Kissimmee Gateway Airport: Strategic Landing Fee and Technology Use to Ensure Future Sustainability

Kissimmee Gateway Airport (ISM) has taken proactive steps to secure its future by implementing a landing fee in 2025. This initiative ensures compliance with federal grant requirements and provides funding for critical infrastructure upgrades. With 70% of ISM’s pavement and lighting systems over 20 years old, these improvements are essential for maintaining safety and operational efficiency.

Why the Landing Fee Matters

Federal and state grants fund major rehabilitation projects, but they require a local match. For ISM, this match totals $2.8 million over five years, or about $466,000 annually, to support projects estimated at $100 million between 2026 and 2031. The landing fee is a key component of this strategy, ensuring ISM remains financially self-sustaining while meeting FAA Grant Assurance #24 obligations.

First-Year Results

In its first year, the landing fee generated $442,238, collected primarily from transient aircraft (based aircraft are exempt). During the first ten months, 6,647 landings were billed, with minimal disputes:

• 37 bills waived after based aircraft owners confirmed their status.

• 5 bills waived for low approaches misinterpreted as landings.

The confirmed error rate was 0.08%, demonstrating 99.92% billing accuracy. Despite social media claims, the data confirms a highly reliable process.

Traffic Trends

ISM recorded 133,171 landings and takeoffs in 2025, down 1.1% from 2024. The mix shifted from 50% based / 50% transient to 60% based / 40% transient. While some speculate landing fees reduced transient traffic, other factors contributed:

• $12 million parallel taxiway rehabilitation project closed the main runway for 60 days.

• Central Florida tourism declined slightly, with fewer Canadian visitors returning.

  
  

The Role of Technology

FAA Grant Assurance #24 requires airports to maintain a fee structure that supports financial sustainability. ISM uses Automated Dependent Surveillance – Beacon (ADS-B) technology to efficiently track operations and cost-effectively collect landing fees.

Proposed Florida legislation (SB422 / HB387) seeks to prohibit ADS-B use for fee collection for aircraft below 12,500 lbs.  The legislation is being advanced by an inaccurate statement, “ADS-B was mandated by the FAA for safety purposes, primarily aircraft tracking and separation.  It was never intended for additional purposes, including revenue collection.”

On October 17, 2007, a hearing was held before the Subcommittee on Aviation of the Committee on Transportation and Infrastructure House of Representatives, 110^th Congress, First Session*.  A discussion was held to discuss the use of ADS-B and the company ITT Corporation who was contracted to oversee ADS-B for the FAA.  On page 9/33 of the transcript:

“Additionally, the contractor is allowed, subject to FAA approval, to develop the data for other aeronautical uses, which would result in a reduction of the costs of the contract to the FAA while allowing the contractor to recoup its investments.”

“FAA owns the data, but through the contract, FAA has consented to ITT being able to market, to package, to sell that data to users who might be interested.  They might include air carriers.  Our information is that UPS indicated they would certainly be interested, airports as well.  Then they would find a multitude of uses, and we know that ITT is certainly looking on that prospect favorably.”

Shortly after there was a press release in London dated July 20, 2010**. ITT announces, “ITT introduces real-time air traffic data service to commercial customers.  First sale of data collected through NextGen ADS-B network.”  The aviation data service will provide a trusted source of operational information that can be used to optimize the business operations of customers such as airlines, airport operators, and companies providing services tied to aviation operators.

Debunking Safety Concerns

The proposed legislation in Florida was presented and advanced by claiming the use of ADS-B to charge fees presents a safety hazard to aviation.  The administrative activity of generating and administering a financial invoice surely does not create a safety hazard.  But here are the reasons provided to the legislative committees:

Landing Fees will deter pilots/students from training.

The landing fees are assessed only for transient traffic, not based aircraft.  The flight training activity increased at ISM in the past year.  Pilots have the option to choose which airport they use.  ISM appreciates the financial contributions supporting well-maintained, secure, safe airport providing excellent air traffic control services.

Airports are charging for low passes, missed approaches and transitioning through airspace.

The FAA is the only entity that can charge for the use of airspace.  Airport’s jurisdictions begin and end on the ground.  There has not been any revenue invoiced/collected for transitioning through the airspace. 

Pilots are turning off ADS-B equipment prior to landing and taking off to avoid fees.

14 CFR 91.225 requires aircraft equipped with ADS-B Out to operate in most controlled airspace.  Turning off this equipment is a violation of Federal Aviation Regulations, creating a safety hazard for the operators and others within the shared airspace.  There is no evidence provided by the software monitoring company or air traffic control management that supports this claim.

Legislative Challenges

Florida’s proposed legislation specifically excludes the use of ADS-B from generating and collecting fees from aircraft under 12,499 lbs., raising questions about the validity of safety claims based on aircraft size. Restricting technology forces airports to adopt labor-intensive methods, increasing costs and ultimately user fees. Just as toll roads evolved from manual booths to automated systems, airports should embrace technology for efficiency and cost control, not regress.

Looking Ahead

ISM’s landing fee and technology strategy are essential for funding $100 million in infrastructure projects, maintaining compliance with FAA grant assurances, and enhancing safety and operational efficiency. Legislation should focus on collaboration, not limiting technology. Together, the aviation industry can ensure sustainable funding while keeping costs affordable for users.