Could New York Ban ADS-B Landing Fees? New Bill Would Prohibit Monetizing Aviation Safety Data

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New York State Senator John Liu has introduced Senate Bill S10490, which would prohibit anyone from using ADS-B data to charge fees or monetize information related to private aircraft operations in New York. The bill covers aircraft weighing 12,500 pounds or less operating under FAR Part 91 and would make New York the latest state to block the use of aviation safety technology as a revenue tool.

The legislation adds to a growing national movement — spanning Congress, more than a dozen state legislatures, and the NTSB — to keep Automatic Dependent Surveillance-Broadcast (ADS-B) data focused on its original purpose: preventing midair collisions.

What Is the Problem with ADS-B Landing Fees?

ADS-B is a surveillance technology the FAA mandated in most controlled airspace starting January 1, 2020. Aircraft equipped with ADS-B Out continuously broadcast their position, altitude, speed, and identification. The system gives air traffic controllers better visibility and gives pilots real-time traffic awareness through ADS-B In receivers.

The problem started when airports and third-party vendors realized they could use those broadcasts for something the FAA never intended: automated fee collection.

By capturing ADS-B data, a vendor can log every arrival and departure at an airport — automatically, without anyone at the airport physically observing the aircraft. Some airports began using this data to send invoices to pilots who landed at their facilities, effectively turning ADS-B into an electronic toll booth.

The system has documented flaws. Pilots have reported receiving invoices for airports they never landed at — the ADS-B signal was picked up during an overflight or a nearby approach. Others received bills for touch-and-goes at airports that historically never charged landing fees. The lack of accuracy and transparency turned a safety tool into a billing dispute generator.

What Does the New York Bill Actually Do?

Senate Bill S10490 amends New York’s general business law by adding Section 251-d. The key provisions:

It defines ADS-B as aviation surveillance technology that transmits aircraft location and operational data — matching the FAA’s technical definition.

It limits coverage to GA aircraft. The bill applies to aircraft weighing 12,500 pounds or less operating under 14 CFR Part 91. Commercial airline operations, military aircraft, and large business jets are not affected.

It prohibits monetization of ADS-B data for the purpose of charging fees to the covered aircraft operators. No person or entity in New York could use ADS-B broadcasts to generate landing fee invoices for Part 91 GA traffic.

It preserves all safety and government uses. The bill explicitly protects the use of ADS-B data for air traffic control, emergency response, accident investigation (NTSB), law enforcement activities conducted under law, and compliance with federal aviation regulations. Nothing in the bill restricts the FAA, controllers, or safety agencies from using ADS-B data.

It does not ban landing fees. This is the most common misconception. The bill bans using ADS-B as the mechanism for collecting fees — not the fees themselves. An airport that wants to charge landing fees can still do so through traditional methods like self-reporting, FBO check-in, or visual observation.

Where Does New York Fit in the National Movement?

New York joins a rapidly growing list of states moving to ban ADS-B fee collection. As of May 2026:

Montana was the first state to enact a ban, signing legislation in May 2025 that prohibits ADS-B-based fee collection for aircraft weighing up to 9,000 pounds.

Florida passed SB 422, which limits the ADS-B fee ban to Part 91 aircraft under 12,500 pounds. The bill was introduced by Rep. Doug Bankson, an active GA pilot, and co-sponsored by Rep. Kim Kendall, a former air traffic controller. Florida was a focal point of the issue because several of its airports — including Kissimmee Gateway Airport near Orlando — were among the first to impose automated ADS-B landing fees.

More than a dozen other states — including Arizona, Oklahoma, Minnesota, and Louisiana — have introduced or are actively considering similar legislation. Louisiana’s HB 730 was expected to reach a Senate vote in May 2026.

At the federal level, the Pilot and Aircraft Privacy Act (PAPA) would establish a nationwide ban on ADS-B monetization. PAPA is gaining cosponsors in the House, where it was introduced by Rep. Bob Onder (R-MO), an instrument-rated pilot. A companion bill has been introduced in the Senate.

Who Supports Banning ADS-B Fees?

The coalition backing these bills is unusually broad.

NTSB Chair Jennifer Homendy testified before the Senate Commerce Committee on February 12, 2026, that the practice “should be prohibited.” She warned that using ADS-B to collect fees could discourage pilots from installing or using the technology — directly undermining aviation safety.

AOPA has been the most aggressive advocate. Senior Vice President Jim Coon has consistently argued that ADS-B data “should never be used for accessing a pilot’s personal information or for being used as a cash register.” AOPA President Darren Pleasance has emphasized that PAPA would establish a clear national policy instead of a patchwork of state laws.

FAA Administrator Bryan Bedford has expressed agreement with prohibiting ADS-B monetization, according to AOPA’s Jim Coon, who cited Bedford’s position during a Senate subcommittee hearing in May 2026.

AOPA Air Safety Institute SVP Mike Ginter framed the stakes clearly: “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.”

The Senate Aviation Subcommittee on Aviation, Space, and Innovation held a hearing on the issue in May 2026, examining both the ROTOR Act (introduced by Senate Commerce Chairman Ted Cruz) and the ALERT Act (introduced by House Committee Chairman Sam Graves). Both bills include provisions addressing ADS-B data use in the broader context of post-DCA aviation safety reform.

Why Does This Matter for Pilots?

The ADS-B fee issue sits at the intersection of two critical concerns for GA pilots: safety and access.

The safety argument is straightforward. Congress is actively debating an ADS-B In mandate — a requirement that would expand the technology to improve collision avoidance across the national airspace. That safety goal is undermined if pilots associate ADS-B with surprise invoices rather than situational awareness. Every pilot who hesitates to install ADS-B because of fee concerns is one less equipped aircraft in the system.

The access argument matters just as much. Many GA airports have historically operated without landing fees for small aircraft. Automated ADS-B billing changes the economics of flying to those airports. A student pilot doing touch-and-goes or a private pilot stopping for fuel could suddenly face unexpected charges. Over time, that discourages GA traffic at the airports that need it most.

The bills — at both the state and federal level — are designed to keep ADS-B as a safety tool and preserve traditional airport access for general aviation. They don’t prevent airports from charging fees. They prevent airports from using a federally mandated safety system as the collection mechanism.

What Happens Next?

New York’s S10490 is a new bill with no prior legislative history, so it will need to move through committee before reaching a floor vote. Given the momentum in other states and the bipartisan federal support, the political winds are favorable.

The more consequential fight remains at the federal level. PAPA would eliminate the need for state-by-state legislation by establishing a single national standard. If both the ROTOR Act and ALERT Act advance through conference and include ADS-B monetization provisions — which appears likely given the support from both chambers — a federal ban could be enacted before most state bills complete their legislative cycles.

For now, New York pilots should watch S10490’s progress. And every GA pilot in the country should know about PAPA and the broader fight to keep ADS-B focused on what it was built for: saving lives, not generating invoices.

Frequently Asked Questions

What are ADS-B landing fees? Some airports use ADS-B surveillance data — which broadcasts an aircraft’s position and identity — to automatically log arrivals and departures, then send landing fee invoices to pilots. Critics argue this turns a federally mandated safety system into an automated toll booth, and pilots have reported receiving bills for airports they never actually landed at.

Does the New York bill ban landing fees at airports? No. Senate Bill S10490 bans using ADS-B data as the mechanism for collecting fees from Part 91 aircraft under 12,500 pounds. Airports can still charge landing fees through traditional methods like self-reporting, FBO check-in, or visual observation.

Which states have already banned ADS-B fee collection? As of May 2026, Montana was the first state to ban ADS-B-based fee collection (May 2025), followed by Florida (SB 422, signed in 2026). More than a dozen other states — including Arizona, Oklahoma, Minnesota, and Louisiana — have introduced or are considering similar bills.

What is the Pilot and Aircraft Privacy Act (PAPA)? PAPA is a federal bill introduced by Rep. Bob Onder (R-MO) that would establish a nationwide ban on using ADS-B data to charge fees or monetize pilot information. It has gained support from AOPA, the NTSB, FAA Administrator Bryan Bedford, and a growing number of congressional cosponsors.

Does the NTSB support banning ADS-B fees? Yes. NTSB Chair Jennifer Homendy testified before the Senate Commerce Committee on February 12, 2026, that using ADS-B for fee collection “should be prohibited,” warning that it could discourage pilots from installing or using the technology.

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