Regulations & Safety
NTSB Preliminary Report on Cirrus SR22T Crash Near Lincoln Montana
NTSB releases initial findings on fatal Cirrus SR22T accident in Montana with no immediate mechanical cause identified, investigation ongoing.
The National Transportation Safety Board (NTSB) has issued its preliminary report regarding the fatal aviation accident that occurred on October 24, 2025, near Lincoln, Montana. The investigation, identified under case number WPR26FA032, focuses on the crash of a Cirrus Design Corp SR22T, registered as N740TS. This initial document provides a factual account of the sequence of events leading up to the accident but does not yet establish a probable cause. We are analyzing the details provided by federal investigators to understand the circumstances surrounding this tragic event.
The accident resulted in the fatality of the sole occupant, identified as 65-year-old Nicholas James Arotta. The aircraft was destroyed following a collision with terrain and a subsequent post-impact fire. As the investigation proceeds, the aviation community looks to these factual reports to understand the operational environment and flight parameters that existed at the time of the incident. The release of the preliminary report marks the first phase of a comprehensive inquiry that is expected to continue for over a year.
We note that the preliminary report relies on initial evidence gathered from radar data, witness statements, and on-site wreckage examination. While it offers a timeline of the flight’s final moments, it is important to recognize that these findings are subject to change as more data becomes available. The NTSB’s objective remains to determine the facts, conditions, and circumstances of the accident to enhance future transportation safety.
According to the NTSB report, the aircraft was conducting a personal flight under Title 14 Code of Federal Regulations Part 91. Flight tracking data indicates that the Cirrus SR22T departed from Spokane-Felts Field (SFF) in Washington, with a filed destination of Lincoln Airport (S69) in Montana. The flight proceeded towards its destination, arriving in the vicinity of the airport at approximately 9:15 PM local time. The environmental conditions at the time were reported as Night Visual Meteorological Conditions (VMC), implying that visibility was generally sufficient for visual flight rules, despite the darkness.
A critical detail noted in the investigation is the pilot’s interaction with the airport environment. Upon arrival, the pilot activated the pilot-controlled runway lighting via radio frequency. This action confirms that the aircraft’s electrical systems were functioning to a degree that allowed radio transmission and that the pilot was actively managing the approach. Witnesses and data suggest the aircraft executed a pass over the runway environment. In non-towered operations, particularly at night or in mountainous terrain, such a maneuver is often utilized to assess runway conditions or verify wind direction before committing to a landing.
Following this initial pass, the aircraft was observed initiating a turn, maneuvering back towards the airport. This movement suggests an intention to enter a downwind leg or realign for a final approach. However, during this maneuvering phase, the flight path intersected with obstacles. The report states that the aircraft collided with trees and terrain approximately 0.5 miles north of the airport. The proximity to the runway indicates the accident occurred during a critical phase of flight where altitude margins are naturally reduced.
“The aircraft was observed executing a pass over the runway environment… Following this pass, the aircraft initiated a turn, maneuvering back towards the airport.”, NTSB Preliminary Report WPR26FA032
The wreckage was located in a wooded area roughly half a mile from the runway surface. Investigators arriving at the scene documented that the collision resulted in a significant post-impact fire. This fire consumed a majority of the fuselage, which complicates the examination of certain flight control systems and cockpit instrumentation. Despite the damage, NTSB specialists are tasked with documenting all recoverable components to rule out or identify any pre-impact mechanical anomalies.
The environment surrounding Lincoln Airport presents specific challenges for aviation operations. Situated in a valley and surrounded by rising terrain, the airport sits at an elevation of approximately 4,500 feet Mean Sea Level (MSL). We understand that night operations in mountainous regions require heightened situational awareness, as the lack of visual cues can make terrain avoidance more difficult. The preliminary report notes these environmental factors but does not currently attribute the crash to them directly. The aircraft involved, a Cirrus SR22T GTS G6 Carbon, is a high-performance single-engine airplane equipped with the Cirrus Airframe Parachute System (CAPS). In many investigations involving this airframe, the status of the parachute system is a key point of interest. In this specific instance, initial reports do not indicate that the CAPS was successfully deployed prior to impact. The investigation will likely continue to analyze the wreckage to determine the configuration of the airframe and systems at the moment of collision.
The release of the preliminary report concludes the initial on-scene phase of the investigation. The NTSB will now move into a more detailed analysis phase. This includes the examination of any non-volatile memory that may be recovered from the aircraft’s avionics. Modern aircraft like the SR22T often record flight parameters such as altitude, airspeed, vertical speed, and engine performance, which can provide investigators with a precise digital reconstruction of the flight.
At this stage, the report explicitly states that there is no immediate evidence of pre-impact mechanical failure, such as engine issues or flight control malfunctions. However, this is a standard preliminary observation and does not rule out mechanical factors that may be discovered through microscopic examination or component testing. The investigation will also review the pilot’s flight experience, specifically focusing on currency in night flying and operations in mountainous terrain.
A final report, which will include the NTSB’s determination of the Probable Cause, is not expected for some time. Historically, these comprehensive reports are released between 12 to 24 months after the accident. Until then, the information remains factual and preliminary, serving to inform the aviation community of the event’s basic parameters without drawing final conclusions.
The crash of N740TS near Lincoln, Montana, serves as a somber reminder of the complexities involved in general aviation, particularly during night operations in challenging terrain. The NTSB’s preliminary findings confirm the timeline of the flight, the pilot’s activation of runway lighting, and the subsequent collision with terrain during maneuvering. While the post-crash fire has destroyed much of the physical evidence, the data gathered thus far provides a framework for the ongoing inquiry.
As we await the final report, the focus remains on the rigorous process of accident reconstruction. The aviation industry relies on these thorough investigations to identify systemic risks or specific operational hazards. We will continue to monitor the progress of investigation WPR26FA032 and provide updates when the National Transportation Safety Board releases its final determination regarding the probable cause of this accident.
Question: What is the purpose of an NTSB Preliminary Report? Question: What aircraft was involved in the accident near Lincoln, Montana? Question: When will the cause of the accident be determined?
NTSB Releases Preliminary Findings on Cirrus SR22T Accident Near Lincoln, Montana
Flight History and Sequence of Events
Wreckage Examination and Environmental Context
Ongoing Investigation and Future Reports
Concluding Summary
FAQ
Answer: A preliminary report provides factual information gathered during the initial phase of an investigation. It establishes the timeline and basic circumstances of an accident but does not determine the probable cause or assign fault.
Answer: The aircraft was a Cirrus Design Corp SR22T GTS G6 Carbon, a single-engine composite aircraft, registered as N740TS.
Answer: The NTSB typically releases a final report determining the probable cause of an accident 12 to 24 months after the event, following a comprehensive analysis of all available data.
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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