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Five airports buy their way into U.S. customs — Ontario switches models

Five airports buy their way into U.S. customs — Ontario switches models

Rule Changes

CBP's user-fee airport map expands in five cities while Ontario, CA exits the program and pivots to landing-rights processing.

November 18th, 2025: Industry groups broadcast the new map to operators

Overview

Updated May 15

The U.S. border moves at airports too, quietly, through paperwork. CBP's latest technical amendment adds five airports to its user-fee list and removes Ontario, California.

Airports that join the program can receive international passengers and cargo directly, bypassing larger hub airports. CBP keeps expanding this paid-access model, adding airports to the list.

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Key Indicators

5
Airports added to the user-fee list
Colorado Springs, Santa Maria, Tallahassee, Vero Beach, and Hillsboro.
1
Airport removed from the user-fee list
Ontario International Airport (Ontario, CA) is removed from the user-fee list.
1984
Year the user-fee model was created
Congress authorized CBP customs services at small facilities in exchange for full reimbursement.
120 days
Termination notice window
Either CBP or an airport sponsor can end a user-fee designation with written notice.
16,300 sq ft
Colorado Springs’ Federal Inspection Station size
A new FIS facility supports international passenger processing at COS.
40,000 sq ft
Tallahassee’s planned international processing expansion
An IPF/FIS project aims to enable international processing and future FTZ support.

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People Involved

Organizations Involved

Timeline

October 1984 November 2025

13 events Latest: November 18th, 2025 · 10 months ago Showing 8 of 13
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  1. Industry groups broadcast the new map to operators

    Latest Industry

    NATA summarizes the operational takeaway: five new airports offer customs services under the user-fee model; Ontario no longer does.

  2. CBP’s technical amendment takes effect: five added, Ontario removed

    Rule Change

    CBP updates 19 CFR 122.15’s user-fee airport list to reflect signed MOAs for five airports and the withdrawal of Ontario’s user-fee designation.

  3. Hillsboro signs a user-fee airport MOA

    Agreement

    CBP signs an MOA designating Hillsboro Airport as a user-fee airport, later reflected in the regulatory list update.

  4. Business aviation media spotlights Vero Beach CBP availability

    Industry

    Aviation trade media reports CBP services are available at Vero Beach for international arrivals, detailing operating windows for the facility.

  5. Colorado Springs launches scheduled international flights

    Operations

    COS announces its first scheduled international route and highlights its new Federal Inspection Station enabling CBP passenger processing on arrival.

  6. Tallahassee says its international facility is 80% built

    Infrastructure

    The City of Tallahassee announces a state matching grant and reiterates plans for a CBP-approved international processing facility and FTZ work.

  7. Vero Beach customs facility pitch gets local spotlight

    Local Reporting

    Local reporting describes a CBP-capable facility aimed at capturing private international arrivals without detours to other airports.

  8. Vero Beach gets its user-fee MOA

    Agreement

    CBP signs the agreement that enables Vero Beach Regional Airport to host reimbursed customs services for international arrivals.

  9. Colorado Springs and Tallahassee get user-fee MOAs

    Agreement

    CBP signs MOAs designating both airports as user-fee airports, putting future international processing on a reimbursement footing.

  10. Santa Maria secures a CBP user-fee agreement

    Agreement

    CBP signs an MOA designating Santa Maria Public Airport District as a user-fee airport, a precursor to the later regulatory list update.

  11. CBP announces Ontario’s pivot to landing-rights processing

    Statement

    CBP says Ontario will transition from user-fee to landing-rights status, positioning the airport for expanded international cargo and passenger operations.

  12. Ontario asks to end its user-fee status

    Decision

    CBP later discloses that Ontario’s airport authority requested termination of its user-fee designation, starting the off-ramp from the program.

Scenarios

1

More Airports Follow: User-Fee List Keeps Growing Through 2026

Likely

Discussed by: CBP public-private partnership program materials; business aviation associations tracking customs access

If demand for international access keeps rising faster than CBP staffing budgets, more airports will choose the same trade: reimburse CBP for the privilege of becoming an international arrival point. The trigger is local economic development pressure—especially from business aviation, seasonal leisure routes, and niche cargo—plus governors willing to sign support letters. The result is a rolling expansion of customs-capable nodes that look “small” in rulemaking but big in routing behavior.

2

Ontario Becomes the Template: Big Airports “Graduate” Out of User-Fee Status

Possible

Discussed by: CBP’s Ontario announcement; airport cargo-development circles

Ontario’s shift signals a second path: airports that outgrow the user-fee model will push toward designations better suited for higher volumes and larger cargo projects. If CBP continues approving these transitions, airports will treat user-fee status as a stepping stone—prove demand, build facilities, then renegotiate into a different category that better fits sustained passenger and cargo operations.

3

Sticker Shock: Local Sponsors Balk at the True Cost of CBP Presence

Possible

Discussed by: Operator and FBO associations (including NATA); airport finance advisors

User-fee status can look like a fast lane—until sponsors internalize the recurring bills: staffing, IT, compliant facilities, and the operational overhead of running a mini border checkpoint. If utilization underperforms projections, some sponsors will either restrict hours, raise fees (hurting demand), or terminate MOAs and revert to landing-rights routing through other airports.

4

Congressional Pressure Builds: “Stop Making Airports Pay for Basic Border Services”

Uncertain

Discussed by: Trade and travel stakeholders citing CBP staffing constraints; broader debates over user fees and appropriations

A political shift—especially if regional airports argue the model disadvantages smaller communities—could drive attempts to expand non-reimbursable CBP staffing or cap certain charges. The trigger would be a coalition of local governments, airports, and business groups tying customs access to regional competitiveness. The likely outcome is modest reform rather than reversal: more flexibility, not the end of alternative funding.

Historical Context

3 moments from history that rhyme with this story — and how they unfolded.

1984

Trade and Tariff Act creates the “user-fee airport” concept

Congress authorized a way for smaller airports and facilities to get customs services without tapping general appropriations. The bargain was strict: the facility must justify that volumes don’t merit free staffing, the governor must approve, and the users must fully reimburse costs.

Then

CBP gained a scalable tool to extend services without expanding baseline budgets.

Now

The U.S. effectively created a parallel, pay-to-access border footprint inside aviation.

Why this matters now

Today’s list update is the living, moving edge of a 1984 funding decision.

2002–2003

Creation of DHS/CBP consolidates border authorities under one agency

After 9/11, border inspection functions were reorganized into DHS and CBP, centralizing policy and operational control of ports of entry. That consolidation made standardized airport designations, facility requirements, and funding models more enforceable at scale.

Then

CBP became the single choke point for lawful entry processing at airports.

Now

A unified agency could expand partnerships while keeping standards and security centralized.

Why this matters now

User-fee airports work because CBP can say “yes” (or “no”) across the entire system.

2013–2016

Reimbursable Services Program (RSP) expands “pay for more CBP” beyond user-fee airports

CBP launched reimbursable agreements that let public and private partners pay for added inspection capacity and hours at ports of entry. Over time, Congress expanded authorities and CBP scaled the model into hundreds of agreements.

Then

CBP could surge capacity where demand spiked, without permanent appropriations growth.

Now

Alternative funding normalized: service location and service level increasingly follow who can pay.

Why this matters now

The user-fee airport list is one branch of a larger, entrenched alternative-funding ecosystem.

Sources

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