
Addressing the Controller Shortage
Infrastructure and Policy Protections
Aeromedical Reform and Privatization
AirPro News Analysis
Sources
Photo Credit: The NetJets Association of Shared Aircraft Pilots
Regulations & Safety
Garmin GHA 15 Height Advisor Receives FAA Approval for Certified Aircraft
Garmin’s GHA 15 Height Advisor, a radar-based altitude device, gains FAA approval for over 500 certified aircraft models, enhancing general aviation safety.
This article is based on an official press release from Garmin.
Garmin has announced that its GHA 15 Height Advisor, a radar-based altitude monitoring device, has received Federal Aviation Administration (FAA) Supplemental Type Certificate (STC) approval. Previously available only for the experimental market, this certification allows the installation of the device in over 500 models of Class I and Class II certified aircraft.
The approval marks a significant shift in the accessibility of radar altimetry for general aviation pilots. According to the company, the GHA 15 is available immediately at a price of $2,695. This pricing strategy positions the device as a cost-effective alternative to traditional radar altimeters, which have historically been priced significantly higher and reserved for business jets or commercial airliners.
The GHA 15 is designed to provide pilots with precise Height Above Ground Level (AGL) readings during the critical final phases of flight. While standard barometric altimeters rely on air pressure and can be subject to calibration errors or terrain variations, the GHA 15 uses radio frequency technology to measure the actual distance between the aircraft and the ground.
Garmin states that the device is capable of providing AGL data from 500 feet down to the surface. The system integrates with the Garmin GI 275 electronic flight instrument to display altitude data and generate audible callouts directly to the pilot’s headset. These callouts, such as “50 feet,” “20 feet,” and “10 feet”, are user-configurable and intended to assist pilots in judging flare height and landing timing.
“The GHA 15 provides a cost-effective solution that helps reduce pilot workload and provides confidence during the approach and landing phases of flight.”
, Garmin Press Release
The unit is a compact, all-in-one module that mounts to the underside of the aircraft fuselage. Weighing less than one pound (approximately 0.45 kg), the device is roughly the size of a deck of cards, minimizing the structural impact of installation. According to the technical details released by Garmin, the GHA 15 offers the following accuracy levels:
The FAA STC covers a broad range of single-engine and twin-engine piston aircraft (Class I and Class II). This includes popular general aviation airframes such as the Cessna 172, Piper PA-28, Beechcraft Bonanza, and Mooney M20 series. To function, the GHA 15 must be interfaced with a Garmin GI 275 electronic flight instrument. For experimental aircraft, the device remains compatible with the G3X Touch flight display.
The certification of the GHA 15 represents a notable development in the “democratization” of avionics safety features. Historically, radar altimeters (such as the Garmin GRA 55) have cost upwards of $7,000, placing them out of reach for the average private pilot. By offering a certified “Height Advisor” for under $3,000, Garmin is effectively bridging the gap between recreational flying and professional-grade situational awareness. We believe this technology will be particularly valuable in three specific scenarios:
It is important to note the distinction Garmin makes by labeling this product a “Height Advisor” rather than a TSO-certified radar altimeter. While it provides similar functionality, it is intended for advisory purposes and does not replace the higher-end equipment required for complex instrument approaches like CAT II or CAT III landings.
Sources: Garmin
Garmin GHA 15 Height Advisor Receives FAA Approval for Certified Aircraft
Bringing Radar Altimetry to General Aviation
Technical Specifications and Accuracy
Installation and Compatibility
AirPro News Analysis: The Democratization of Safety Tech
Sources
Photo Credit: Garmin
Regulations & Safety
Congress Approves $102.9B FY 2026 Transport and Housing Bill
The FY 2026 THUD Appropriations Act allocates $102.9B focusing on FAA modernization and housing assistance, rescinding CA High-Speed Rail funds.
This article is based on an official press release from the Senate Appropriations Committee and legislative summaries of the FY 2026 THUD Appropriations Act.
Following a brief partial government shutdown that spanned from January 31 to February 3, 2026, Congress has approved and President Trump has signed the Fiscal Year 2026 Transportation, Housing and Urban Development, and Related Agencies (THUD) Appropriations Act. The legislation, which provides $102.9 billion in total discretionary funding, marks a significant pivot toward stabilizing core Commercial-Aircraft infrastructure while enacting targeted cuts to specific rail initiatives.
According to the official summary released by the Senate Appropriations Committee, the bill allocates $77.3 billion to the Department of Housing and Urban Development (HUD) and $25.1 billion in discretionary budget authority to the Department of Transportation (DOT). Lawmakers framed the legislation as a “back-to-basics” measure designed to address immediate Safety concerns in the national airspace and protect essential housing vouchers.
Senator Susan Collins (R-ME), Chair of the Senate Appropriations Committee, emphasized the dual focus of the bill in a statement following its passage:
“It is critical that we make significant investments to modernize our air traffic control systems… We must also ensure that a greater supply of safe, affordable housing is available to communities throughout the country.”
, Senator Susan Collins (R-ME)
The Department of Transportation’s portion of the budget heavily prioritizes the Federal Aviation Administration (FAA), which receives $22.2 billion. This funding level reflects a consensus among lawmakers that the national airspace system requires urgent modernization following recent operational strains.
A central component of the FAA funding is a $4 billion allocation specifically for “Facilities and Equipment.” This investment is aimed at upgrading aging air traffic control (ATC) systems that have been prone to outages. Furthermore, to address chronic staffing shortages that have plagued the industry, the bill funds the hiring and training of 2,500 new air traffic controllers.
The National Air Traffic Controllers Association (NATCA) reportedly endorsed the measure, describing the staffing surge as a “critical lifeline” for maintaining safety standards. Additionally, the bill provides $4 billion in Grants-in-Aid for Airports to support physical infrastructure improvements. In a move described by Republican leadership as an effort to protect taxpayers from waste, the bill permanently rescinds approximately $929 million in unobligated federal funds originally designated for the California High-Speed Rail Authority. This rescission aligns with the administration’s focus on “America First” infrastructure projects, such as the $350 million allocated for bridge repair and $200 million for commercial truck parking projects under the Federal Highway Administration.
The Department of Housing and Urban Development (HUD) received a $7 billion increase over FY 2025 levels, bringing its total to $77.3 billion. The primary goal of this funding is to maintain existing rental assistance programs and prevent a wave of evictions.
The legislation directs significant resources toward Section 8 rental assistance:
While these measures were welcomed by housing advocates, the bill maintains “flat funding” for other key programs. The Community Development Block Grants (CDBG) remain at $3.3 billion, and HOME Investment Partnerships are held at $1.25 billion. Industry groups, including the National Low Income Housing Coalition (NLIHC), have noted that without inflation adjustments, the purchasing power of these programs effectively decreases, potentially slowing the development of new affordable housing supply.
The passage of the FY 2026 THUD Appropriations Act signals a clear legislative priority: stabilization over expansion. By decoupling this bill from the contentious Department of Homeland Security debates that triggered the shutdown, Congress has acknowledged that the U.S. aviation system is too fragile to be used as a bargaining chip.
For the Airlines industry, the funding for 2,500 new controllers is a victory, but it is a long-term fix; training these controllers will take years. In the immediate term, the $4 billion for equipment modernization is the more critical figure, as it addresses the technical failures that have caused ground stops and delays. Conversely, the rescission of California High-Speed Rail funds suggests that federal support for large-scale, state-specific rail projects will face high scrutiny under the current administration, with preference given to freight efficiency (truck parking) and bridge safety.
When was the bill signed into law? Does the bill cut housing benefits? What is the impact on Amtrak? Sources: Senate Appropriations Committee, Congress.gov
Congress Passes $102.9 Billion “Back-to-Basics” Transport and Housing Bill, Ending Partial Shutdown
Aviation Safety and Infrastructure Overhaul
Modernizing Air Traffic Control
High-Speed Rail Funding Rescinded
Housing Stability and Community Development
Protecting Rental Assistance
AirPro News Analysis
Frequently Asked Questions
The bill was signed by President Trump on February 3, 2026, effectively ending the partial government shutdown.
The bill increases funding for rental assistance vouchers to keep up with costs but flat-funds development grants like CDBG and HOME, which advocates argue is an effective cut due to inflation.
Amtrak receives $2.4 billion in total, split between the National Network ($1.6 billion) and the Northeast Corridor ($850 million).
Photo Credit: Montage
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