PAPA Act of 2025
The source supplies the latest action, but no lifecycle stage.
Latest action (26 Jun 2025): Referred to the Subcommittee on Aviation.
What this bill does
The Pilot and Aircraft Privacy Act of 2025, or PAPA Act, would restrict how the Federal Aviation Administration (FAA) and other government entities can use Automatic Dependent Surveillance-Broadcast (ADS-B) data. ADS-B transmits information like aircraft location. The bill prohibits using this data to identify aircraft for the purpose of charging owners or operators fees, unless they consent. Air traffic controllers could still use ADS-B for tracking and improving safety and efficiency, with other uses requiring Department of Transportation approval after public comment.
Additionally, federal, state, and local officials would be prevented from starting investigations, other than criminal ones, based solely on ADS-B data. Currently, only the FAA faces this restriction. The bill also introduces new requirements for public-use airports before they can charge landing or takeoff fees to general aviation aircraft. Airport operators would need to disclose financial information regarding efforts to reduce other expenses, revenue from other sources, and cost estimates for airside safety projects.
Under the PAPA Act, any money collected from these fees on general aviation aircraft could only be spent on airside safety projects, such as runway improvements. General aviation aircraft are defined as those used for personal, recreational, or flight training, excluding airline or military operations. The bill was introduced in the House of Representatives and has been referred to the Committee on Transportation and Infrastructure.
Plain-English summary generated by Bill100 AI from the official record. Always verify against the source below.
Official summary
Pilot and Aircraft Privacy Act or the PAPA Act of 2025
This bill limits how Automatic Dependent Surveillance-Broadcast (ADS-B) data may be used by the Federal Aviation Administration (FAA) and other government agencies. The bill also establishes disclosure requirements for certain user fees imposed on general aviation aircraft at public-use airports and limits the purposes for which the fees may be used.
As background, ADS-B transmits information (e.g., location and weather information) between aircraft and air traffic control.
The bill prohibits a person or government agency from using ADS-B data to identify an aircraft in order to impose a charge on the aircraft owner or operator.
The bill also specifies that air traffic controllers may only use ADS-B data to assist in tracking aircraft and improving air traffic safety and efficiency, or for other purposes determined appropriate by the Department of Transportation after notice and public comment.
Further, the bill prohibits any federal, state, local, territorial, or tribal official from initiating an investigation (excluding a criminal investigation) of a person based exclusively on ADS-B data. Under current law, this prohibition only applies to the FAA.
In addition, owners and operators of public-use airports must publicly disclose financial information about certain expenses and cost estimates for airside safety projects (e.g., runway or taxiway safety improvements) prior to charging landing or takeoff fees for general aviation aircraft (e.g., aircraft used for personal, recreational, or flight training purposes). Further, any revenue from these fees may only be used for airside safety projects.
Timeline
26 Jun 2025
Referred to the Subcommittee on Aviation.
Common questions
- What does H.R. 4146 do?
- The Pilot and Aircraft Privacy Act of 2025, or PAPA Act, would restrict how the Federal Aviation Administration (FAA) and other government entities can use Automatic Dependent Surveillance-Broadcast (ADS-B) data. ADS-B transmits information like aircraft location. The bill prohibits using this data to identify aircraft for the purpose of charging owners or operators fees, unless they consent. Air traffic controllers could still use ADS-B for tracking and improving safety and efficiency, with other uses requiring Department of Transportation approval after public comment. Additionally, federal, state, and local officials would be prevented from starting investigations, other than criminal ones, based solely on ADS-B data. Currently, only the FAA faces this restriction. The bill also introduces new requirements for public-use airports before they can charge landing or takeoff fees to general aviation aircraft. Airport operators would need to disclose financial information regarding efforts to reduce other expenses, revenue from other sources, and cost estimates for airside safety projects. Under the PAPA Act, any money collected from these fees on general aviation aircraft could only be spent on airside safety projects, such as runway improvements. General aviation aircraft are defined as those used for personal, recreational, or flight training, excluding airline or military operations. The bill was introduced in the House of Representatives and has been referred to the Committee on Transportation and Infrastructure.
- Has H.R. 4146 become law?
- The source does not supply a confirmed lifecycle stage for H.R. 4146. Check the latest action and official source below.
- Who sponsored H.R. 4146?
- H.R. 4146 was sponsored by Rep. Onder, Robert F. [R-MO-3] (R-MO), with 9 cosponsors.
- What's the latest action on H.R. 4146?
- Referred to the Subcommittee on Aviation. (26 Jun 2025).
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