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Laser Strikes on Aircraft: A Few Seconds of Fun Can Put Hundreds of Lives at Risk

There are some things that look harmless from the ground but can become extremely dangerous when viewed from the cockpit of an aircraft. A laser pointer is one of them. For someone standing on the ground, pointing a laser at an aircraft flying overhead may appear to be a harmless prank, an experiment, a way of attracting attention or simply an act of curiosity. But inside the cockpit, particularly during takeoff, approach or landing, that apparently tiny beam can suddenly become a serious aviation-safety threat. The latest figures released by the U.S. Federal Aviation Administration (FAA) show that the problem is declining, but it remains far too common. On September 17, 2026, the FAA reported that pilots had reported 4,470 laser strikes in the United States during 2026, representing a 24 percent decrease from the same period the previous year. This is the third consecutive year in which reported laser strikes have declined. However, the FAA says the numbers remain too high...
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Louisiana Draws the Line on ADS-B Billing


What if a technology designed to save lives quietly became a tool to collect money?
Louisiana has just taken a stand—and the rest of the aviation world should be paying attention.
For years, ADS-B has been promoted as one of the biggest advances in aviation safety. It allows aircraft to broadcast their precise position, altitude, speed, and direction, giving pilots and air traffic controllers far better situational awareness. It is a safety tool—not a luxury.
Now, there is some encouraging news from the United States.
Louisiana has officially become the third U.S. state to ban the use of ADS-B flight data for billing aircraft owners. The move follows similar legislation in North Dakota and Montana. The concern is simple: ADS-B was introduced to improve safety, but in some places the same data has started being used to generate landing or airport fees.
Many pilots and aviation organizations, including the Aircraft Owners and Pilots Association (AOPA), have argued that this creates the wrong incentive. If pilots believe that every ADS-B transmission could result in another bill, some may start looking for ways to avoid using the equipment whenever possible. Anything that discourages the use of a proven safety technology is not in the best interest of aviation safety.
Louisiana's decision sends a strong message. Safety data should remain focused on safety, not revenue collection. When governments and aviation authorities ask pilots to invest in expensive equipment to make flying safer, they also have a responsibility to ensure that the information collected is not later repurposed in ways that undermine trust.
But this also raises an important question.
If three states have already recognized the problem, why are other states still considering or supporting ADS-B-based billing? What is preventing them from making the same change? Is it financial dependence on new revenue streams, or is it simply a reluctance to reverse a policy once it has been introduced?
There is another point that deserves serious discussion.
If governments intended to charge pilots based on ADS-B data, that should have been made absolutely clear when ADS-B was first introduced. Pilots accepted the cost of installing compliant equipment because it was presented as a safety initiative. Changing the purpose years later, by turning safety data into a billing mechanism, inevitably damages trust.
Trust is difficult to build and very easy to lose.
Aviation safety depends on cooperation between regulators and pilots. When safety systems begin to look like revenue-generating tools, confidence in future safety initiatives is weakened.
ADS-B should remain exactly what it was designed to be—a technology that helps save lives, not one that becomes another way to collect fees. That principle should be obvious, and hopefully more states will recognize it in the coming years.

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