As lawmakers move to limit the use of ADS-B data for fee collection, the debate highlights broader issues around surveillance data, safety technology, and the future integration of drones into shared airspace.
News and Commentary. Support is growing across the United States for legislation that would prohibit the use of Automatic Dependent Surveillance-Broadcast (ADS-B) data to collect fees from pilots. The effort has gained traction in Congress and several state legislatures, with backing from aviation groups, airports, and safety officials.
The push centers on the Pilot and Aircraft Privacy Act (PAPA), federal legislation designed to prevent ADS-B data from being used to identify aircraft and generate landing or ramp fees. Aviation advocates argue that the practice discourages pilots from adopting a technology that was introduced to improve safety and airspace efficiency.
“ADS-B data should never be used for accessing a pilot’s personal information or for being used as a cash register. It should be used for its intended purpose—to give pilots situational awareness to help avoid mid-air collisions and for controllers to create airspace efficiencies. When the nation’s leading transportation safety expert, state legislatures, airports, companies, and hundreds of thousands of pilots all support PAPA, it’s time to address this situation,” said AOPA Senior Vice President of Government Affairs and Advocacy Jim Coon in a statement.
The Aircraft Owners and Pilots Association (AOPA), which represents pilots and aircraft owners across the United States, has been leading advocacy efforts around the issue.
Understanding ADS-B and Its Role in Aviation Safety
ADS-B is a surveillance technology that broadcasts an aircraft’s position, altitude, speed, and identification information to nearby aircraft and air traffic controllers. The system provides pilots with real-time traffic awareness and supports more efficient airspace management.
Since 2020, the Federal Aviation Administration has required ADS-B equipment in most controlled airspace in the United States. The mandate improved collision avoidance and allowed more precise air traffic services.
The issue has gained renewed attention following the January 2025 mid-air collision over the Potomac River. In response, lawmakers and safety officials are considering measures to expand aircraft surveillance requirements and close gaps identified after the accident. As Congress debates broader adoption of ADS-B and related traffic-awareness systems, questions about how ADS-B data can be used, including whether it can be used to generate fees, have become more urgent.
AOPA and other aviation stakeholders argue that this use of the data undermines the system’s original safety purpose.
“It’s also important to point out that none of these bills—at the federal or state level—would prevent an airport from charging ‘necessary and appropriate’ landing fees. Anyone claiming that is just spreading misinformation. They simply block the use of this safety-enhancing tool to collect them,” added Coon.
The debate has become more prominent as Congress considers aviation safety measures and technology mandates.
State Legislatures and Safety Officials Join the Debate
Momentum around limiting ADS-B fee collection is also growing at the state level. In Florida, lawmakers recently passed legislation addressing the issue, sending SB 422 to Governor Ron DeSantis for consideration.
Montana enacted similar legislation in May 2025, becoming the first state to prohibit the collection of ADS-B-based fees from most general aviation pilots. Lawmakers in several other states, including Arizona, Oklahoma, and Minnesota, have introduced or are considering comparable bills.
Airports across multiple states have also expressed support for federal action on the issue. Supporters argue that a national policy would provide consistent rules rather than a patchwork of state regulations.
“We are grateful to state lawmakers across the country who recognize the importance of this issue, and its impact on aviation safety. Despite the state-level momentum, a patchwork solution isn’t enough to make the skies safer for all of us—only Congress can fully resolve this problem with a uniform law for all states,” said Coon.
Safety officials have also weighed in on the matter. During a February hearing before the Senate Committee on Commerce, Science, and Transportation, National Transportation Safety Board Chair Jennifer Homendy expressed concern about using ADS-B data for revenue collection.
“ADS-B is a safety tool, and it should be used for safety, not as a revenue generator to charge general aviation pilots ramp fees or landing fees,” said Homendy.
Homendy noted that such practices could discourage pilots from installing or using ADS-B equipment, potentially weakening the safety benefits the technology was designed to provide.
Implications for Drone Integration and Future Airspace Systems
Commentary. While the debate currently focuses on general aviation, the issue has broader implications for the evolving ecosystem of crewed and uncrewed aircraft.
The future of large-scale drone operations will rely heavily on universal conspicuity, meaning that all aircraft in the airspace can electronically identify and track one another. Technologies such as Remote ID, cooperative surveillance systems, and emerging unmanned traffic management (UTM) platforms are designed to provide this shared visibility.
For these systems to function effectively, broad participation is essential. Operators must be willing to broadcast location and identification information so that aircraft, regulators, and traffic management systems can safely coordinate operations.
If operators believe that surveillance data may be used primarily for enforcement or fee collection, adoption could slow. That risk has become part of the broader policy discussion as regulators work toward scalable drone operations such as beyond visual line of sight (BVLOS) logistics, drone-as-first-responder programs, and advanced air mobility services.
Policies that encourage participation in cooperative surveillance systems may therefore play a critical role in enabling integrated airspace operations.
Balancing Privacy, Transparency, and Safety
For aviation groups, the central argument is that ADS-B has already demonstrated its value as a safety technology.
“There is no question that ADS-B has been a gamechanger for general aviation pilots,” said AOPA Air Safety Institute Senior Vice President Mike Ginter. “While we’re in one of the safest periods for general aviation in our nation’s history, there is a lot of concern out there that the continued use of ADS-B to charge fees would reverse that trend.”
As lawmakers consider federal legislation, the discussion highlights a broader challenge for aviation policymakers: balancing privacy concerns with the need for transparent and cooperative airspace management.
For both crewed and uncrewed aviation, the success of future traffic management systems may depend on ensuring that technologies designed to enhance safety remain widely adopted and trusted by operators.
Read more:
- House Blocks ROTOR Act; Focus Shifts to ALERT Act and ADS-B Policy
- ADS-B, Privacy, and the Growing Tension in a Shared Airspace
- Two Days Left: FAA Reopens BVLOS Comments on Some of the Hardest Airspace Questions
Miriam McNabb is the Editor-in-Chief of DRONELIFE and CEO of JobForDrones, a professional drone services marketplace, and a fascinated observer of the emerging drone industry and the regulatory environment for drones. Miriam has penned over 3,000 articles focused on the commercial drone space and is an international speaker and recognized figure in the industry. Miriam has a degree from the University of Chicago and over 20 years of experience in high tech sales and marketing for new technologies.
For drone industry consulting or writing, Email Miriam.
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