6 months after DCA tragedy US ROTOR Act proposes mandatory ADS-B tracking to close military safety loophole
July 30, 2025
Six months to the day after the collision of a US Army Black Hawk and an American Eagle passenger plane near Ronald Reagan Washington National Airport (DCA), a bill introduced in the US Senate aims to prevent such a tragedy from ever occurring again.
The Rotorcraft Operations Transparency and Oversight Reform (ROTOR) Act was jointly introduced by Senators Ted Cruz and Jerry Moran on 29 July. It calls for mandatory ADS‑B Out and ADS‑B In systems for all aircraft – civilian, military, and law enforcement – operating in controlled airspace
“American skies must be as safe as possible, and our duty as lawmakers is to ensure that they are,” Cruz says. “The ROTOR Act represents a common-sense step forward in aviation safety reform.”
BREAKING: DCA CRASH FOOTAGE RELEASED
— Hexdline (@HexdlineNews) January 31, 2025
Additional footage showing the American Airlines plane colliding with the US Army helicopter while the plane was on approach to Reagan National Airport near Washington, D.C. has been released. pic.twitter.com/79FbFXigcb
The bill has been referred to the Senate Commerce, Science, and Transportation Committee, which will review, debate, and potentially amend its contents. If prioritised, a final version could be passed before the end of 2025, especially if paired with broader FAA safety reforms currently under review.
However, defence-related provisions, such as curtailing ADS‑B exemptions, may draw scrutiny or resistance from the Pentagon, potentially slowing the process.
What is the ROTOR Act and what will it do?
A key element of the ROTOR Act is to mandate ADS-B for all aircraft. For manned aircraft, all new models would be required to be equipped with ADS-B In, while those operating in busy Class B and C airspace must have both ADS-B In and Out.
ADS‑B (Automatic Dependent Surveillance–Broadcast) is a satellite-based tracking system that improves aircraft visibility and situational awareness. The ADS-B In receives information from other aircraft and ground control, while ADS-B Out transmits the aircraft’s position, speed, altitude and ID to air traffic control and other aircraft.
Crucially, the ROTOR Act proposes restricting the FAA from granting ADS-B Out waivers for any military training or routine proficiency flights in congested airspace. Only ‘sensitive government missions’ would be eligible for an exemption. This revokes a 2019 rule that exempted military aircraft from civil ADS‑B rules, making them subject to the same tracking requirements as civilian aircraft in most scenarios.
To bolster the effectiveness of this requirement, the Act proposes having federal agencies report each quarter on when and why ADS-B Out was deactivated. The FAA is to submit twice yearly reports to Congress summarising these reports and flagging excessive exceptions.
In addition to this, the FAA will be compelled to re-evaluate helicopter corridors around major commercial airports and adjust them to improve safety.
“We will not wait for another accident to happen before we finally protect American skies,” Cruz adds. “We have made it abundantly clear that when American lives are at risk, excuses are not acceptable.”
Will the ROTOR Act be adopted swiftly?
The ROTOR Act is well supported by other members of Congress and industry stakeholders. However, it has a long journey to being formally adopted: A committee vote, a Senate floor debate, referral to the House and the final passage with a Presidential signature.
Quick passage is possible given the visibility and bipartisan support for the bill, which could see the legislation passed by the end of 2025. However, defence-related provisions may draw scrutiny or resistance from the Pentagon, potentially slowing the process.
The Pentagon has historically resisted universal ADS‑B usage for military aircraft due to operational security. Broadcasting exact positions could compromise sensitive missions or training. There may also be concerns over tracking law enforcement or VIP private flights.
Retrofitting older aircraft with ADS-B could be expensive. The ROTOR Act proposes a two to three-year window for compliance, but airlines and general aviation groups could lobby for a longer deadline.
The requirement for the FAA to reevaluate helicopter corridors could also be met with resistance, given that the administration is both human resource and budget-constrained.
Nevertheless, the introduction of the Act is a step in the right direction for making shared airspace safer for all, and the response has been generally positive.
“RAA applauds Chairman Cruz’s commitment to advancing aviation safety and applauds his collaborative approach,” says The Regional Airline Association. “As the bill advances, we will continue to work with the Chairman to ensure the important safety tools outlined in the legislation can be brought on board pragmatically and thoughtfully, that is achievable for all users of the system.”
