FAA Regulations - Laserfiche WebLink

Home

AC 150/5300-4B 6/24/75 airport's development for long-range expansion. The General Utility airport building area provides for two fixed base operators, ten 10-unit T-hangars, tiedowns for 50 air- planes, a parking apron for 50 transient airplanes, a 100- car parking lot, access road, and utilities. However, this is an illustration only since activities at the metropolitan airport may differ by as much as twofold or threefold over a community airport. 20. ACQUISITION PROCEDURES. The acreages given in Figure 5-3 are calculated on the basis of an airport configuration closely approximating that illustrated. Nevertheless, it is realized that the layout of existing lots and parcels will often require acquisition of land which will result in a considerable variation from this configuration. Figure 5-4 shows an example of approach area acquisition related to existing parcel boundaries The dashed lines represent the area which should be acquired to meet minimum requirements. However, if it is impractical or unfeasible to acquire a portion of the parcels, an evaluation should be made to determine the effect of deviation from the standard. The recommended property line on Figure 5-4 represents one probable configuration of an approach area acquisition for the airport in question. 21. FUTURE EXPANSION. It is a well -established fact that land around a metropolitan airport increases in value after the airport is built. To a lesser degree, this is also true for the community airport. Accordingly, parcels of land purchased beyond the minimum needed will often prove to be essential in permitting future expansion of the airport. This matter should be given detailed consideration during the airport master planning study. Generally, airport land should be acquired not only to meet the minimum requirements but also to accommodate future development of the airport required to realize its ultimate role. It may be feasible for this additional land (needed in the future) to be leased until required for airport development. 22. USE OF LAND FOR NONAERONAUTICAL PURPOSES. a. The two areas on an airport which could be available for use by nonaeronautical activities are the portion of the building area reserved for future airport development and the immediate runway approach area. Certain functions may be allowed in these areas to produce revenue for the airport provided present and future operations of the airport are not jeopardized. (1) Building_Area. A building area not needed immediately for airport development may be used for revenue -producing pur- poses by a variety of nonaeronautical activities. Such activities could be agricultural, recreational, commercial, or industrial. For example, airport property along a highway Page 18 Chap 5 Par 19