+-----------------------------------+----------------------------------+
| ![](media/image1.w                | **Advisory**                     |
| mf){width="0.38472222222222224in" |                                  |
| height="0.3645833333333333in"}    | **Circular**                     |
|                                   |                                  |
| U.S. Department                   |                                  |
|                                   |                                  |
| of Transportation                 |                                  |
|                                   |                                  |
| **Federal Aviation**              |                                  |
|                                   |                                  |
| **Administration**                |                                  |
+-----------------------------------+----------------------------------+

###  {#section .Paragraph .unnumbered}

+----------------------------------+------------------+----------------+
| **Subject:** OPERATIONAL SAFETY  | **Date:**        | **AC No:**     |
| ON AIRPORTS DURING CONSTRUCTION  | 1/17/03          | 150/5370-2E    |
|                                  |                  | **Change:**    |
|                                  | **Initiated      |                |
|                                  | by:** AAS-300    |                |
+----------------------------------+------------------+----------------+

1\. THE PURPOSE OF THIS ADVISORY CIRCULAR (AC).

Aviation safety is the primary consideration at airports, especially
during construction. This AC sets forth guidelines for operational
safety on airports during construction. It contains major changes to the
following areas: "Runway Safety Area," paragraph 3-2; "Taxiway Safety
Areas/Object-Free Areas," paragraph 3-3; "Overview," paragraph 3-4;
"Marking Guidelines for Temporary Threshold," paragraph 3-5; and "Hazard
Marking and Lighting," paragraph 3-9.

2\. WHAT THIS AC CANCELS.

This AC cancels AC 150/5370‑2D, *Operational Safety on Airports During
Construction,* dated May 31, 2002.

3\. READING MATERIAL RELATED TO THIS AC.

Appendix 1 contains a list of reading materials on airport construction,
design, and potential safety hazards during construction, as well as
instructions for ordering these documents. Many of them, including this
AC, are available on the Federal Aviation Administration (FAA) Web site.

4\. WHO THIS AC AFFECTS.

This AC assists airport operators in complying with 14 Code of Federal
Regulations (CFR), part 139, Certification and Operation: Land Airports
Serving Certain Air Carriers, and with the requirements of airport
construction projects receiving funds under the Airport Improvement
Program or from the Passenger Facility Charge Program. While the FAA
does not require noncertificated airports without grant agreements to
adhere to these guidelines, we recommend that they do so as it will help
these airports maintain a desirable level of operational safety during
construction.

5.  ADDITIONAL BACKGROUND INFORMATION.

Appendix 2 contains definitions of terms used in this AC. Appendix 3
provides airport operators with boilerplate format and language for
developing a safety plan for an airport construction project. Appendix 4
is a sample Notice to Airmen form.

6.  HAZARD LIGHTING IMPLEMENTATION TIME LINE.

Supplemental hazard lighting must be red in color by October 1, 2004.
See paragraph 3-9 for more information.

![](media/image2.png){width="2.0833333333333335in"
height="0.4479166666666667in"}

DAVID L. BENNETT

Director, Office of Airport Safety and Standards

##### CONTENTS

**[Paragraph]{.underline} [Page]{.underline}**

[**Chapter 1. General Safety Requirements and ResponsibIlities
1**](#chapter-1.-general-safety-requirements-and-responsibilities)

[1-1. Overview. 1](#overview.)

[1-2. Who Is Responsible for Safety During Construction.
1](#who-is-responsible-for-safety-during-construction.)

[Chapter 2. Safety Plans 3](#chapter-2.-safety-plans)

[Section 1. Basic Safety Plan Considerations
3](#section-1.-basic-safety-plan-considerations)

[2-1. Overview. 3](#overview.-1)

[2-2. Safety Plan Checklist. 3](#safety-plan-checklist.)

[Section 2. Safety and Security Measures
4](#section-2.-safety-and-security-measures)

[2-3. Overview. 4](#overview.-2)

[2-4. Vehicle Operation and Marking and Pedestrian Control.
4](#vehicle-operation-and-marking-and-pedestrian-control.)

[2-5. Construction Employee Parking Areas.
5](#construction-employee-parking-areas.)

[2-6. Construction Vehicle Equipment Parking.
5](#construction-vehicle-equipment-parking.)

[2-7. Radio Communication Training. 5](#radio-communication-training.)

[2-8. Fencing and Gates. 5](#fencing-and-gates.)

[Section 3. Notification of Construction Activities
5](#section-3.-notification-of-construction-activities)

[2-9. General. 5](#general.)

[2-10. Assuring Prompt Notifications.
6](#ensuring-prompt-notifications.)

[2-11. Notices to Airmen (NOTAMs). 6](#notices-to-airmen-notams.)

[2-12. Aircraft Rescue and Fire Fighting (ARFF) Notification.
6](#aircraft-rescue-and-fire-fighting-arff-notification.)

[2-13. Notification to the FAA. 6](#notification-to-the-faa.)

[2-14. Work Scheduling and Accomplishment.
6](#work-scheduling-and-accomplishment.)

[CHAPTER 3. SAFETY STANDARDS AND GUIDELINES
7](#chapter-3.-safety-standards-and-guidelines)

[Section 1. Runway and Taxiway Safety Areas, Obstacle-Free Zones, and
Object-Free Areas
7](#section-1.-runway-and-taxiway-safety-areas-obstacle-free-zones-and-object-free-areas)

[3-1. Overview. 7](#overview.-3)

[3-2. Runway Safety Area (RSA)/Obstacle-Free Zone (OFZ).
7](#runway-safety-area-rsa-obstacle-free-zone-ofz.)

[3-3. Taxiway Safety Areas/Object-Free Areas.
7](#taxiway-safety-areasobject-free-areas.)

[Section 2. Temporary Runway Thresholds
8](#section-2.-temporary-runway-thresholds)

[3-4. Overview. 8](#overview.-4)

[3-5. Marking Guidelines for Temporary Threshold.
8](#marking-guidelines-for-temporary-threshold.)

[3-6. Lighting Guidelines for Temporary Threshold.
9](#lighting-guidelines-for-temporary-threshold.)

[Section 3. Other Construction Marking and Lighting Activities
10](#section-3.-other-construction-marking-and-lighting-activities)

[3-7. Overview. 10](#overview.-5)

[3-8. Closed Runway and Taxiway Marking and Lighting.
10](#closed-runway-and-taxiway-marking-and-lighting.)

[3-9. Hazard Marking and Lighting 10](#hazard-marking-and-lighting.)

[3-10. Construction Near Navigational Aids (NAVAIDs).
11](#construction-near-navigational-aids-navaids.)

[3-11. Construction Site Access and Haul Roads.
11](#construction-site-access-and-haul-roads.)

[3-12. Construction Material Stockpiling.
11](#construction-material-stockpiling.)

[3-13. Other Limitations on Construction.
11](#other-limitations-on-construction.)

[3-14. Foreign Object Debris (FOD) Management.
12](#foreign-object-debris-fod-management.)

[Section 4. Safety Hazards and Impacts
12](#section-4.-safety-hazards-and-impacts)

[3-15. Overview. 12](#overview.-6)

##### Appendices

[**Appendix 1. Related Reading Material**
A-1](#appendix-1.-related-reading-material)

[**Appendix 2. Definitions of Terms Used in the AC**
A-2](#appendix-2.-definitions-of-terms-used-in-the-ac)

[**Appendix 3. Airport Construction Safety Planning Guide**
A-3](#appendix-3.-airport-construction-safety-planning-guide)

[**Appendix 4. Sample NOTAM A-7**](#appendix-4.-sample-notam)

# CHAPTER 1. GENERAL SAFETY REQUIREMENTS AND RESPONSIBiLITIES

### OVERVIEW. 

Hazardous practices and marginal conditions created by construction
activities can decrease or jeopardize operational safety on airports. To
minimize disruption of normal aircraft operations and to avoid
situations that compromise the airport's operational safety, the airport
operator must carefully plan, schedule, and coordinate construction
activities. While the guidance in this AC is primarily used for
construction operations, some of the methods and procedures described
may also enhance day-to-day maintenance operations.

### WHO IS RESPONSIBLE FOR SAFETY DURING CONSTRUCTION. 

An airport operator has overall responsibility for construction
activities on an airport. This includes the predesign, design,
preconstruction, construction, and inspection phases. Additional
information on these responsibilities can be found throughout this AC.

a.  Airport operator's responsibilities---

    1.  Develop internally or approve a construction safety plan
        developed by an outside consultant/contractor that complies with
        the safety guidelines in Chapter 2, "Safety Plans," and Appendix
        3, "Airport Construction Safety Planning Guide," of this AC.

    2.  Require contractors to submit plans indicating how they intend
        to comply with the safety requirements of the project.

    3.  Convene a meeting with the construction contractor, consultant,
        airport employees, and, if appropriate, tenant sponsor to review
        and discuss project safety before beginning construction
        activity.

    4.  Ensure contact information is accurate for each
        representative/point of contact identified in the safety plan.

    5.  Hold weekly or, if necessary, daily safety meetings to
        coordinate activities.

    6.  Notify users, especially aircraft rescue and fire fighting
        (ARFF) personnel, of construction activity and conditions that
        may adversely affect the operational safety of the airport via
        Notices to Airmen (NOTAMs) or other methods, as appropriate.
        Convene a meeting for review and discussion if necessary.

    7.  Ensure that construction personnel know of any applicable
        airport procedures and of changes to those procedures that may
        affect their work.

    8.  Ensure that construction contractors and subcontractors undergo
        training required by the safety plan.

    9.  Develop and/or coordinate a construction vehicle plan with
        airport tenants, the airport traffic control tower (ATCT), and
        construction contractors. Include the vehicle plan in the safety
        plan. See Chapter 2, section 2, of this AC for additional
        information.

    10. Ensure tenants and contractors comply with standards and
        procedures for vehicle lighting, marking, access, operation, and
        communication.

    11. At certificated airports, ensure that each tenant's construction
        safety plan is consistent with 14 CFR part 139, Certification
        and Operations: Land Airports Serving Certain Air Carriers.

    12. Conduct frequent inspections to ensure construction contractors
        and tenants comply with the safety plan and that altered
        construction activities do not create potential safety hazards.

    13. Resolve safety deficiencies immediately.

    14. Ensure construction access complies with the security
        requirements of 49 CFR part 1542, Airport Security.

    15. Notify appropriate parties when conditions exist that invoke
        provisions of the safety plan (e.g., implementation of
        low-visibility operations).

b.  Construction contractor's responsibilities---

```{=html}
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```
(1) Submit plans to the airport operator on how to comply with the
    safety requirements of the project.

```{=html}
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```
(1) Have available a copy of the project safety plan.

(2) Comply with the safety plan associated with the construction project
    and ensure that construction personnel are familiar with safety
    procedures and regulations on the airport.

(3) Provide a point of contact who will coordinate an immediate response
    to correct any construction-related activity that may adversely
    affect the operational safety of the airport.

(4) Provide a safety officer/construction inspector familiar with
    airport safety to monitor construction activities.

(5) Restrict movement of construction vehicles to construction areas by
    flagging and barricading, erecting temporary fencing, or providing
    escorts, as appropriate.

(6) Ensure that no construction employees, employees of subcontractors
    or suppliers, or other persons enter any part of the air operations
    areas (AOAs) from the construction site unless authorized.

```{=html}
<!-- -->
```
c.  Tenant's responsibilities if planning construction activities on
    leased property---

```{=html}
<!-- -->
```
(1) Develop a safety plan, and submit it to the airport operator for
    approval prior to issuance of a Notice to Proceed.

```{=html}
<!-- -->
```
(7) Provide a point of contact who will coordinate an immediate response
    to correct any construction-related activity that may adversely
    affect the operational safety of the airport.

(8) Ensure that no tenant or construction employees, employees of
    subcontractors or suppliers, or any other persons enter any part of
    the AOA from the construction site unless authorized.

(9) Restrict movement of construction vehicles to construction areas by
    flagging and barricading or erecting temporary fencing.

#   {#section-1 .unnumbered}

# CHAPTER 2. SAFETY PLANS

## Section 1. Basic Safety Plan Considerations

### OVERVIEW. 

Airport operators should coordinate safety issues with the air carriers,
FAA Airway Facilities, and other airport tenants before the design phase
of the project. The airport operator should identify project safety
concerns, requirements, and impacts before making arrangements with
contractors and other personnel to perform work on an airport. These
safety concerns will serve as the foundation for the construction safety
plan and help maintain a high level of aviation safety during the
project.

The airport operator should determine the level of complexity of the
safety plan that is necessary for each construction project and its
phases. The safety plan may be detailed in the specifications included
in the invitation for bids, or the invitation for bid may specify that
the contractor develop the safety plan and the airport operator approve
it. In the latter case, the invitation for bid should contain sufficient
information to allow the contractor to develop and determine the costs
associated with the safety plan. In either case, safety plan costs
should be incorporated into the total cost of the project. The airport
operator has final approval authority and responsibility for all safety
plans.

Coordination will vary from formal predesign conferences to informal
contacts throughout the duration of the construction project.

Details of a specified safety plan, or requirements for a
contractor-developed safety plan, should be discussed at the predesign
and preconstruction conferences and should include the following, as
appropriate:

a.  Actions necessary before starting construction, including defining
    and assigning responsibilities.

b.  Basic responsibilities and procedures for disseminating instructions
    about airport procedures to the contractor's personnel.

c.  Means of separating construction areas from aeronautical-use areas.

d.  

e.  Navigational aid (NAVAID) requirements and weather.

f.  Marking and lighting plan illustrations.

g.  Methods of coordinating significant changes in airport operations
    with all the appropriate parties.

###  SAFETY PLAN CHECKLIST. 

To the extent applicable, the safety plan should address the following:

a.  Scope of work to be performed, including proposed duration of work.

b.  Runway and taxiway marking and lighting.

c.  Procedures for protecting all runway and taxiway safety areas,
    obstacle-free zones (OFZs), object‑free areas (OFAs), and threshold
    citing criteria outlined in AC 150/5300-13, *Airport Design,* and as
    described in this AC. This includes limitations on equipment height
    and stockpiled material.

d.  Areas and operations affected by the construction activity,
    including possible safety problems.

e.  NAVAIDs that could be affected, especially critical area boundaries.

f.  Methods of separating vehicle and pedestrian construction traffic
    from the airport movement areas. This may include fencing off
    construction areas to keep equipment operators in restricted areas
    in which they are authorized to operate. Fencing, or some other form
    of restrictive barrier, is an operational necessity in some cases.

g.  Procedures and equipment, such as barricades (identify type), to
    delineate closed construction areas from the airport operational
    areas, as necessary.

h.  Limitations on construction.

i.  Required compliance of contractor personnel with all airport safety
    and security measures.

j.  Location of stockpiled construction materials, construction site
    parking, and access and haul roads.

k.  Radio communications.

l.  Vehicle identification.

m.  Trenches and excavations and cover requirements.

n.  Procedures for notifying ARFF personnel if water lines or fire
    hydrants must be deactivated or if emergency access routes must be
    rerouted or blocked.

o.  Emergency notification procedures for medical and police response.

p.  Use of temporary visual aids.

q.  Wildlife management.

r.  Foreign object debris (FOD) control provisions.

s.  Hazardous materials (HAZMAT) management.

t.  NOTAM issuance.

u.  Inspection requirements.

v.  Procedures for locating and protecting existing underground
    utilities, cables, wires, pipelines, and other underground
    facilities in excavation areas.

w.  Procedures for contacting responsible representatives/points of
    contact for all involved parties. This should include off-duty
    contact information so an immediate response may be coordinated to
    correct any construction-related activity that could adversely
    affect the operational safety of the airport. Particular care should
    be taken to ensure that appropriate Airways Facilities personnel are
    identified in the event that an unanticipated utility outage or
    cable cut occurs that impacts FAA NAVAIDs.

x.  Vehicle operator training.

y.  Penalty provisions for noncompliance with airport rules and
    regulations and the safety plan (e.g., if a vehicle is involved in a
    runway incursion).

z.  Any special conditions that affect the operation of the airport and
    will require a portion of the safety plan to be activated (e.g.,
    low-visibility operations, snow removal).

## Section 2. Safety and Security Measures

### OVERVIEW. 

Airport operators are responsible for closely monitoring tenant and
construction contractor activity during the construction project to
ensure continual compliance with all safety and security requirements.
Airports subject to 49 CFR part 1542, Airport Security, must meet
standards for access control, movement of ground vehicles, and
identification of construction contractor and tenant personnel. In
addition, airport operators should use safety program standards, as
described in Chapter 3 of this AC, to develop specific safety measures
to which tenants and construction contractors must adhere throughout the
duration of construction activities.

General safety provisions are contained in AC 150/5370‑10, *Standards
for Specifying Construction of Airports,* paragraphs 40‑05, "Maintenance
of Traffic"; 70‑08, "Barricades, Warning Signs, and Hazard Markings";
and 80‑04, "Limitation of Operations." At any time during construction,
aircraft operations, weather, security, or local airport rules may
dictate more stringent safety measures. The airport operator should
ensure that both general and specific safety requirements are
coordinated with airport tenants and ATCT personnel. The airport
operator should also include these parties in the coordination of all
bid documents, construction plans, and specifications for on‑airport
construction projects.

### VEHICLE OPERATION AND MARKING AND PEDESTRIAN CONTROL. 

Vehicle and pedestrian access routes for airport construction projects
must be controlled to prevent inadvertent or unauthorized entry of
persons, vehicles, or animals onto the AOA. This includes aircraft
movement and nonmovement areas. The airport operator should develop and
coordinate a construction vehicle plan with airport tenants,
contractors, and the ATCT. The safety plan or invitation for bid should
include specific vehicle and pedestrian requirements.

The vehicle plan should contain the following items:

a.  Airport operator's rules and regulations for vehicle marking,
    lighting, and operation.

b.  Requirements for marking and identifying vehicles in accordance with
    AC 150/5210-5, *Painting, Marking, and Lighting of Vehicles Used on
    an Airport.*

c.  Description of proper vehicle operations on movement and nonmovement
    areas under normal, lost communications, and emergency conditions.

d.  Penalties for noncompliance with driving rules and regulations.

e.  Training requirements for vehicle drivers to ensure compliance with
    the airport operator's vehicle rules and regulations.

f.  Provisions for radio communication training for construction
    contractor personnel engaged in construction activities around
    aircraft movement areas. Some drivers, such as construction drivers
    under escort, may not require this training.

g.  Escort procedures for construction vehicles requiring access to
    aircraft movement areas. A vehicle in the movement area must have a
    working aviation-band, two-way radio unless it is under escort.
    Vehicles can be in closed areas without a radio if the closed area
    is properly marked and lighted to prevent incursions and a NOTAM
    regarding the closure is issued.

h.  Monitoring procedures to ensure that vehicle drivers are in
    compliance with the construction vehicle plan.

i.  Procedures for, if appropriate, personnel to control access through
    gates and fencing or across aircraft movement areas.

### CONSTRUCTION EMPLOYEE PARKING AREAS. 

Designate in advance vehicle parking areas for contractor employees to
prevent any unauthorized entry of persons or vehicles onto the airport
movement area. These areas should provide reasonable contractor employee
access to the job site.

### CONSTRUCTION VEHICLE EQUIPMENT PARKING. 

Construction employees must park and service all construction vehicles
in an area designated by the airport operator outside the runway safety
areas and OFZs and never on a closed taxiway or runway. Employees should
also park construction vehicles outside the OFA when not in use by
construction personnel (e.g., overnight, on weekends, or during other
periods when construction is not active). Parking areas must not
obstruct the clear line of sight by the ATCT to any taxiways or runways
under air traffic control nor obstruct any runway visual aids, signs, or
navigational aids. The FAA must also study those areas to determine
effects on 14 CFR part 77, *Objects Affecting Navigable Airspace*,
surfaces (see paragraph 2-13 for further information).

### RADIO COMMUNICATION TRAINING. 

The airport operator must ensure that tenant and construction contractor
personnel engaged in activities involving unescorted operation on
aircraft movement areas observe the proper procedures for
communications, including using appropriate radio frequencies at
airports with and without ATCTs. Training of contractors on proper
communication procedures is essential for maintaining airport
operational safety. When operating vehicles on or near open runways or
taxiways, construction personnel must understand the critical importance
of maintaining radio contact with airport operations, ATCT, or the
Common Traffic Advisory Frequency, which may include UNICOM, MULTICOM,
or one of the FAA Flight Service Stations (FSS), as directed by airport
management.

Vehicular traffic crossing active movement areas must be controlled
either by two‑way radio with the ATCT, escort, flagman, signal light, or
other means appropriate for the particular airport. Vehicle drivers must
confirm by personal observation that no aircraft is approaching their
position when given clearance to cross a runway. In addition, it is the
responsibility of the escort vehicle driver to verify the
movement/position of all escorted vehicles at any given time.

Even though radio communication is maintained, escort vehicle drivers
must also familiarize themselves with ATCT light gun signals in the
event of radio failure (see the FAA safety placard "Ground Vehicle Guide
to Airport Signs and Markings"). This safety placard may be ordered
through the Runway Safety Program Web site at
[**http://www.faarsp.org**](http://www.faarsp.org/) or obtained from the
Regional Airports Division Office.

### FENCING AND GATES. 

Airport operators and contractors must take care to maintain a high
level of safety and security during construction when access points are
created in the security fencing to permit the passage of construction
vehicles or personnel. Temporary gates should be equipped so they can be
securely closed and locked to prevent access by animals and people
(especially minors). Procedures should be in place to ensure that only
authorized persons and vehicles have access to the AOA and to prohibit
"piggybacking" behind another person or vehicle. The Department of
Transportation (DOT) document DOT/FAA/AR-00/52, *Recommended Security
Guidelines for Airport Planning and Construction*, provides more
specific information on fencing. A copy of this document can be obtained
from the Airport Consultants Council, Airports Council International, or
American Association of Airport Executives.

## Section 3. Notification of Construction Activities

### GENERAL. 

In order to maintain the desired levels of operational safety on
airports during construction activities, the safety plan should contain
the notification actions described below.

### ENSURING PROMPT NOTIFICATIONS. 

The airport operator should establish and follow procedures for the
immediate notification of airport users and the FAA of any conditions
adversely affecting the operational safety of an airport.

### NOTICES TO AIRMEN (NOTAMS). 

The airport operator must provide information on closed or hazardous
conditions on airport movement areas to the FSS so it can issue a NOTAM.
The airport operator must coordinate the issuance, maintenance, and
cancellation of NOTAMs about airport conditions resulting from
construction activities with tenants and the local air traffic facility
(control tower, approach control, or air traffic control center. Refer
to AC 150/5200‑28, *Notices to Airmen (NOTAMs) for Airport Operators,*
and Appendix 4 in this AC for a sample NOTAM form. Only the FAA may
issue or cancel NOTAMs on shutdown or irregular operation of FAA‑owned
facilities. Only the airport operator or an authorized representative
may issue or cancel NOTAMs on airport conditions. (The airport
owner/operator is the only entity that can close or open a runway.) The
airport operator must file and maintain this list of authorized
representatives with the FSS. Any person having reason to believe that a
NOTAM is missing, incomplete, or inaccurate must notify the airport
operator.

### AIRCRAFT RESCUE AND FIRE FIGHTING (ARFF) NOTIFICATION. 

The safety plan must provide procedures for notifying ARFF personnel,
mutual aid providers, and other emergency services if construction
requires shutting off or otherwise disrupting any water line or fire
hydrant on the airport or adjoining areas and if contractors work with
hazardous material on the airfield. Notification procedures must also be
developed for notifying ARFF and all other emergency personnel when the
work performed will close or affect any emergency routes. Likewise, the
procedures must address appropriate notifications when services are
restored.

### NOTIFICATION TO THE FAA. 

For certain airport projects, 14 CFR part 77 requires notification to
the FAA. In addition to applications made for Federally funded
construction, 14 CFR part 157, Notice of Construction, Alteration,
Activation, and Deactivation of Airports, requires that the airport
operator notify the FAA in writing whenever a non-Federally funded
project involves the construction of a new airport; the construction,
realigning, altering, activating, or abandoning of a runway, landing
strip, or associated taxiway; or the deactivation or abandoning of an
entire airport. Notification involves submitting FAA Form 7480‑1, Notice
of Landing Area Proposal, to the nearest FAA Regional Airports Division
Office or Airports District Office.

Also, any person proposing any kind of construction or alteration of
objects that affect navigable airspace, as defined in 14 CFR part 77
must notify the FAA. This includes construction equipment and proposed
parking areas for this equipment (i.e., cranes, graders, etc.). FAA Form
7460‑1*,* Notice of Proposed Construction or Alteration, can be used for
this purpose and submitted to the FAA Regional Airports Division Office
or Airports District Office. (See AC 70/7460-2, *Proposed Construction
or Alteration of Objects that May Affect the Navigable Airspace*.)

If construction operations require a shutdown of an airport owned NAVAID
from service for more than 24 hours or in excess of 4 hours daily on
consecutive days, we recommend a 45‑day minimum notice prior to facility
shutdown. Coordinate work for a FAA owned NAVAID shutdown with the local
FAA Airways Facilities Office. In addition, procedures that address
unanticipated utility outages and cable cuts that could impact FAA
NAVAIDs must be addressed.

### WORK SCHEDULING AND ACCOMPLISHMENT. 

Airport operators---or tenants having construction on their leased
properties---should use predesign, prebid, and preconstruction
conferences to introduce the subject of airport operational safety
during construction (see AC 150/5300-9, *Predesign, Prebid, and
Preconstruction Conferences for Airport Grant Projects).* The airport
operator, tenants, and construction contractors should integrate
operational safety requirements into their planning and work schedules
as early as practical. Operational safety should be a standing agenda
item for discussion during progress meetings throughout the project. The
contractor and airport operator should carry out onsite inspections
throughout the project and immediately remedy any deficiencies, whether
caused by negligence, oversight, or project scope change.

# CHAPTER 3. SAFETY STANDARDS AND GUIDELINES

## Section 1. Runway and Taxiway Safety Areas, Obstacle-Free Zones, and Object-Free Areas

### OVERVIEW. 

Airport operators must use these safety guidelines when preparing plans
and specifications for construction activities in areas that may
interfere with aircraft operations. The safety plan should recognize and
address these standards for each airport construction project. However,
the safety plan must reflect the specific needs of a particular project,
and for this reason, these safety guidelines should not be incorporated
verbatim into project specifications. For additional guidance on meeting
safety and security requirements, refer to the planning guide template
included in Appendix 3 of this AC.

### RUNWAY SAFETY AREA (RSA)/ OBSTACLE-FREE ZONE (OFZ). 

A runway safety area is the defined surface surrounding the runway
prepared or suitable for reducing the risk of damage to airplanes in the
event of an undershoot, overshoot, or excursion from the runway (see AC
150/5300-13, *Airport Design*). Construction activities within the
standard RSA are subject to the following conditions:

a.  Runway edges.

    1.  No construction may occur closer than 200 feet (60m) from the
        runway centerline unless the runway is closed or restricted to
        aircraft operations, requiring an RSA that is equal to the RSA
        width available during construction, or 400 feet, whichever is
        less (see AC 150/5300-13, Tables 3-1 through 3-3).

    2.  Personnel, material, and/or equipment must not penetrate the
        OFZ, as defined in AC 150/5300-13*.*

    3.  The airport operator must coordinate the construction activity
        in the RSA as permitted above with the ATCT and the FAA Regional
        Airports Division Office or appropriate Airports District Office
        and issue a local NOTAM.

b.  **Runway ends.**

    1.  An RSA must be maintained of such dimensions that it extends
        beyond the end of the runway a distance equal to that which
        existed before construction activity, unless the runway is
        closed or restricted to aircraft operations for which the
        reduced RSA is adequate (see AC 150/5300-13). The temporary use
        of declared distances and/or partial runway closures may help
        provide the necessary RSA.

In addition, all personnel, materials, and/or equipment must remain
clear of the applicable threshold siting surfaces, as defined in
Appendix 2, "Threshold Siting Requirements," of AC 150/5300-13.[^1]
Consult with the appropriate FAA Regional Airports Division Office or
Airports District Office to determine the appropriate approach surface
required.

2.  Personnel, material, and/or equipment must not penetrate the OFZ, as
    defined in AC 150/5300-13.

3.  The safety plan must provide procedures for ensuring adequate
    distance for blast protection, if required by operational
    considerations.

4.  The airport operator must coordinate construction activity in this
    portion of the RSA with the ATCT and the FAA Regional Airports
    Division Office or appropriate Airports District Office and issue a
    local NOTAM.

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c.  **Excavations**.

    1.  Construction contractors must prominently mark open trenches and
        excavations at the construction site with red or orange flags,
        as approved by the airport operator, and light them with red
        lights during hours of restricted visibility or darkness.

    2.  Open trenches or excavations are not permitted within 200 feet
        (60m) of the runway centerline and at least the existing RSA
        distance from the runway threshold while the runway is open. If
        the runway must be opened before excavations are backfilled,
        cover the excavations appropriately. Coverings for open trenches
        or excavations must be of sufficient strength to support the
        weight of the heaviest aircraft operating on the runway.

### TAXIWAY SAFETY AREAS/OBJECT-FREE AREAS.

a.  Unrestricted construction activity is permissible adjacent to
    taxiways when the taxiway is restricted to aircraft such that the
    available taxiway safety area is equal to at least ½ of the widest
    wingspan of the aircraft expected to use the taxiway and the
    available taxiway object-free area is equal to at least .7 times the
    widest wingspan plus 10 feet. (See AC 150/5300-13 for guidance on
    taxiway safety and object-free areas.)

Construction activity may be accomplished closer to a taxiway, subject
to the following restrictions:

(1) The activity is first coordinated with the airport operator.

(2) Appropriate NOTAMs are issued.

(3) Marking and lighting meeting the provisions of paragraph 3-9 are
    implemented.

(4) Adequate clearance is maintained between equipment and materials and
    any part of an aircraft. If such clearance can only be maintained if
    an aircraft does not have full use of the entire taxiway width (with
    its main landing gear at the edge of the pavement), then it will be
    necessary to move personnel and equipment for each passing aircraft.
    In these situations, flag persons will be used to direct
    construction equipment, and wing walkers may be necessary to guide
    aircraft. Wing walkers should be airline/aviation personnel rather
    than construction workers.

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b.  Construction contractors must prominently mark open trenches and
    excavations at the construction site, as approved by the airport
    operator, and light them with red lights during hours of restricted
    visibility or darkness

c.  Excavations and open trenches may be permitted up to the edge of a
    structural taxiway and apron pavement provided the dropoff is marked
    and lighted per paragraph 3-9, "Hazard Marking and Lighting."

## Section 2. Temporary Runway Thresholds 

### OVERVIEW. 

Construction activity in a runway approach area may result in the need
to partially close a runway or displace the existing runway threshold.
In either case, locate the threshold in accordance with Appendix 2 of AC
150/5300-13, *Airport Design*. Objects that do not penetrate these
surfaces may still be obstructions to air navigation and may affect
standard instrument approach procedures. Coordinate these objects with
the FAA's Regional Airports Office or appropriate Airports District
Office, as necessary. Refer to the current edition of AC 150/5300‑13 for
guidance on threshold siting requirements. The partial runway closure,
the displacement of the runway threshold, as well as closures of the
complete runway and other portions of the movement area also requires
coordination with appropriate ATCT personnel and airport users.

**Caution regarding partial runway closures:** When filing a NOTAM for a
partial runway closure, clearly state to FSS personnel that the portion
of pavement located prior to the threshold is not available for landing
and departing traffic. In this case, the threshold has been moved for
both landing and takeoff purposes (this is different than a displaced
threshold).

Example NOTAM: "North 1,000 feet of Runway 18/36 is closed; 7,000 feet
remain available on Runway 18 and Runway 36 for arrivals and
departures." There may be situations where the portion of closed runway
is available for taxiing only. If so, the NOTAM must reflect this
condition.

**Caution regarding displaced thresholds:** Implementation of a
displaced threshold affects runway length available for aircraft landing
over the displacement. Depending on the reason for the displacement (to
provide obstruction clearance or RSA), such a displacement may also
require an adjustment in the landing distance available and
accelerate-stop distance available in the opposite direction. If project
scope includes personnel, equipment, excavation, etc. within the RSA of
any usable runway end, we do not recommend a displaced threshold unless
arrivals and departures toward the construction activity are prohibited.
Instead, implement a partial closure.

### MARKING GUIDELINES FOR TEMPORARY THRESHOLD. 

Ensure that markings for temporary displaced thresholds are clearly
visible to pilots approaching the airport to land. When construction
personnel and equipment are located close to any threshold, a temporary
visual NAVAID, such as runway end identifier lights (REIL), may be
required (even on unlighted runways) to define the new beginning of the
runway clearly. A visual vertical guidance device, such as a visual
approach slope indicator (VASI), pulse light approach slope indicator
(PLASI), or precision approach path indicator (PAPI), may be necessary
to assure landing clearance over personnel, vehicles, equipment, and/or
above‑grade stockpiled materials. If such devices are installed, ensure
an appropriate descriptive NOTAM is issued to inform pilots of these
conditions. The current edition of AC 150/5340-1*, Standards for Airport
Markings,* describes standard marking colors and layouts. In addition,
we recommend that a temporary runway threshold be marked using the
following guidelines:

a.  Airport markings must be clearly visible to pilots; not misleading,
    confusing, or deceptive; secured in place to prevent movement by
    prop wash, jet blast, wing vortices, or other wind currents; and
    constructed of materials that would minimize damage to an aircraft
    in the event of inadvertent contact.

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(1) Pavement markings for temporary closed portions of the runway should
    consist of yellow chevrons to identify pavement areas that are
    unsuitable for takeoff/landing (see AC 150/5340-1). If unable to
    paint the markings on the pavement, construct them from any of the
    following materials: double-layered painted snow fence, colored
    plastic, painted sheets of plywood, or similar materials. They must
    be properly configured and secured to prevent movement by prop wash,
    jet blast, or other wind currents.

(2) It may be necessary to remove or cover runway markings, such as
    runway designation markings and aiming point markings, depending on
    the length of construction and type of activity at the airport.

(3) When threshold markings are needed to identify the temporary
    beginning of the runway that is available for landing, use a white
    threshold bar of the dimensions specified in AC 150/5340-1.

(4) If temporary outboard elevated or flush threshold bars are used,
    locate them outside of the runway pavement surface, one on each side
    of the runway. They should be at least 10 feet (3m) in width and
    extend outboard from each side of the runway so they are clearly
    visible to landing and departing aircraft. These threshold bars are
    white. If the white threshold bars are not discernable on grass or
    snow, apply a black background with appropriate material over the
    ground to ensure the markings are clearly visible.

(5) A temporary threshold may also be marked with the use of
    retroreflective, elevated markers. One side of such markers is green
    to denote the approach end of the runway; the side that is seen by
    pilots on rollout is red. See AC 150/5345-39, *FAA Specification
    L-853, Runway and Taxiway Retroreflective Markers.*

(6) At 14 CFR part 139 certificated airports, temporary elevated
    threshold markers must be mounted with a frangible fitting (see 14
    CFR part 139.309). However, at noncertificated airports, the
    temporary elevated threshold markings may either be mounted with a
    frangible fitting or be flexible. See AC 150/5345-39.

    **b.** The application rate of the paint to mark a short-term
    temporary runway threshold may deviate from the standard (see Item
    P-620, "Runway and Taxiway Painting," in AC 150/5370-10, *Standards
    for Specifying Construction of Airports*), but the dimensions must
    meet the existing standards, unless coordinated with the appropriate
    offices.

    **c.** When a runway is partially closed, the distance remaining
    signs for aircraft landing in the opposite direction should be
    covered or removed during the construction.

### LIGHTING GUIDELINES FOR TEMPORARY THRESHOLD. 

A temporary runway threshold must be lighted if the runway is lighted
and it is the intended threshold for night landings or instrument
meteorological conditions. We recommend that temporary threshold lights
and related visual NAVAIDs be installed outboard of the edges of the
full‑strength pavement with bases at grade level or as low as possible,
but not to exceed 3 inches (7.6cm) above ground. When any portion of a
base is above grade, place properly compacted fill around the base to
minimize the rate of gradient change so aircraft can, in an emergency,
cross at normal landing or takeoff speeds without incurring significant
damage (see AC 150/5370-10). We recommend that the following be observed
when using temporary runway threshold lighting:

a.  Maintain threshold and edge lighting color and spacing standards as
    described in AC 150/5340‑24, *Runway and Taxiway Edge Lighting
    System.* Battery‑powered, solar, or portable lights that meet the
    criteria in AC 150/5345‑50, *Specification for Portable Runway
    Lights,* may be used. These systems are intended primarily for
    visual flight rules (VFR) aircraft operation but may be used for
    instrument flight rules (IFR) aircraft operations, upon individual
    approval from the Flight Standards Division of the applicable FAA
    Regional Office.

b.  When the runway has been partially closed, disconnect edge and
    threshold lights with associated isolation transformers on that part
    of the runway at and behind the threshold (i.e., the portion of the
    runway that is closed). Alternately, cover the light fixture in such
    a way as to prevent light leakage. Avoid removing the lamp from
    energized fixtures because an excessive number of isolation
    transformers with open secondaries may damage the regulators and/or
    increase the current above its normal value.

c.  Secure, identify, and place any temporary exposed wiring in conduit
    to prevent electrocution and fire ignition sources.

d.  Reconfigure yellow lenses (caution zone), as necessary. If the
    runway has centerline lights, reconfigure the red lenses, as
    necessary, or place the centerline lights out of service.

e.  Relocate the visual glide slope indicator (VGSI), such as VASI and
    PAPI; other airport lights, such as REIL; and approach lights to
    identify the temporary threshold. Another option is to disable the
    VGSI or any equipment that would give misleading indications to
    pilots as to the new threshold location. Installation of temporary
    visual aids may be necessary to provide adequate guidance to pilots
    on approach to the affected runway. If the FAA owns and operates the
    VGSI, coordinate its installation or disabling with the local Airway
    Facilities Systems Management Office.

f.  Issue a NOTAM to inform pilots of temporary lighting conditions.

## Section 3. Other Construction Marking and Lighting Activities

### OVERVIEW. 

Ensure that construction areas, including closed runways, are clearly
and visibly separated from movement areas and that hazards, facilities,
cables, and power lines are identified prominently for construction
contractors. Throughout the duration of the construction project, verify
that these areas remain clearly marked and visible at all times and that
marking and lighting aids remain in place and operational. Routine
inspections must be made of temporary construction lighting, especially
battery-powered lighting since weather conditions can limit battery
life.

### CLOSED RUNWAY AND TAXIWAY MARKING AND LIGHTING. 

Closed runway markings consist of a yellow "X" in compliance with the
standards of AC 150/5340‑1, *Standards for Airport Markings.* A very
effective and preferable visual aid to depict temporary closure is the
lighted "X" signal placed on or near the runway designation numbers.
This device is much more discernible to approaching aircraft than the
other materials described. If the lighted "X" is not available,
construct the marking of any of the following materials: double‑layered
painted snow fence, colored plastic, painted sheets of plywood, or
similar materials. They must be properly configured and secured to
prevent movement by prop wash, jet blast, or other wind currents. In
addition, the airport operator may install barricades, traffic cones,
activate stop bars, or other acceptable visual devices at major
entrances to the runways to prevent aircraft from entering a closed
portion of runway. The placement of even a single reflective barricade
with a "do not enter" sign on a taxiway centerline can prevent an
aircraft from continuing onto a closed runway. If the taxiway must
remain open for aircraft crossings, barricades or markings, as described
above or in paragraph 3-9, should be placed on the runway.

a.  **Permanently closed runways.**

For runways and taxiways that have been permanently closed, disconnect
the lighting circuits. For runways, obliterate the threshold marking,
runway designation marking, and touchdown zone markings, and place "X's"
at each end and at 1,000-foot (300-m) intervals. For taxiways, place an
"X" at the entrance of the closed taxiway.

b.  **Temporarily closed runway and taxiways.**

For runways that have been temporarily closed, place an "X" at the each
end of the runway. With taxiways, place an "X" at the entrance of the
closed taxiway.

c.  **Temporarily closed airport.**

    When the airport is closed temporarily, mark the runways as closed
    and turn off the airport beacon.

d.  **Permanently closed airports**

When the airport is closed permanently, mark the runways as permanently
closed, disconnect the airport beacon, and place an "X" in the segmented
circle or at a central location if no segmented circle exists.

### HAZARD MARKING AND LIGHTING. 

Provide prominent, comprehensible warning indicators for any area
affected by construction that is normally accessible to aircraft,
personnel, or vehicles. Using appropriate hazard marking and lighting
may prevent damage, injury, traffic delays, and/or facility closures.
Hazard marking and lighting must restrict access and make specific
hazards obvious to pilots, vehicle drivers, and other personnel.
Barricades, traffic cones (weighted or sturdily attached to the
surface), or flashers are acceptable methods used to identify and define
the limits of construction and hazardous areas on airports.

Provide temporary hazard marking and lighting to prevent aircraft from
taxiing onto a closed runway for takeoff and to identify open manholes,
small areas under repair, stockpiled material, and waste areas. Also
consider less obvious construction-related hazards and include markings
to identify FAA, airport, and National Weather Service facilities cables
and power lines; instrument landing system (ILS) critical areas; airport
surfaces, such as RSA, OFA, and OFZ; and other sensitive areas to make
it easier for contractor personnel to avoid these areas.

The construction specifications must include a provision requiring the
contractor to have a person on call 24 hours a day for emergency
maintenance of airport hazard lighting and barricades. The contractor
must file the contact person's information with the airport.

a.  **Nonmovement areas.**

Indicate construction locations on nonmovement areas in which no part of
an aircraft may enter by using barricades that are marked with diagonal,
alternating orange and white stripes. Barricades may be supplemented
with alternating orange and white flags at least 20 by 20 inches (50 by
50 cm) square and made and installed so they are always in an extended
position, properly oriented, and securely fastened to eliminate jet
engine ingestion. Such barricades may be many different shapes and made
from various materials, including railroad ties, sawhorses, jersey
barriers, or barrels. During reduced visibility or night hours,
supplement the barricades with red lights, either flashing or
steady-burning, which should meet the luminance requirements of the
State Highway Department (yellow lights are not acceptable after October
1, 2004). The intensity of the lights and spacing for barricade flags
and lights must adequately and without ambiguity delineate the hazardous
area.

b.  **Movement areas.**

Use orange traffic cones; red lights, either flashing or steady-burning,
which should meet the luminance requirements of the State Highway
Department (yellow lights are not acceptable after October 1, 2004);
collapsible barricades marked with diagonal, alternating orange and
white stripes; and/or signs to separate all construction/maintenance
areas from the movement area. All barricades, temporary markers, and
other objects placed and left in safety areas associated with any open
runway, taxiway, or taxilane must be as low as possible to the ground;
of low mass; easily collapsible upon contact with an aircraft or any of
its components; and weighted or sturdily attached to the surface to
prevent displacement from prop wash, jet blast, wing vortex, or other
surface wind currents. If affixed to the surface, they must be frangible
at grade level or as low as possible, but not to exceed 3 inches (7.6cm)
above the ground. Do not use nonfrangible hazard markings, such as
concrete barriers and/or metal-drum-type barricades, in aircraft
movement areas. Do not use railroad ties on runways.

Use highly reflective barriers with flashing or steady-burning red
lights to barricade taxiways leading to closed runways. Evaluate all
operating factors when determining how to mark temporary closures that
can last from 10 to 15 minutes to a much longer period of time. However,
we strongly recommend that, even for closures of relatively short
duration, major taxiway/runway intersections be identified with
barricades spaced no greater than 20 feet (6m) apart. Mark the
barricades with a flashing or steady-burning red light. At a minimum,
use a single barricade placed on the taxiway centerline.

### CONSTRUCTION NEAR NAVIGATIONAL AIDS (NAVAIDS). 

Construction activities, materials/equipment storage, and vehicle
parking near electronic NAVAIDs require special consideration since they
may interfere with signals essential to air navigation. Evaluate the
effect of construction activity and the required distance and direction
from the NAVAID for each construction project. Pay particular attention
to stockpiling material, as well as to movement and parking of equipment
that may interfere with line of sight from the ATCT or with electronic
emissions. Interference from construction may require NAVAID shutdown or
adjustment of instrument approach minimums for IFR. This condition
requires that a NOTAM be filed. Construction activities and
materials/equipment storage near a NAVAID may also obstruct access to
the equipment and instruments for maintenance. Before commencing
construction activity, parking vehicles, or storing construction
equipment and materials near a NAVAID, consult with the nearest FAA
Airway Facilities Office.

### CONSTRUCTION SITE ACCESS AND HAUL ROADS. 

Determine the construction contractor's access to the construction sites
and haul roads. Do not permit the construction contractor to use any
access or haul roads other than those approved. Construction contractors
must submit specific proposed routes associated with construction
activities to the airport operator for evaluation and approval as part
of the safety plan before beginning construction activities. These
proposed routes must also provide specifications to prevent inadvertent
entry to movement areas. Pay special attention to ensure that ARFF right
of way on access and haul roads is not impeded at any time and that
construction traffic on haul roads does not interfere with NAVAIDs or
approach surfaces of operational runways.

### CONSTRUCTION MATERIAL STOCKPILING. 

Stockpiled materials and equipment storage are not permitted within the
RSA and OFZ of an operational runway. The airport operator must ensure
that stockpiled materials and equipment adjacent to these areas are
prominently marked and lighted during hours of restricted visibility or
darkness. This includes determining and verifying that materials are
stored at an approved location to prevent foreign object damage and
attraction of wildlife.

### OTHER LIMITATIONS ON CONSTRUCTION. 

Contractors may not use open‑flame welding or torches unless adequate
fire safety precautions are provided and the airport operator has
approved their use. Under no circumstances should flare pots be used
within the AOA at any time. The use of electrical blasting caps must not
be permitted on or within 1,000 feet (300m) of the airport property (see
AC 150/5370-10, *Standards for Specifying Construction of Airports*).

### FOREIGN OBJECT DEBRIS (FOD) MANAGEMENT. 

Waste and loose materials, commonly referred to as FOD, are capable of
causing damage to aircraft landing gears, propellers, and jet engines.
Construction contractors must not leave or place FOD on or near active
aircraft movement areas. Materials tracked onto these areas must be
continuously removed during the construction project. We also recommend
that airport operators and construction contractors carefully control
and continuously remove waste or loose materials that might attract
wildlife.

## Section 4. Safety Hazards and Impacts

### OVERVIEW. 

The situations identified below are potentially hazardous conditions
that may occur during airport construction projects. Safety area
encroachments, unauthorized and improper ground vehicle operations, and
unmarked or uncovered holes and trenches near aircraft operating
surfaces pose the most prevalent threats to airport operational safety
during airport construction projects. Airport operators and contractors
should consider the following when performing inspections of
construction activity:

a.  Excavation adjacent to runways, taxiways, and aprons.

b.  Mounds of earth, construction materials, temporary structures, and
    other obstacles near any open runway, taxiway, or taxilane; in the
    related object-free area and aircraft approach or departure
    areas/zones; or obstructing any sign or marking.

c.  Runway resurfacing projects resulting in lips exceeding 3 inches
    (7.6cm) from pavement edges and ends.

d.  Heavy equipment (stationary or mobile) operating or idle near AOAs,
    in runway approaches and departures areas, or in OFZs.

e.  Equipment or material near NAVAIDs that may degrade or impair
    radiated signals and/or the monitoring of navigational and visual
    aids. Unauthorized or improper vehicle operations in localizer or
    glide slope critical areas, resulting in electronic interference
    and/or facility shutdown.

f.  Tall and especially relatively low‑visibility units (i.e., equipment
    with slim profiles)---cranes, drills, and similar objects---located
    in critical areas, such as OFZs and approach zones.

g.  Improperly positioned or malfunctioning lights or unlighted airport
    hazards, such as holes or excavations, on any apron, open taxiway,
    or open taxilane or in a related safety, approach, or departure
    area.

h.  Obstacles, loose pavement, trash, and other debris on or near AOAs.
    Construction debris (gravel, sand, mud, paving materials, etc.) on
    airport pavements may result in aircraft propeller, turbine engine,
    or tire damage. Also, loose materials may blow about, potentially
    causing personal injury or equipment damage.

i.  Inappropriate or poorly maintained fencing during construction
    intended to deter human and animal intrusions into the AOA. Fencing
    and other markings that are inadequate to separate construction
    areas from open AOAs create aviation hazards.

j.  Improper or inadequate marking or lighting of runways (especially
    thresholds that have been displaced or runways that have been
    closed) and taxiways that could cause pilot confusion and provide a
    potential for a runway incursion. Inadequate or improper methods of
    marking, barricading, and lighting of temporarily closed portions of
    AOAs create aviation hazards.

k.  Wildlife attractants---such as trash (food scraps not collected from
    construction personnel activity), grass seeds, or ponded water---on
    or near airports.

l.  Obliterated or faded markings on active operational areas.

m.  Misleading or malfunctioning obstruction lights. Unlighted or
    unmarked obstructions in the approach to any open runway pose
    aviation hazards.

n.  Failure to issue, update, or cancel NOTAMs about airport or runway
    closures or other construction‑related airport conditions.

o.  Failure to mark and identify utilities or power cables. Damage to
    utilities and power cables during construction activity can result
    in the loss of runway/taxiway lighting; loss of navigational,
    visual, or approach aids; disruption of weather reporting services;
    and/or loss of communications.

p.  Restrictions on ARFF access from fire stations to the runway‑taxiway
    system or airport buildings.

q.  Lack of radio communications with construction vehicles in airport
    movement areas.

r.  Objects, regardless of whether they are marked or flagged, or
    activities anywhere on or near an airport that could be distracting,
    confusing, or alarming to pilots during aircraft operations.

s.  Water, snow, dirt, debris, or other contaminants that temporarily
    obscure or derogate the visibility of runway/taxiway marking,
    lighting, and pavement edges. Any condition or factor that obscures
    or diminishes the visibility of areas under construction.

t.  Spillage from vehicles (gasoline, diesel fuel, oil, etc.) on active
    pavement areas, such as runways, taxiways, ramps, and airport
    roadways.

u.  Failure to maintain drainage system integrity during construction
    (e.g., no temporary drainage provided when working on a drainage
    system).

v.  Failure to provide for proper electrical lockout and tagging
    procedures. At larger airports with multiple maintenance
    shifts/workers, construction contractors should make provisions for
    coordinating work on circuits.

w.  Failure to control dust. Consider limiting the amount of area from
    which the contractor is allowed to strip turf.

x.  Exposed wiring that creates an electrocution or fire ignition
    hazard. Identify and secure wiring, and place it in conduit or bury
    it.

y.  Site burning, which can cause possible obscuration.

z.  Construction work taking place outside of designated work areas and
    out of phase.

# APPENDIX 1. RELATED READING MATERIAL

#### Obtain the latest version of the following free publications from the FAA on its Web site at <http://www.faa.gov/arp/>. In addition, these ACs are available by contacting the U.S. Department of Transportation, Subsequent Distribution Office, SVC-121.23, Ardmore East Business Center, 3341 Q 75th Avenue, Landover, MD 20785.

a.  AC 150/5200-28, *Notices to Airmen (NOTAM) for Airport Operators.*
    Provides guidance for the use of the NOTAM System in airport
    reporting.

b.  AC 150/5200-30, *Airport Winter Safety and Operations.* Provides
    guidance to airport owners/operators on the development of an
    acceptable airport snow and ice control program and on appropriate
    field condition reporting procedures.

c.  AC 150/5200-33, *Hazardous Wildlife Attractants On or Near
    Airports.* Provides guidance on locating certain land uses having
    the potential to attract hazardous wildlife to public-use airports.

d.  AC 150/5210-5, *Painting, Marking, and Lighting of Vehicles Used on
    an Airport*. Provides guidance, specifications, and standards for
    painting, marking, and lighting vehicles operating in the airport
    air operations areas.

e.  AC 150/5220-4, *Water Supply Systems for Aircraft Fire and Rescue
    Protection.* Provides guidance for the selection of a water source
    and standards for the design of a distribution system to support
    aircraft rescue and fire fighting service operations on airports.

f.  AC 150/5340-1, *Standards for Airport Markings*. Contains FAA
    standards for markings used on airport runways, taxiways, and
    aprons.

g.  AC 150/5340-14B, *Economy Approach Lighting Aids*. Describes
    standards for the design, selection, siting, and maintenance of
    economy approach lighting aids.

h.  AC 150/5340-18, *Standards for Airport Sign Systems.* Contains FAA
    standards for the siting and installation of signs on airport
    runways and taxiways.

i.  AC 150/5345-28, *Precision Approach Path Indicator (PAPI) Systems.*
    Contains the FAA standards for PAPI systems, which provide pilots
    with visual glide slope guidance during approach for landing.

j.  AC 150/5380-5, *Debris Hazards at Civil Airports.* Discusses
    problems at airports, gives information on foreign objects, and
    explains how to eliminate such objects from operational areas.

k.  AC 70/7460-2, *Proposed Construction or Alteration of Objects that
    May Affect the Navigable Airspace.* Provides information to persons
    proposing to erect or alter an object that may affect navigable
    airspace and explains the need to notify the FAA before construction
    begins and the FAA's response to those notices, as required by 14
    CFR part 77.

#### Obtain copies of the following publications from the Superintendent of Documents, U.S. Government Printing Office, Washington, DC 20402. Send a check or money order made payable to the Superintendent of Documents in the amount stated with your request. The Government Printing Office does not accept C.O.D. orders. In addition, the FAA makes these ACs available at no charge on the Web site at <http://www.faa.gov/arp/>.

a.  AC 150/5300-13, *Airport Design.* Contains FAA standards and
    recommendations for airport design, establishes approach visibility
    minimums as an airport design parameter, and contains the
    object-free area and the obstacle free-zone criteria. (\$26. Supt.
    Docs.) SN050-007-01208-0.

b.  AC 150/5370-10, *Standards for Specifying Construction of Airports.*
    Provides standards for construction of airports. Items covered
    include earthwork, drainage, paving, turfing, lighting, and
    incidental construction. (\$18. Supt. Docs.) SN050-007-0821-0.

# APPENDIX 2. DEFINITIONS OF TERMS USED IN THE AC

1.  **AIR OPERATIONS AREA (AOA).** Any area of the airport used or
    intended to be used for the landing, takeoff, or surface maneuvering
    of aircraft. An air operations area includes such paved or unpaved
    areas that are used or intended to be used for the unobstructed
    movement of aircraft in addition to its associated runways,
    taxiways, or aprons.

2.  **CONSTRUCTION.** The presence and movement of construction-related
    personnel, equipment, and materials in any location that could
    infringe upon the movement of aircraft.

3.  **CERTIFICATED AIRPORT.** An airport that has been issued an Airport
    Operating Certificate by the FAA under the authority of 14 CFR part
    139, Certification and Operation: Land Airports Serving Certain Air
    Carriers, or its subsequent revisions.

4.  **FAA FORM 7460‑1, NOTICE OF PROPOSED CONSTRUCTION OR ALTERATION.**
    The form submitted to the FAA Regional Air Traffic or Airports
    Division Office as formal written notification of any kind of
    construction or alteration of objects that affect navigable
    airspace, as defined in 14 CFR part 77, Objects Affecting Navigable
    Airspace (see AC 70/7460‑2, *Proposed Construction or Alteration of
    Objects that May Affect the Navigable Airspace*, found at
    [**http://www.faa.gov/arp/**](http://www.faa.gov/arp/)).

5.  **FAA FORM 7480‑1, NOTICE OF LANDING AREA PROPOSAL.** Form submitted
    to the FAA Airports Regional Division Office or Airports District
    Office as formal written notification whenever a project without an
    airport layout plan on file with the FAA involves the construction
    of a new airport; the construction, realigning, altering,
    activating, or abandoning of a runway, landing strip, or associated
    taxiway; or the deactivation or abandoning of an entire airport
    (found at **http://www.faa.gov/arp/**).

6.  **MOVEMENT AREA.** The runways, taxiways, and other areas of an
    airport that are used for taxiing or hover taxiing, air taxiing,
    takeoff, and landing of aircraft, exclusive of loading ramps and
    aircraft parking areas (reference 14 CFR part 139).

7.  **OBSTRUCTION.** Any object/obstacle exceeding the obstruction
    standards specified by 14 CFR part 77, subpart C.

8.  **OBJECT-FREE AREA (OFA).** An area on the ground centered on the
    runway, taxiway, or taxilane centerline provided to enhance safety
    of aircraft operations by having the area free of objects except for
    those objects that need to be located in the OFA for air navigation
    or aircraft ground maneuvering purposes (see AC 150/5300-13,
    *Airport Design,* for additional guidance on OFA standards and
    wingtip clearance criteria).

    **9. OBSTACLE‑FREE ZONE (OFZ).** The airspace below 150 feet (45m)
    above the established airport elevation and along the runway and
    extended runway centerline that is required to be clear of all
    objects, except for frangible visual NAVAIDs that need to be located
    in the OFZ because of their function, in order to provide clearance
    protection for aircraft landing or taking off from the runway and
    for missed approaches (refer to AC 150/5300-13 for guidance on
    OFZs).

    10. **RUNWAY SAFETY AREA (RSA).** A defined surface surrounding the
        runway prepared or suitable for reducing the risk of damage to
        airplanes in the event of an undershoot, overshoot, or excursion
        from the runway, in accordance with AC 150/5300-13.

    11. **TAXIWAY SAFETY AREA.** A defined surface alongside the taxiway
        prepared or suitable for reducing the risk of damage to an
        airplane unintentionally departing the taxiway, in accordance
        with AC 150/5300-13.

    12. **THRESHOLD.** The beginning of that portion of the runway
        available for landing. In some instances, the landing threshold
        may be displaced.

    13. **DISPLACED THRESHOLD.** The portion of pavement behind a
        displaced threshold that may be available for takeoffs in either
        direction or landing from the opposite direction.

    14. **VISUAL GLIDE SLOPE INDICATOR (VGSI).** This device provides a
        visual glide slope indicator to landing pilots. These systems
        include precision approach path indicators (PAPIs), visual
        approach slope indicators (VASIs), and pulse light approach
        slope indicators (PLASIs).

# APPENDIX 3. AIRPORT CONSTRUCTION SAFETY PLANNING GUIDE

##### Aviation Safety Requirements During Construction

**PURPOSE.** *This appendix provides airport operators with boilerplate
format and language for developing a safety plan for an airport
construction project. Adapt this appendix, as applicable, to specific
conditions found on the airport for which the plan is being developed.
Consider including a copy of this safety plan in the construction
drawings for easy access by contractor personnel. Plans should contain
the following:*

### GENERAL SAFETY REQUIREMENTS. 

Throughout the construction project, the following safety and
operational practices should be observed:

-   Operational safety should be a standing agenda item during progress
    meetings throughout the construction project.

-   The contractor and airport operator must perform onsite inspections
    throughout the project, with immediate remedy of any deficiencies,
    whether caused by negligence, oversight, or project scope change.

-   Airport runways and taxiways should remain in use by aircraft to the
    maximum extent possible.

-   Aircraft use of areas near the contractor's work should be
    controlled to minimize disturbance to the contractor's operation.

-   Contractor, subcontractor, and supplier employees or any
    unauthorized persons must be restricted from entering an airport
    area that would be hazardous.

-   Construction that is within the safety area of an active runway,
    taxiway, or apron that is performed under normal operational
    conditions must be performed when the runway, taxiway, or apron is
    closed or use-restricted and initiated only with prior permission
    from the airport operator.

-   The contracting officer, airport operator, or other designated
    airport representative may order the contractor to suspend
    operations; move personnel, equipment, and materials to a safe
    location; and stand by until aircraft use is completed.

### CONSTRUCTION MAINTENANCE AND FACILITIES MAINTENANCE. 

#### Before beginning any construction activity, the contractor must, through the airport operator, give notice \[using the Notice to Airmen (NOTAM) System\] of proposed location, time, and date of commencement of construction. Upon completion of work and return of all such areas to standard conditions, the contractor must, through the airport operator, verify the cancellation of all notices issued via the NOTAM System. Throughout the duration of the construction project, the contractor must--- {#before-beginning-any-construction-activity-the-contractor-must-through-the-airport-operator-give-notice-using-the-notice-to-airmen-notam-system-of-proposed-location-time-and-date-of-commencement-of-construction.-upon-completion-of-work-and-return-of-all-such-areas-to-standard-conditions-the-contractor-must-through-the-airport-operator-verify-the-cancellation-of-all-notices-issued-via-the-notam-system.-throughout-the-duration-of-the-construction-project-the-contractor-must .unnumbered}

a.  Be aware of and understand the safety problems and hazards described
    in AC 150/5370-2, *Operational Safety on Airports During
    Construction.*

b.  Conduct activities so as not to violate any safety standards
    contained in AC 150/5370-2 or any of the references therein.

c.  Inspect all construction and storage areas as often as necessary to
    be aware of conditions.

d.  Promptly take all actions necessary to prevent or remedy any unsafe
    or potentially unsafe conditions as soon as they are discovered.

### APPROACH CLEARANCE TO RUNWAYS. 

### Runway thresholds must provide an unobstructed approach surface over equipment and materials. (Refer to Appendix 2 in AC 150/5300-13, *Airport Design,* for guidance in this area.) {#runway-thresholds-must-provide-an-unobstructed-approach-surface-over-equipment-and-materials.-refer-to-appendix-2-in-ac-1505300-13-airport-design-for-guidance-in-this-area. .unnumbered}

### RUNWAY AND TAXIWAY SAFETY AREA (RSA AND TSA). 

### Limit construction to outside of the approved RSA, as shown on the approved airport layout plan---unless the runway is closed or restricted to aircraft operations, requiring a lesser standard RSA that is equal to the RSA available during construction (see AC 150/5370-2 for exceptions). Construction activity within the TSA is permissible when the taxiway is open to aircraft traffic if adequate wingtip clearance exists between the aircraft and equipment/material; evacuations, trenches, or other conditions are conspicuously marked and lighted; and local NOTAMs are in effect for the activity (see AC 150/5300-13 for wingtip clearance requirements). The NOTAM should state that, "personnel and equipment are working adjacent to Taxiway\_\_\_\_."  {#limit-construction-to-outside-of-the-approved-rsa-as-shown-on-the-approved-airport-layout-planunless-the-runway-is-closed-or-restricted-to-aircraft-operations-requiring-a-lesser-standard-rsa-that-is-equal-to-the-rsa-available-during-construction-see-ac-1505370-2-for-exceptions.-construction-activity-within-the-tsa-is-permissible-when-the-taxiway-is-open-to-aircraft-traffic-if-adequate-wingtip-clearance-exists-between-the-aircraft-and-equipmentmaterial-evacuations-trenches-or-other-conditions-are-conspicuously-marked-and-lighted-and-local-notams-are-in-effect-for-the-activity-see-ac-1505300-13-for-wingtip-clearance-requirements.-the-notam-should-state-that-personnel-and-equipment-are-working-adjacent-to-taxiway____. .unnumbered}

a.  Procedures for protecting runway edges.

-   Limit construction to no closer than 200 feet (60m) from the runway
    centerline---unless the runway is closed or restricted to aircraft
    operations, requiring a lesser standard RSA that is equal to the RSA
    available during construction.

-   Prevent personnel, material, and/or equipment, as defined in AC
    150/5300-13, Paragraph 306, "Obstacle Free Zone (OFZ)," from
    penetrating the OFZ.

-   Coordinate construction activity with the Airport Traffic Control
    Tower (ATCT) and FAA Regional Airports Division Office or Airports
    District Office, and through the airport operator, issue an
    appropriate NOTAM.

> Complete the following chart to determine the area that must be
> protected along the runway edges:

+----------+---------------+------------+-----------------------------+
| Runway   | Aircraft      | Airplane   | RSA Width in Feet Divided   |
|          | Approach      | Design     | by 2\*                      |
|          | Category\*    | Group\*    |                             |
|          |               |            |                             |
|          | A, B, C, or D | I, II,     |                             |
|          |               | III, or IV |                             |
+----------+---------------+------------+-----------------------------+
| \_       | \_\_\         | \_\_\_\_   | \_\_\_\_\_\_\_\_\_          |
| \_\_\_\_ | _\_\_\_\_\_\_ | \_\_\_\_\_ |                             |
| \_\_\_\_ |               |            |                             |
+----------+---------------+------------+-----------------------------+
| \_       | \_\_\         | \_\_\_\_   | \_\_\_\_\_\_\_\_\_          |
| \_\_\_\_ | _\_\_\_\_\_\_ | \_\_\_\_\_ |                             |
| \_\_\_\_ |               |            |                             |
+----------+---------------+------------+-----------------------------+
| \_       | \_\_\         | \_\_\_\_   | \_\_\_\_\_\_\_\_\_          |
| \_\_\_\_ | _\_\_\_\_\_\_ | \_\_\_\_\_ |                             |
| \_\_\_\_ |               |            |                             |
+----------+---------------+------------+-----------------------------+
| \_       | \_\_\         | \_\_\_\_   | \_\_\_\_\_\_\_\_\_          |
| \_\_\_\_ | _\_\_\_\_\_\_ | \_\_\_\_\_ |                             |
| \_\_\_\_ |               |            |                             |
+----------+---------------+------------+-----------------------------+

\*See AC 150/5300-13, *Airport Design,* to complete the chart for a
specific runway.

b.  Procedures for protecting runway ends.

-   Maintain the RSA from the runway threshold to a point at least the
    distance from the runway threshold as existed before construction
    activity*---*unless the runway is closed or restricted to aircraft
    operations, requiring an RSA that is equal to the RSA length
    available during construction in accordance with AC 150/5300-13.
    This may involve the use of declared distances and partial runway
    closures (see AC 150/5370-2 for exceptions).

-   Ensure all personnel, materials, and/or equipment are clear of the
    applicable threshold siting criteria surface, as defined in Appendix
    2, "Threshold Siting Requirements," of AC 150/5300-13.

-   Prevent personnel, material, and/or equipment, as defined in AC
    150/5300-13, from penetrating the obstacle-free zone.

-   Ensure adequate distance for blast protection is provided, as
    needed.

-   Coordinate construction activity with the ATCT and FAA Regional
    Airports Division Office or Airports District Office, and through
    the airport operator, issue an appropriate NOTAM.

-   Provide a drawing showing the profile of the appropriate surfaces of
    each runway end where construction will take place. Where operations
    by turbojet aircraft are anticipated, review takeoff procedures and
    jet blast characteristics of aircraft and incorporate safety
    measures for construction workers in the contract documents.

> *Complete the following chart to determine the area that must be
> protected before the runway threshold:*

\*See AC 150/5300-13, *Airport Design,* to complete the chart for a
specific runway.

### MARKING AND LIGHTING FOR TEMPORARY THRESHOLDS. 

Marking and lighting for a temporary threshold is\_\_\_\_/is not\_\_\_\_
required. The airport owner or contractor, as specified in the contract,
will furnish and maintain markings for temporary thresholds. Precision
approach path indicators (PAPIs) or runway end identification lights
(REIL) are\_\_\_\_/are not\_\_\_\_ required. The airport owner or
contractor, as specified in the contract, will furnish and install all
temporary lighting. Include appropriate items per AC 150/5370-2, Chapter
3, "Safety Standards and Guidelines." *If marking and lighting for the
temporary threshold is not required, delete this section of the safety
plan. If visual aids and/or markings are necessary, provide details.
(Include applicable 14 CFR part 77 surfaces in the contract documents.)*

### CLOSED RUNWAY MARKINGS AND LIGHTING. 

The following must be specified for closed runways. Closed runway
marking are \_\_\_\_/are not\_\_\_\_ required. Closed runway markings
will be as shown on the plans\_\_\_\_/as furnished by the airport
owner\_\_\_\_/other\_\_\_\_ (specify). Barricades, flagging, and
flashers are\_\_\_\_/are not\_\_\_\_required at Taxiway\_\_\_\_ and
Runway\_\_\_\_and will be supplied by the airport
\_\_\_\_/other\_\_\_\_(specify).

### HAZARDOUS AREA MARKING AND LIGHTING. 

Hazardous areas on the movement area will be marked with barricades,
traffic cones, flags, or flashers (specify). These markings restrict
access and make hazards obvious to aircraft, personnel, and vehicles.
During periods of low visibility and at night, identify hazardous areas
with red flashing or steady-burning lights (specify). The hazardous area
marking and lighting will be supplied by the airport
operator/contractor, as specified in the contract, and will be depicted
on the plans.

### TEMPORARY LIGHTING AND MARKING. 

Airport markings, lighting, and/or signs will be altered in the
following manner (specify) during the period from \_\_\_\_\_ to
\_\_\_\_\_\_. The alterations are depicted on the plans.

### VEHICLE OPERATION MARKING AND CONTROL. 

Include the following provisions in the construction contract, and
address them in the safety plans:

a.  When any vehicle, other than one that has prior approval from the
    airport operator, must travel over any portion of an aircraft
    movement area, it will be escorted and properly identified. To
    operate in those areas during daylight hours, the vehicle must have
    a flag or beacon attached to it. Any vehicle operating on the
    movement areas during hours of darkness or reduced visibility must
    be equipped with a flashing dome-type light, the color of which is
    in accordance with local or state codes.

b.  It may be desirable to clearly identify the vehicles for control
    purposes by either assigned initials or numbers that are prominently
    displayed on each side of the vehicle. The identification symbols
    should be at minimum 8-inch (20-cm) block-type characters of a
    contrasting color and easy to read. They may be applied either by
    using tape or a water-soluble paint to facilitate removal. Magnetic
    signs are also acceptable. In addition, vehicles must display
    identification media, as specified in the approved security plan.
    *(This section should be revised to conform to the airport
    operator's requirements.)*

c.  Employee parking shall be
    \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
    (specify location), as designated by the airport manager\_\_\_\_\_/
    project engineer\_\_\_\_\_\_/other\_\_\_\_\_\_ (specify).

d.  Access to the job site shall be via\_\_\_\_\_\_\_\_\_\_\_ (specify
    route), as shown on the plans\_\_\_\_\_\_/designated by the
    engineer\_\_\_\_\_\_/designated by the
    superintendent\_\_\_\_\_\_/designated by the airport
    manager\_\_\_\_\_\_/other\_\_\_\_\_\_ (specify).

e.  At 14 CFR part 139 certificated and towered airports, all vehicle
    operators having access to the movement area must be familiar with
    airport procedures for the operation of ground vehicles and the
    consequences of noncompliance.

f.  If the airport is certificated and/or has a security plan, the
    airport operator should check for guidance on the additional
    identification and control of construction equipment.

### NAVIGATIONAL AIDS. 

The contractor must not conduct any construction activity within
navigational aid restricted areas without prior approval from the local
FAA Airway Facilities sector representative. Navigational aids include
instrument landing system components and very high-frequency
omnidirectional range, airport surveillance radar. Such restricted areas
are depicted on construction plans.

### LIMITATIONS ON CONSTRUCTION. 

Additional limitations on construction include---

a.  Prohibiting open-flame welding or torch cutting operations unless
    adequate fire safety precautions are provided and these operations
    have been authorized by the airport operator *(as tailored to
    conform to local requirements and restrictions).*

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a.  Prominently marking open trenches, excavations, and stockpiled
    materials at the construction and lighting these obstacles during
    hours of restricted visibility and darkness.

b.  Marking and lighting closed, deceptive, and hazardous areas on
    airports, as appropriate.

c.  Constraining stockpiled material to prevent its movement as a result
    of the maximum anticipated aircraft blast and forecast wind
    conditions.

### RADIO COMMUNICATIONS. 

Vehicular traffic located in or crossing an active movement area must
have a working two-way radio in contact with the control tower or be
escorted by a person in radio contact with the tower. The driver,
through personal observation, should confirm that no aircraft is
approaching the vehicle position. Construction personnel may operate in
a movement area without two-way radio communication provided a NOTAM is
issued closing the area and the area is properly marked to prevent
incursions. Two-way radio communications are \_\_\_\_/are
not\_\_\_\_required between contractors and the Airport Traffic Control
Tower\_\_\_\_\_\_/FAA Flight Service Station\_\_\_\_\_/Airport
Aeronautical Advisory Stations (UNICOM/CTAF)\_\_\_\_\_\_. Radio contact
is \_\_\_\_\_\_\_/is not\_\_\_\_\_ required between the hours of
\_\_\_\_and \_\_\_\_\_. Continuous monitoring is required \_\_\_\_\_/or
is required only when equipment movement is necessary in certain
areas\_\_\_\_\_. *(This section may be tailored to suit the specific
vehicle and safety requirements of the airport sponsor.)*

### DEBRIS. 

Waste and loose material must not be placed in active movement areas.
Materials tracked onto these areas must be removed continuously during
the work project.

# APPENDIX 4. SAMPLE NOTAM

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ **AIRPORT**

**FAA NOTAM \#**
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
**DATE:** \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

**AIRPORT I.D. \#**
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
**TIME:** \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

**NOTAM TEXT:**

**NOTIFICATON:**

\# \# \# \# TOWER \_\_\_\_\_\_\_\_\_\_\_\_\_ \_\_\_\_\_\_\_\_\_\_\_\_
\_\_\_\_\_\_\_\_\_\_\_\_\_ \_\_\_\_\_\_\_\_\_\_\_\_\_

PHONE \# INITIALS TIME CALLED IN BY

\# \# \# \# FSS \_\_\_\_\_\_\_\_\_\_\_­­\_\_ \_\_\_\_\_\_\_\_\_\_\_\_\_
\_\_\_\_\_\_\_\_\_\_\_\_\_ \_\_\_\_\_\_\_\_\_\_\_\_\_

PHONE \# INITIALS TIME CALLED IN BY

AIRLINES

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

**CANCELLED:**

**NOTIFICATON:**

\# \# \# \# TOWER \_\_\_\_\_\_\_\_\_\_\_\_\_ \_\_\_\_\_\_\_\_\_\_\_\_
\_\_\_\_\_\_\_\_\_\_\_\_\_ \_\_\_\_\_\_\_\_\_\_\_\_\_

PHONE \# INITIALS TIME CALLED IN BY

\# \# \# \# FSS \_\_\_\_\_\_\_\_\_\_\_­­\_\_ \_\_\_\_\_\_\_\_\_\_\_\_\_
\_\_\_\_\_\_\_\_\_\_\_\_\_ \_\_\_\_\_\_\_\_\_\_\_\_\_

PHONE \# INITIALS TIME CALLED IN BY

AIRLINES

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

[^1]: If a full safety area cannot be obtained through declared
    distances and partial closures, or other methods such as alternate
    runway use, construction activity may operate in the RSA as long as
    conditions cited in paragraph 3-1b(2) thru (4) are met. In addition,
    various surfaces outlined in AC 150/5300-13 and Terminal Instrument
    Procedures (TERPS) must be protected through an aeronautical study.