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• 4/11/78 AC 150/5300-4B CHG 2 b. In the preliminary stage it may be desirable to know the approxi- mate number of acres needed for the airport. Figure 5-3 indicates the approximate acreage needed for each group of airports broken down into three segments. Chap 5 Par 19 (1) Landing Area. This includes the runway, safety area, taxiways, and lateral clearances to building restriction lines. The acreages shown are based on a single -runway airport. If an additional runway is needed, a separate calculation must be made for the additional landing area and to provide unrestrict- ed line -of -sight between runways. (2) Runway Approach Areas. The airport owner should acquire control of the property within the runway clear zone (as defined in FAR Part 152, Airport Aid Program, and depicted in Appendix 6), between the building restriction lines, and as may be required * for obstacle removal and approach protection (see paragraph 16). For those cases where this may be impossible or economically unfeasible, control of the land within the building restriction lines and that required for obstacle removal and approach protec- tion is an acceptable minimum. These areas are the most critical areas under the approach paths. Therefore, control of these areas is essential, and it is preferably acquired by purchase of the land fee title. If fee title cannot be obtained, avigation easements may be acquired, although this is less desirable. The acreage required for obstacle removal and approach protection varies with location, depending on the environment around the approach ends of the runway, local laws and ordinances, and the airport owner's ability to zone around the airport. (3) Building Area. (a) This includes all areas beyond the building restriction line which usually are the fixed base operator facility, T-hangars, tiedowns, transient parking apron, automobile parking, access road, and utilities. In determining the configuration of the building area, physical factors, such as terrain, drainage, and land uses, will affect the efficiency of the layout. (b) As the type of airport progresses from Stage I to General Utility, it has been assumed that the activity on the airport will also increase. For example, Stage I building area provides for two 10-unit T-hangars, tie - downs for 10 airplanes, a parking apron for 10 transient airplanes, a 40-car parking lot, access road, and utilities. (This area is considered minimum.) If feasible, additional area should be acquired early in the Page 17