Advisory 

Circular 

U.S. Department 

of Transportation 

Federal Aviation 

Administration

Subject: OFF-PEAK 

CONSTRUCTION OF AIRPORT 

PAVEMENTS USING HOT-MIX 

ASPHALT 

Date: 9/29/2006 AC No.: 150/5370-13A 

Initiated by: AAS-100 Change: 

1. PURPOSE. This advisory circular (AC) provides guidance for the planning, coordination, 

management, design, testing, inspection, and execution of off-peak construction of airport 

pavements using hot-mix asphalt (HMA) paving materials. This circular focuses on HMA 

airfield pavement construction. The material contained herein also applies to other types of 

airfield improvements where off-peak construction is identified as the preferred delivery method. 

2. EFFECTIVE DATE. The effective date is September 29, 2006. 

3. CANCELLATION. AC 150/5370-13, Offpeak Construction of Airport Pavements Using 

Hot-Mix Asphalt, dated August 27, 1990, is canceled.

4. SELECTED READING MATERIAL. Appendix A lists publications that contain 

additional information on the subject matter. 

5. APPLICATION. The guidelines contained herein are recommended by the Federal 

Aviation Administration (FAA) for applications at airports where closure of a pavement would 

create significant adverse impacts. 

6. METRIC UNITS. To promote an orderly transition to metric units, the text and figures 

include both English and metric dimensions. The metric conversions are based on operational 

significance and may not be exact equivalents. Until there is an official changeover to the metric 

system, the English dimensions should be used. 

7. COMMENTS OR SUGGESTIONS for improvements to this AC should be sent to: 

Manager, Airport Engineering Division 

Federal Aviation Administration 

ATTN: AAS-100 

800 Independence Avenue, S.W. 

Washington, DC 20591 
8. COPIES OF THIS AC. The Office of Airport Safety and Standards is in the process of 

making ACs available to the public through the Internet. These ACs may be accessed through 

the FAA home page (www.faa.gov). A printed copy of this AC and other ACs can be ordered 

from the U.S. Department of Transportation, Subsequent Distribution Office, Ardmore East 

Business Center, 3341 Q 75th Avenue, Landover, MD 20785. 

DAVID L. BENNETT 

Director of Airport Safety and Standards 
September 29, 2006 AC 150/5370-13A 

TABLE OF CONTENTS 

SECTION 1. BACKGROUND ................................................................................................... 1

1. JUSTIFICATION. .............................................................................................................. 1 

2. PURPOSE........................................................................................................................... 1 

3. OFF-PEAK TIMES. ........................................................................................................... 1 

SECTION 2. PROJECT PLANNING ....................................................................................... 3

4. POTENTIAL....................................................................................................................... 3 

5. FEASIBILITY. ................................................................................................................... 3 

6. STAGING........................................................................................................................... 3 

7. CONSIDERATIONS.......................................................................................................... 3 

8. COORDINATION.............................................................................................................. 4 

9. COST ESTIMATES. .......................................................................................................... 4 

SECTION 3. COORDINATION ................................................................................................ 5

10. BACKGROUND. ........................................................................................................... 5 

11. INITIAL COORDINATION. ......................................................................................... 6 

SECTION 4. PROJECT MANAGEMENT............................................................................... 9

12. PROJECT MANAGER. ................................................................................................. 9 

13. CONSTRUCTION MANAGER. ................................................................................. 10 

14. RESIDENT ENGINEER. ............................................................................................. 10 

SECTION 5. DESIGN CONSIDERATIONS.......................................................................... 13

15. PLANS AND SPECIFICATIONS. .............................................................................. 13 

16. PAVEMENT SURVEY................................................................................................ 13 

17. SPECIAL DETAILS..................................................................................................... 13 

18. SPECIFICATIONS....................................................................................................... 14 

SECTION 6. TESTING AND INSPECTION ......................................................................... 19

19. TESTING...................................................................................................................... 19 

20. INSPECTION. .............................................................................................................. 19 

SECTION 7. OPERATIONAL SAFETY PROCEDURES ................................................... 21

21. GENERAL.................................................................................................................... 21 

22. SAFETY PLAN............................................................................................................ 21 

23. CONSTRUCTION ACTIVITIES................................................................................. 21 

24. POST-CONSTRUCTION INSPECTION. ................................................................... 22 

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AC 150/5370-13A September 29, 2006 

SECTION 8. CONSTRUCTION PRACTICES...................................................................... 23

25. PRECONSTRUCTION CONFERENCE. .................................................................... 23 

26. PROJECT SUBMITTALS............................................................................................ 23 

27. TESTING AND INSPECTION.................................................................................... 23 

28. CONSTRUCTION PROGRESS MEETINGS. ............................................................ 24 

29. WEATHER................................................................................................................... 24 

30. COMMUNICATION.................................................................................................... 24 

31. SECURITY DURING CONSTRUCTION................................................................... 25 

32. ASSEMBLY OF EQUIPMENT................................................................................... 25 

SECTION 9. CONSTRUCTION TECHNIQUES .................................................................. 27

33. TEST SECTIONS......................................................................................................... 27 

34. LIMITS OF OVERLAY OPERATIONS. .................................................................... 27 

35. PLACEMENT OF HOT-MIX ASPHALT. .................................................................. 27 

36. TRANSITION RAMPS................................................................................................ 30 

37. IN-PAVEMENT LIGHTING. ...................................................................................... 32 

38. PAVEMENT MARKING............................................................................................. 32 

39. WORK AREA CLEANUP........................................................................................... 34 

40. MILLED SURFACES. ................................................................................................. 34 

SECTION 10. SUMMARY ....................................................................................................... 35

41. GENERAL.................................................................................................................... 35 

APPENDIX A. RELATED READING MATERIAL............................................................. 37

LIST OF FIGURES 

Figure 1. Coordination - Participating Organizations.................................................................... 6 

Figure 2. Inspection Checklist ..................................................................................................... 11 

Figure 3. Pavement Spreader in Nighttime Construction ............................................................ 16 

Figure 4. Typical Overlay Section – 150-foot (45M) Runway.................................................... 28 

Figure 5. Setting an Erected Stringline ........................................................................................ 29 

Figure 6. A Cold-Planer for Use in Removing Transition Ramp ................................................ 31 

Figure 7. Transition Ramp Construction with Cold-Planing Equipment .................................... 31 

Figure 8. Core Drilling Above In-pavement Light Base (NOTE: Drilling Rig is Plumb) .......... 33 

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September 29, 2006 AC 150/5370-13A 

SECTION 1. BACKGROUND 

1. JUSTIFICATION. As airport traffic increases and additional airport capacity becomes 

scarce, airport construction activities can cause severe disruptions to airport operations and 

contribute to flight delays, cancellations, and missed connections that are inconvenient to 

passengers, result in loss of schedule integrity, and are costly to aircraft operators. In addition to 

allowing aircraft operators to maintain scheduled air service to the community, paving airside 

pavements during off-peak periods may be an effective way to maintain airport construction 

schedules without loss of revenues, inconvenience to passengers or excessive air traffic system 

delays. 

2. PURPOSE. Techniques for paving during off-peak periods have been applied successfully 

at airports throughout the United States for many years. This advisory circular describes the 

techniques that are available and the procedures that should be followed in the execution of offpeak construction projects in order to ensure safety, provide quality construction, and avoid 

excessive air traffic delays. Section 7, Operational Safety Procedures, provides further emphasis 

on the importance of safety during off-peak construction. 

3. OFF-PEAK TIMES. In most cases, off-peak refers to the nighttime hours between 9:00 

p.m. and 7:00 a.m. when scheduled passenger flight air service is at the lowest. Off-peak may 

also include particular days of low activity or periods of low usage through a continuous 

weekend period; for example, from 10:00 pm Friday until 2:00 p.m. Sunday. At some airports, 

such as those serving resort areas, off-peak may refer to particular seasons of the year; for 

example, Spring or Fall. Scheduling work periods of at least 81⁄2 hours is recommended; 

however, shorter work periods may be acceptable at locations where 81⁄2 or more hours is 

difficult to attain. 

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AC 150/5370-13A September 29, 2006 

Intentionally left blank.

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September 29, 2006 AC 150/5370-13A 

SECTION 2. PROJECT PLANNING 

4. POTENTIAL. The potential for off-peak paving should be identified early in the project 

planning stage and discussed in the predesign conference (see AC 150/5300-9, Predesign, Prebid 

and Preconstruction Conferences for Airport Grant Projects). After the need for a particular 

airport improvement has been identified, it should be determined if that project will necessitate 

the closing of any airside pavements. Pavements should be identified which, if closed, may 

cause disruption to the flow of air traffic at the facility. Pavements closed to accommodate 

construction activities should be fully addressed in the phasing plans of the project documents. 

Construction phasing plans should specifically identify alternate taxi routes for aircraft as well as 

service and construction vehicle routes. Alternate routes should be fully coordinated with airport 

operations, air traffic control, aircraft operators, and fixed base operators. 

5. FEASIBILITY. If the project will involve the closing of critical airside pavements, it 

should be determined if it is advisable to construct the project during off-peak periods. The first 

step should be to identify the off-peak hours associated with the facility in question. For 

example, the off-peak period for a primary runway may be during the nighttime hours between 

10:00 p.m. and 7:00 a.m. However, the off-peak period associated with a taxiway leading to an 

air cargo ramp may be during the daytime or normal airport operating hours. 

6. STAGING. It is often possible to stage the project so that some elements may be 

accomplished during normal working hours, while other elements may be completed during offpeak periods. For example, a taxiway that crosses an active runway may be resurfaced during 

normal working hours if alternative taxi routes are available. However, the portions of the 

taxiway which abut or intersect the runway and would involve closing the runway to aircraft 

operations may be good candidates for completion during off-peak hours. In addition, work can 

be accomplished when wind or other weather conditions prevent aeronautical use of sections of 

airside pavements. 

7. CONSIDERATIONS. The major factors that influence the decision to perform construction 

during off-peak hours should be identified and, if possible, quantified. These factors should 

include those listed below: 

a. Cost of Off-peak Construction. In most cases the standard unit price items, e.g., 

cost/ton of hot-mix asphalt etc., will increase for off-peak construction to account for nighttime 

and weekend work periods outside the normal working hours. As described in paragraphs 18a 

and 20a, additional inspectors and standby equipment may be required, thus increasing the 

project cost. Nighttime construction requires portable lighting units, supplemental equipment 

lighting and night shift pay differentials for construction personnel which will also increase the 

project cost. In addition, the availability of a nighttime testing laboratory facility and personnel 

may increase costs. 

b. Cost of Aircraft Delays. The cost of delayed or canceled flights can be very expensive 

and, therefore, may be the most important factor in determining whether to accomplish the 

construction during off-peak periods. This is particularly true of paving projects requiring the 

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AC 150/5370-13A September 29, 2006 

closure of a runway, taxiway, or aircraft parking area. In such instances, the use of off-peak 

construction should be considered. Delayed flights, particularly arrivals, incur additional costs 

for operating the aircraft for the period of the delay. Extended periods of reduced flight 

schedules and canceled flights by aircraft operators as well as the reduction in passenger volume 

all account for lost revenues to the airport. When considering off-peak construction periods, the 

impact to the airport, aircraft operators, aircraft support services, and passenger support services 

should all be evaluated. Such impacts should be quantified and presented to all parties prior to 

commencement of construction to determine whether off-peak is feasible. 

c. Quality of Construction. No additional material acceptance testing is required for offpeak construction projects. The laboratory acceptance testing should be performed at the 

specified intervals during each work period and field samples obtained from the work area prior 

to reopening for operations, when practical. The results of all available testing should be 

reviewed before the next work period begins. This condensed work schedule may require 

additional personnel to ensure that the tests are performed correctly and on time and to ensure 

that the construction is of acceptable quality. More detailed construction monitoring is 

recommended, particularly for construction performed during the hours of darkness. More 

detailed field monitoring, rapid acceptance testing, and the need to reopen the pavement for 

traffic at early ages will likely require an accelerated testing delivery schedule. Field sampling 

for acceptance testing may require previously constructed work areas to be closed during the 

next work period while obtaining samples. 

d. Disruption to Specialized Operators. Construction during off-peak hours can be 

accomplished with minimal disruption to normal airport operations with few exceptions. Some 

specialized carriers operate primarily outside the normal operating hours for the airport. For 

example, air cargo aircraft usually operate at night or during the early morning when other 

airport operations are typically at a very low level. While an air cargo carrier’s operation may be 

a very small portion of the airport’s total operation, that airport could be a major revenuegenerating point for that particular carrier. The nature and extent of these operations will vary 

from airport to airport, as will the procedures to accomplish the construction without negatively 

impacting the services of a specialized operator. In these cases, it is particularly important to 

discuss the proposed construction with the aircraft operators well in advance in order to 

minimize potential impacts and to develop mutually agreeable strategies, procedures, schedules, 

and financial arrangements. 

8. COORDINATION. A coordination framework for the project should be prepared by the 

airport operator which includes planning, design, and construction phases. This framework 

should specify the individual organizations having interests in the project, which factors or 

events will be important to each group, and the time frame for involvement. Specific 

coordination procedures and organizations to be included are detailed in paragraph 10. 

9. COST ESTIMATES. Cost estimates must be developed in sufficient detail to give an 

accurate indication of the finances necessary to accomplish the project. Estimates should specify 

all special pay items in order to maintain flexibility in project scheduling and to avoid 

unnecessarily inflated prices. 

4
September 29, 2006 AC 150/5370-13A 

SECTION 3. COORDINATION 

10. BACKGROUND. Off-peak construction projects involving hot-mix asphalt (HMA) 

pavements within aircraft operational areas are highly visible and have the potential to cause 

aircraft delays. Therefore, close coordination with all elements of the airport is essential 

throughout the planning, design, and construction phases. Figure 1 shows the organizations that 

should participate in the coordination of off-peak construction projects. As soon as an airfield 

paving project has been identified by the airport operator, the operator should meet with airport 

users and the FAA to discuss the manner in which the project will be implemented. Personnel 

representing the groups and organizations identified in Figure 1 should attend all planning and 

coordination meetings. Special coordination consideration must be given to those airports that 

do not have an Air Traffic Control Tower (ATCT) or that have limited ATCT hours. 

a. Airport Operator. The airport operator should be represented by the operator’s project 

manager as well as in-house representatives of the planning, engineering, operations, security, 

and maintenance sections. If the airport operator has retained the services of outside design 

consultants and construction management firms to oversee the project, the respective managers 

and field personnel should also attend all meetings related to the project. 

b. Airport Users. Airport users that operate in the areas affected by the project, either 

regularly or on an occasional basis, should actively participate in the project coordination 

process. Airlines should be represented by the airport technical committee, the Air Transport 

Association Regional Office, and the station managers. Air cargo facilities managers, fixed-base 

operators (FBOs) and other users of airside facilities such as fuel suppliers, flight catering 

services, and pilot organizations should also be represented. 

c. FAA. The FAA should be involved in the coordination process through representatives 

of the local ATCT, National Airspace System Implementation Program Office (ANI), the 

airports district office, the flight standards district office, and the airway facilities division. The 

airport operator should also maintain close coordination with the FAA regional airport 

certification inspector through the airport’s district office. 

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AC 150/5370-13A September 29, 2006 

AIRPORT OPERATOR

 Planning 

 Engineering 

 Operations 

 Security 

 Maintenance 

AIRPORT USERS 

 Airlines 

 Flight Operations 

 Station Managers 

Airport Technical 

Committee 

Air Transport Association 

Regional Office 

 Air Cargo 

 Station Managers 

 Ground Managers 

 Fixed Base Operators 

ENGINEERS/CONTRACTORS

 Design 

 Engineering 

 Construction Inspection 

 Construction Management 

FAA/ TSA 

 Airports District Office 

 Air Traffic Control Tower 

 Airport Certification Inspector 

 Flight Standards District Office 

 Airways Facilities Sector Office 

Figure 1. Coordination - Participating Organizations 

11. INITIAL COORDINATION. The initial coordination meeting in the project planning 

phase should identify the coordination framework and process for the entire project and set forth 

the ground rules under which the project will be accomplished. The meeting agenda should 

include the following items: 

a. Construction Work Periods. Off-peak working hours and extended daily or weekly 

work periods should be identified as soon as possible in the planning process. Since time is a 

critical factor in off-peak construction, the contractor should be given as much time as possible 

for HMA paving operations during each work period. A minimum of 81⁄2 hours is recommended 

for efficiency during construction. The work should be scheduled during a time period that will 

6
September 29, 2006 AC 150/5370-13A 

displace the least number of scheduled flights. A specific work period timeframe and extended 

length work period timeframes should be identified, based on input from all participating 

organizations, as soon as possible in the planning phase. Work periods should be selected and 

agreed upon early enough to allow airlines to adjust their flight schedules as required for the 

project’s scheduled construction period. Runways and other airside pavements crucial to 

maintaining aircraft operations should be opened and closed at the agreed upon times without 

exception. Airline flight schedules and the contractor’s work schedules are predicated upon the 

availability of the affected airport pavements at the designated times. 

b. Operational Criteria. Mutually agreeable operational criteria for each critical phase or 

sub-phase should be developed for those factors and procedures that will be in use during the 

construction process. These items include, but are not necessarily limited to, those listed below: 

(1) Issuance of Notices to Airmen (NOTAMs) and advisories. 

(2) Aircraft operations, performance, and taxi routes. 

(3) Navigation aids and visual landing aids. 

(4) Truck haul routes and airfield access security requirements. 

(5) Testing, inspection, access, protocol, and procedures. 

(6) Requirements and safety inspections for reopening areas for operational use. 

(7) Designation of equipment staging area(s). 

(8) Placement and removal of construction safety barricades and runway closure 

markers. 

(9) Designation of secure storage site for construction materials. 

(10) Temporary airfield pavement marking, signing, and lighting. 

(11) Days of the week and detailed scheduled timeframe upon which construction will 

take place. 

(12) Proper vehicle identification, security clearances, and airfield maneuvering (e.g. 

lights, flags, when radio equipped escorts are needed, etc.). 

(13) Contingency plans for construction interruptions due to equipment breakdowns or 

weather events. Large operations may require standby paving equipment for key 

areas like intersections. 

(14) Emergency pavement reopening plan. 

(15) Temporary parking and service plan for aircraft during scheduled pavement 

closures. 

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AC 150/5370-13A September 29, 2006 

(16) Detailed contractor safety plan. 

c. Communication. Lines of communication (see checklists below) should be established 

by the airport operator to maintain coordination and control of pavement closures and reopenings 

through all phases of the project. Proper communication procedures will ensure that the 

necessary organizations and individuals will be kept informed of the project schedule and will 

provide necessary input at critical points throughout the project. It is particularly important to 

establish methods and lines of communication for determining if the project work area is 

available to start work at the beginning of each work period and if the work area is in acceptable 

condition prior to its reopening for aircraft operations. 

Pavement Closure Communication Checklist: 

Contractor Superintendent Resident Engineer Airport Operator 

Project/Operations 

Manager 

Request Pavement Confirm Contractor’s work 

time, area, & safety measures 

Notify ATCT 

Closure time & work annex 

to Resident Engineer 

Request Pavement closure 

from Project/Operations 

Manager 

Issue NOTAMs 

Confirm closure with ATCT 

Notify Resident Engineer & 

Contractor to proceed with 

closure 

Pavement Reopening Communication Checklist: 

Contractor Superintendent Resident Engineer Project/Operations 

Manager 

Request Reopening Inspect work area Inspect work area 

Request reopening to 

Project/Operations Manager 

Notify ATCT, Resident 

Engineer, & Contractor 

Reopen pavement 

d. Special Considerations. Particular aspects of construction that will require special 

coordination or communication procedures should be identified. These items are discussed in 

sections 5 and 7 and include pavement transitions and runway closings. 

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September 29, 2006 AC 150/5370-13A 

SECTION 4. PROJECT MANAGEMENT 

12. PROJECT MANAGER. The airport operator must select a qualified project manager(s) to 

oversee all phases of the project, from planning through final inspection of the completed work. 

The individual(s) selected should be experienced in the design and management of airfield 

pavement construction projects as well as HMA placement during off-peak hours. The 

individual should also be familiar with the airport operations, airport security requirements, 

aircraft operator schedules, and overall airport layout. The project manager should be the final 

authority on all technical aspects of the project and must be responsible for coordination with 

airport operations. All contact with the airport operator, the weather service, or the FAA should 

be made through the project manager or designated representative (i.e., resident engineer) to 

ensure continuity and proper coordination with all elements of the operation of the airport. Any 

changes resulting from discussions with the airport operator, airport security, the weather 

service, or the FAA should be processed through the project manager to maintain continuity and 

coordination. All such communications should be documented in writing by the project 

manager. The project manager’s specific responsibilities are detailed below: 

a. Planning and Design. 

(1) Establish clear and concise lines of communication. 

(2) Participate as a member of the selection team for the design engineer, if allowed 

by local policy. 

(3) Monitor and review the project design to ensure that it meets budget constraints. 

(4) Coordinate the design review with other elements of the airport operator, the 

airlines, the Air Transport Association Regional Office, Transportation Security 

Administration (TSA), and the FAA, including designated working hours, aircraft 

and operational requirements, technical reviews, and establishment of 

coordination procedures. 

(5) Chair all meetings pertaining to the project. 

b. Construction. 

(1) Have the ATCT manager brief construction personnel on basic ATCT procedures 

for the facility, proper communications with ATCT, hazards of jet blast, 

familiarization with the airport layout, and avoidance of runway incursions. 

(2) Manage the overall construction effort with an adequate number of qualified 

resident engineers and inspectors to observe and document the work done by the 

contractor. 

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AC 150/5370-13A September 29, 2006 

(3) Contact the weather service, airport operations, the air traffic control tower, local 

Airway Facilities sector office, airport operators, and field maintenance personnel 

prior to starting the next off-peak construction work shift, and confer with the 

contractor’s project superintendent to verify that weather and air traffic conditions 

will allow work to proceed as scheduled. 

(4) Confer with the contractor’s project superintendent daily and agree on the limits 

of construction scheduled for the next work period to ensure that the selected 

work areas will be reopened to aircraft operations at the specified time for 

pavement reopening. This is especially important in situations where pavement 

repair and replacement are to take place. 

(5) Participate in post-construction inspections of the work areas prior to reopening 

for aircraft operations. Figure 2 shows a sample checklist to aid the project 

manager in participating in the inspection. 

13. CONSTRUCTION MANAGER. Some airport operators may choose to retain the services 

of a construction management firm to oversee the accomplishment of the construction project. If 

the construction management firm is to assume the full responsibility for the management of the 

project, the firm’s project manager should be responsible for those items detailed in paragraphs 

12a and 12b and be familiar with the operating procedures of the airport. A division of 

responsibilities between the project managers for the construction management firm and the 

airport operator should be clear-cut and understood by all parties throughout all phases of the 

project. A division of responsibility between project managers is not recommended in the 

construction phase. In any case, the construction manager should be involved in the project as 

soon as possible before the construction phase begins. 

14. RESIDENT ENGINEER. A resident engineer, preferably a civil engineer or senior 

construction inspection professional, with experience working within an airport environment, 

should be designated to assist the project manager during the construction phases of the project. 

The resident engineer may be a member of the airport operator, the design engineering firm, or 

the construction management firm, but in any case should report directly to the project manager. 

In order to be of maximum benefit to the project, the resident engineer should be responsible for 

the items listed below: 

a. Prepare documentation for all quantities constructed during each work period. 

b. Ensure that all tests are performed and results obtained from each work period. 

c. Schedule the inspections and surveys that must be performed during each work period. 

d. Observe compliance with contract specifications and report any discrepancies to the 

project manager and the contractor. 

e. Maintain a construction diary and prepare daily inspection reports. 

f. Facilitate communication between the contractor, airport operations, affected airlines or 

FBOs, control tower, quality assurance testing personnel, and the project manager. 

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September 29, 2006 AC 150/5370-13A 

ITEM COMPLETED REMARKS 

1. Have all paving and rolling operations 

planned for the work period been completed? 

2. Are all transition ramps properly 

constructed and safe for aircraft operations? 

3. Have all field quality assurance tests been 

conducted for the work period? 

4. Have all temporary markings been applied 

to all appropriate newly paved surfaces? 

5. Have all lighting units, construction 

equipment, and safety devices been removed 

to a remote storage location? 

6. Have all construction materials that are to 

remain on site been properly secured from 

dislodgement by wind or jet blast? 

7. Have all excavations been properly 

backfilled, plated, or appropriately marked for 

safe aircraft operations? 

8. Has all construction debris been cleaned 

up and removed from the airport’s 

construction site, access pavements, and haul 

routes? Has any necessary pavement 

sweeping been completed? 

9. Have all obstruction lights and barricades 

been removed from areas that are to be 

opened to aircraft operations? 

10. Has all lighting and/or temporary lighting 

been returned to service and tested? 

11. Have all visual aids been returned to 

service and tested? 

12. Have proper NOTAMs been issued for the 

runway/taxiway/apron operating conditions? 

13. Have all pavement “lips” greater than 3 

inches (75mm) in height been removed? 

14. Has the hot-mix asphalt cooled enough to 

be opened to aircraft operations? 

Figure 2. Inspection Checklist 

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AC 150/5370-13A September 29, 2006 

Intentionally left blank.

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September 29, 2006 AC 150/5370-13A 

SECTION 5. DESIGN CONSIDERATIONS 

15. PLANS AND SPECIFICATIONS. Plans and specifications for pavement repair and 

overlay during off-peak periods should be presented in sufficient detail to allow ready and 

accurate determination of the limits of pavement repair, finish grades (in accordance with 

standards in AC 150/5300-13, Airport Design) and depths of overlay. They should be used by 

the contractor and the inspectors for each work period and should, therefore, be clear and precise 

in every detail. 

16. PAVEMENT SURVEY. Accurate surveys and proper grade control are critical to the 

successful accomplishment of a quality off-peak paving job, particularly if the paving is done 

during the hours of darkness. Survey control should be established and maintained in areas that 

are accessible and that will not be disturbed during construction activities. The following factors 

should be used as a guide to surveying for off-peak paving projects: 

a. Cross-sectioning. A complete system of benchmarks should be set on the side of the 

runway, taxiway, or apron area to permit a ready reference during cross-sectioning operations. 

The benchmarks should be set at approximately 400-foot (120M) intervals. Pavement crosssectioning should be performed, at a minimum, on a 25 feet (7.5M) grid system both 

longitudinally and transversely. All breakpoints (high, low, and crown) should be added to the 

grid system to supplement the survey. Where paving lane widths are less than 25 feet (7.5M), 

the transverse grid component layout should be adjusted relative to the width of the proposed 

paving lane. 

b. Elevations. Extreme care should be exercised in level operations because the elevations 

will be used in determining the depth of the HMA pavement for meeting design grades. The 

design engineer should not use grade information from previous as-built drawings or surveys that 

were performed during potential frost conditions because these elevations will vary seasonally. 

This is particularly critical for single-lift HMA overlays where pavement depths are varied by 

design. 

c. Grades. After the design finish grades, transverse slopes and break points of the 

pavement are determined, a tabulation of grades and a finish grade grid should be included in the 

plans the contractors use in preparing bids for the project. The finish grade grid system will be 

used for the establishment of the erected stringline during the paving operations. The tabulation 

of grades should include the existing pavement elevations, design finish grades, depth of 

pavement millings (if required) and depth of overlay. Grades should be shown longitudinally 

every 25 feet (7.5M) and transversely every 12.5 feet (3.75M) on a grid system with all break 

points included. This level of topographic survey information is considered essential in the 

preparation of plans which are sufficiently accurate for contracting for off-peak construction 

services. 

17. SPECIAL DETAILS. Details pertaining to the following items should be included in the 

plans for the project. 

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AC 150/5370-13A September 29, 2006 

a. Transition Ramps. At the end of each work period, it will be necessary to provide a 

transition ramp from the completed course of an HMA overlay to the existing pavement. The 

construction of this ramp is one of the most important tasks in each work period. Details on 

transition ramp construction techniques are presented in paragraph 36. 

b. In-Pavement Lighting. If the paving project involves in-pavement lighting fixtures, the 

plans should depict the removal and reinstallation of the fixtures in detail. Construction 

techniques for in-pavement lighting are discussed in paragraph 37. 

c. Temporary Pavement Markings. During the course of off-peak construction projects, 

temporary pavement markings are often required to allow for aircraft operations between work 

periods. During the design phase of the project, the designer should coordinate with the project 

manager, airport operations, airport users and the FAA Airports project manager to determine 

minimum temporary markings. The FAA Airports project manager should, in turn, coordinate 

with the appropriate FAA Flight Standards Office and disseminate his findings to all parties. 

Where possible, the temporary markings on finish grade pavements should be placed to mirror 

the dimensions of the final markings. Further details on temporary markings are presented in 

paragraph 38. 

d. Skid Resistance. If a special skid resistant surface or grooving is required, the guidance 

published in AC 150/5320-12, Measurement, Construction, and Maintenance of Skid Resistant 

Airport Pavement Surfaces, should be used to ensure adequate aircraft braking action. Grooving 

should not be used until the pavement has cured for 30 days, per the guidance provided in AC 

150/5320-12. 

18. SPECIFICATIONS. In addition to the typical specifications required for any pavement 

project, the following items should be included in the specifications for off-peak paving projects: 

a. Standby Equipment. 

(1) Construction Equipment. When operationally critical pavements are involved, 

the contract should require the contractor to maintain standby equipment at the 

construction site for all construction work performed during off-peak periods. 

The specific type and amount of equipment should be that which is necessary to 

complete the work planned for that work period should any piece of equipment 

break down. This includes equipment such as paving machines, milling 

machines, rollers, trenching machines, core drills, backhoes, graders, tack trucks, 

and any equipment necessary to remove disabled equipment. In addition, standby 

cleanup equipment such as sweepers, brooms, etc., should be available to ensure 

timely reopening of the pavement at the end of the work period. Standby 

equipment may be used for construction to improve productivity, but the 

contractor should be required to properly repair or replace any broken equipment 

before being allowed to proceed with the next work period. Standby equipment 

should be listed on the daily equipment log which is usually required by the 

contract’s specifications. To minimize the chances of equipment failure, the 

contractor should be required to furnish proof that the equipment has been well 

maintained and is in good working condition. In addition, if at all possible, the 

14
September 29, 2006 AC 150/5370-13A 

contractor should be required to prearrange for alternate equivalent equipment to 

permit completion of the project in a timely fashion in the event of a major 

breakdown. 

(2) Asphalt Plant. Provision should also be made for a standby asphalt production 

plant or for sufficient hot storage bins to provide enough material to reopen the 

construction work area to aircraft operations should the primary plant break down. 

While it is preferred that the standby plant be capable of producing HMA that 

meets the project specifications for FAA asphalt mix (P-401), it is often 

impractical and cost prohibitive to do so on short notice when the pavement must 

be reopened for use. In these instances the emergency use of HMA meeting state 

requirements is acceptable for use in the event of a primary plant breakdown and 

to allow the affected work area to be reopened. Once the primary plant problem 

is resolved, the state HMA must be removed and the area repaved with material as 

specified in the contract documents. The project manager and the contractor must 

agree prior to construction commencement on the exact HMA state mix that will 

be allowed in the case of an emergency. 

b. Obstruction Lighting and Barricades. Drawings and specifications applicable to the 

work should show the details of the construction-related obstruction lighting and safety 

barricades to be used. The types of construction lights and barricades to be used and the 

procedures for marking construction areas should be consistent with AC 150/5370-2, 

Operational Safety on Airports During Construction. Some airports have used portable selfcontained elevated tower-style lighted X’s to indicate closure of runways at night, and during 

reduced visibility conditions for daytime off-peak construction. 

c. Construction Lighting. 

(1) Construction Area. Lighting equipment must be sufficient to adequately 

illuminate the work area in order to ensure a quality HMA overlay if the 

construction is to be performed during nighttime hours. Additionally, it is 

recommended that all paving machines, rollers, milling machines, distributor 

trucks, and other support equipment, except haul trucks, be equipped with 

artificial illumination to safely illuminate the area immediately surrounding their 

work areas. The lights should be positioned to provide the most natural color 

illumination and contrast with a minimum of shadows. The spacing for each 

individual project will have to be determined by trial. Light towers should be 

positioned and adjusted to aim away from ATCT cabs and active runways to 

prevent blinding effects. Lighting the pavement from both sides is considered 

preferable as lighting from only one side can result in objectionable shadows. 

Light towers should be removed from the construction site when the pavement is 

reopened to aircraft operations. Construction lighting units should be identified 

and generally located on the construction phasing plans in relationship to the 

ATCT and active runways and taxiways. A separate bid item for the number of 

portable light plants per day should be included in the bid schedule. 

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AC 150/5370-13A September 29, 2006 

The project manager should strictly enforce lighting requirements because 

sufficient light is necessary to properly observe the placement and compaction of 

material, and thus ensure the satisfactory construction of overlays. Pay items 

should be established in the contract to ensure that the contractor is willing and 

able to provide adequate temporary construction lighting on a per-unit basis. 

(2) Vehicular Lighting. All construction vehicles and equipment should be properly 

marked with flashing amber lights in accordance with AC 150/5370-2, 

Operational Safety on Airports During Construction. Flags may be used to 

supplement vehicle markings also in accordance with the circular. Additionally, 

all paving machines, rollers, milling machines distributor trucks, and other 

support equipment, except haul trucks, should be equipped with artificial 

illumination to safely illuminate the area immediately surrounding their work 

areas. Refer to Figure 3. 

Figure 3. Pavement Spreader in Nighttime Construction 

d. Special Pay Items. Special pay items or allowances pertaining to lost time experienced 

by the contractor due to wind/weather conditions, airline schedule requirements and other airport 

operational requirements or needs beyond the contractor’s control should be established in the 

contract specifications. This will maintain maximum flexibility in the scheduling of work and 

will avoid unnecessarily inflated prices. By having these times defined as pay items, the 

16
September 29, 2006 AC 150/5370-13A 

contractor will not have to anticipate in his bid, the full risk of such lost time by increasing other 

bid items to cover these delay-associated costs. One typical method for addressing these special 

pay items is to provide for owner-estimated dollar amount allowances in the bid schedule that all 

contractors will carry in their bids. The actual costs of lost time events would then be calculated 

on a time and materials basis as specified and paid out of the allowance amounts. These lost 

time pay items should include suspension time, standby time and down time, as described below: 

(1) Suspension Time. The suspension of the entire work period, with advance notice 

of at least two hours prior to the scheduled start time. 

(2) Standby Time. The time when a contractor’s forces are mobilized for work and 

waiting to start. This condition may last for a maximum of two hours after the 

scheduled start time. 

(3) Down Time. The period between the end of the standby time and normal quitting 

time. 

e. Liquidated Damages. It is imperative that the runway, taxiway, and other airside 

pavements crucial to maintaining aircraft operations and schedule integrity be opened on time 

following the completion of each work period. Scheduled airlines and the air traffic control 

system usually have aircraft en route to coincide with the opening. If the opening is delayed, 

diversions and cancellations costing thousands of dollars may be incurred. One way of calling 

the contractor’s attention to the importance of opening on time is to include a liquidated damage 

clause in the contract. The liquidated damage assessed should reflect the revenue lost and 

additional expenses incurred by the airport sponsor and aircraft operators when the pavement is 

not usable. Liquidated damages for hourly, daily, and total project completion are often used. 

The method used to calculate the amount of liquidated damages should be shown in the design 

report or other appropriate documents. At very busy airports, liquidated damages have been 

assessed in time increments as short as 15 minutes. It is important to keep in mind that the 

liquidated damages established for a project must be based on reasonable and realistic estimates 

of the costs incurred to the owner and the airport users as a result of contractor’s failure to 

complete on time. In order to be fully enforceable, liquidated damages cannot be established in 

an arbitrary and capricious manner. The assessed liquidated damages should reflect and not 

exceed the lost revenue and additional expenses incurred due to unusable pavement. Limits to 

liquidated damage clauses may vary by political jurisdiction, but some sort of motivating 

pressure should be put on the contractor to open on time. Liquidated damages should be 

identified by the airport operator’s construction representative project manager, construction 

manager, and resident engineer, and tracked accordingly whether hourly, daily, or total contract 

time. The airport’s representative should notify the contractor’s superintendent as soon as the 

scheduled opening time has not been met and that liquidated damages for delays to airport 

operations are in effect. The assessment of liquidated damages should be held for possible 

review until the project is complete. 

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AC 150/5370-13A September 29, 2006 

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September 29, 2006 AC 150/5370-13A 

SECTION 6. TESTING AND INSPECTION 

19. TESTING. Off-peak construction does not require any additional types of material testing 

other than that required under standard construction procedures and specifications. The major 

difference between off-peak construction and standard construction is that, usually, not all 

acceptance testing can be performed prior to reopening the area to aircraft operations. For 

example, cores for the determination of hot-mix asphalt density should not be taken until the 

pavement has cooled to ambient temperature. The field core samples required for density testing 

for a given work period may have to be taken during the following work period. Laboratory 

testing of HMA material may require additional personnel to perform the required number of 

tests during a reduced work period. Nuclear density tests, while not allowed as acceptance tests 

for FAA funded projects, can be valuable as immediate on-site density indicators to control and 

monitor rolling patterns and to help ensure that the specified density for acceptance testing is 

being achieved. These procedures may require additional personnel to ensure that the tests are 

performed correctly and on time. 

20. INSPECTION. High quality inspection performed in a timely manner contributes 

significantly to the success of any paving project. The number of inspectors required for any 

given paving project will depend on a number of factors (project size, complexity, production 

rates, etc.). The resident engineer should be responsible for overall inspection and reporting. 

Adequate inspection can be achieved with (in addition to the project manager and the resident 

engineer) an asphalt plant inspector, with one or two helpers, for each plant, and one paving 

inspector, with an adequate number of helpers, at the paving site. The number of helpers 

required depends on several factors such as, number of paving machines, production rates, 

complexity of the project, etc. Areas requiring particular attention typically include: pavement 

milling; pavement repair inspection; HMA plant production and field laydown; electrical 

inspection; and surveying. 

a. Asphalt Plant Inspector(s). The asphalt plant inspector(s) should be primarily 

responsible for sampling and testing of the HMA, as produced, to assure the product is within 

specifications. The asphalt plant inspector(s) must maintain records and prepare reports as 

required by the specifications. The inspector(s) should maintain open communications with the 

contractor’s testing personnel as well as the resident engineer for any potential HMA or plant 

problems during the work period. 

b. Paving Inspector(s). The paving inspector(s) should be primarily responsible for proper 

laydown of the HMA, as placed, to assure conformance with the specifications. The paving 

inspector(s) must maintain records and prepare reports as required by the specifications. The 

paving inspector should also calculate the random sampling locations for layout of core samples. 

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Intentionally left blank.

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September 29, 2006 AC 150/5370-13A 

SECTION 7. OPERATIONAL SAFETY PROCEDURES 

21. GENERAL. Off-peak construction, or any construction, should never derogate the level of 

safety or security of aircraft operations or construction operations. In order to provide for safety 

and security during off-peak construction, the topics in this section are emphasized. Nighttime 

construction on a closed pavement system, when other areas of the airport are open, is inherently 

more dangerous than nighttime work. 

22. SAFETY PLAN. A construction safety/phasing plan that addresses work area security, 

access, lighting, and barricades, and emergency contacts should be prepared to guide activities in 

the construction phase. Refer to paragraph 11b for additional requirements to cover in the safety 

plan. Once the safety plan is developed for construction, coordinate with the FAA’s Airport 

District Office. A contingency plan should be prepared to address cases of abnormal failures or 

unexpected disasters. These plans should be updated weekly as the project schedule progresses. 

Refer to AC 150/5370-2, Operational Safety on Airports During Construction, for further 

guidance on safety related issues. Safety plans need to be adjusted as the project progresses. 

Weekly construction meetings need to be held to discuss how effective the plan is and what 

adjustments are needed to keep it realistic. 

23. CONSTRUCTION ACTIVITIES. 

a. NOTAMs. NOTAMs should be issued as early as possible advising users of any 

construction activity which will require the shutdown of airside pavements and/or navigational 

aids for more than 24 hours or in excess of 4 hours daily on consecutive days. NOTAMs should 

be prepared daily by the airport operator and issued by the airport operator to reflect current 

construction activities. 

b. Safety Meetings. Regularly scheduled safety meetings should be held to discuss safety 

issues. Personnel should be reminded that nighttime and off-peak construction offers some 

unique safety concerns such as the need to lock out electrical switches to prevent accidentally or 

prematurely energizing electrical systems, the need to wear reflective vests and hats to increase 

visibility, etc. Safety meetings should address airfield environment awareness and stress the 

serious consequences of runway/taxiway incursions. Keeping contractor and subcontractor 

personnel up to date on the changing work areas and changing active airfield areas is critical. 

c. Truck Haul Routes. Truck haul routes should be located to avoid the use of airside 

airport pavements (unless there is no cost-effective alternative), minimize hauling operations 

within aircraft operating areas, and to avoid truck traffic in close proximity to navigational aids. 

Truck haul routes should be clearly marked. The use of radio equipped escort vehicles to guide 

truck traffic to and from the work area is highly recommended. 

d. Construction Lighting and Barricades. The contractor should be required to have 

sufficient construction lighting and barricades (as indicated in the construction safety/phasing 

plans and specifications) to block off any intersecting runways and taxiways and to delineate 

haul routes to the work site. 

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AC 150/5370-13A September 29, 2006 

e. Staging Areas. To facilitate construction equipment, staging area(s) should be as close 

to the work site as possible in a location that will not interfere with aircraft operations or 

navigational aids. The staging area(s) should be fenced and secured where practicable. 

f. Storage of Construction Materials. Storage of construction materials should be located 

within or near the equipment staging area(s), if practical. However, if this is not practical, stored 

material should be covered and located to preclude wind, jet blast, prop wash and/or rain from 

blowing or washing materials into aircraft operating areas. Stored materials should not encroach 

on aircraft operating areas or otherwise violate criteria in Title 14 Code of Federal Regulation 

(CFR) Part 77 Objects Affecting Navigable Airspace, or the airport hazard criteria contained in 

AC 150/5300-13, Airport Design, unless the location and heights of the stored material have 

been approved by an FAA airspace study. 

24. POST-CONSTRUCTION INSPECTION. Prior to reopening pavements to aircraft 

operations, an inspection of the work area must be performed by the project manager. The

project manager (or project manager’s designated representative) should conduct an inspection 

of the work area with airport operations personnel and the project superintendent. The project 

manager should ensure that all construction materials have been secured, all pavement surfaces 

have been swept clean, all transition ramps have been properly constructed, and that surfaces 

have been appropriately marked for aircraft to operate safely [see paragraph 12b(5) and Figure 

2]. Only if all items on the list meet with the airport operator and project manager’s (or project 

manager’s designated representative) approval should the air traffic control tower be notified to 

open the area to aircraft operations. The contractor’s superintendent should be required to retain 

a suitable workforce and the necessary equipment at the work area for any last minute cleanup 

which may be requested by the airport’s project manager prior to opening the pavement. 

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September 29, 2006 AC 150/5370-13A 

SECTION 8. CONSTRUCTION PRACTICES 

25. PRECONSTRUCTION CONFERENCE. The requirements and procedures to be 

followed during the off-peak construction process should be set forth in detail and discussed with 

all parties involved in or affected by the construction at a preconstruction conference. The 

format, agenda and timing of preconstruction conferences are described in AC 150/5300-9, 

Predesign, Prebid, and Preconstruction Conferences for Airport Grant Projects. The overall 

purpose of these conferences is to ensure that all parties understand the construction procedures, 

as well as potential problems and possible solutions. The conference should be convened and 

conducted by the project manager as soon as practicable after the construction contract has been 

awarded and before the notice to proceed has been issued. The agenda should include items such 

as operational safety, testing, quality control, security, labor requirements and environmental 

factors. The items discussed below are particularly important and should be emphasized at 

preconstruction conferences for off-peak paving projects. 

26. PROJECT SUBMITTALS. Prior to beginning work on the project, the contractor must be 

required to file the following items with the project manager for approval: 

a. Progress Schedule. A detailed progress schedule showing the proposed schedule of 

work in the areas to be constructed each period. 

b. Equipment and Personnel. A complete list of contractors, equipment, and personnel to 

be used, including standby equipment, as required by the specifications. 

c. Asphalt Plant. Evidence that the hot-mix asphalt plant or plants meet the requirements 

of the specifications. 

d. Quantity. Evidence that the amount of hot-mix asphalt that the contractor proposes to 

place each work period can be supplied to the construction site in the time required. 

e. Project Superintendent. The experience record of the project superintendent that the 

contractor proposes to place in charge of the project. The experience record should list the 

superintendent’s experience on hot-mix asphalt overlays, including nighttime or off-peak 

construction. 

f. Safety/Phasing Plan. A detailed safety plan that addresses airfield security 

requirements, construction safety barricade locations, haul routes, etc. All safety plans must be 

coordinated with the FAA’s Airports District Office and updated weekly as required in section 7, 

paragraph 22. 

g. Other Requirements. Other requirements identified in the contract documents. 

27. TESTING AND INSPECTION. It should be emphasized to the contractor that acceptance 

testing will take place each work period, and work will not be allowed to proceed in the next 

work period unless all tests have been reviewed, recorded, and approved. The daily inspection 

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AC 150/5370-13A September 29, 2006 

reports should be made by the inspection team and testing laboratory. These reports should 

include the location and description of the work performed, the results of the inspections, and 

any comments on the specifications. Items considered to be critical are Marshall test results, inplace density results, pavement smoothness, and finished grade elevations. 

a. Reporting Test Results. All laboratory test results, with the exception of field core 

densities, should be forwarded to the project manager as soon as practical during the work 

period. Open lines of communication from the laboratory to the field and back will allow for 

minor changes to be made at the plant to the HMA (if required) during production. These 

potential changes will promote a better quality product. 

b. Reporting Field Cored Densities. The field cores for in-place density acceptance 

testing may have to be obtained during the following work period due to pavement temperatures 

or reopening times. The results of these tests may not be known over 24 hours. 

28. CONSTRUCTION PROGRESS MEETINGS. 

a. Daily. A daily progress meeting should be held between the project manager and the 

contractor’s superintendent to discuss the work requirements for the next work period and to 

review the test results from the previous work period. 

b. Weekly. A weekly progress meeting should be held with representatives of all elements 

of the airport and the airport user community. The agenda for this meeting should include the 

work schedule for the coming week, any operational problems that have been encountered or 

may be expected, and any other operational aspects of the project as necessary. The progress 

meeting should also address the updated safety/phasing plan with the associated changes for the 

following week. 

29. WEATHER. 

a. Permissible Weather Conditions. The project manager, the contractor, the local airway 

facilities sector office and field maintenance personnel, airport operations, and the air traffic 

control tower should establish procedures for determining the weather conditions under which 

work will not begin as scheduled or when work should be suspended due to inclement weather. 

It is particularly important to establish an adequate lead time for notifying the contractor if work 

is to be suspended for the period due to inclement weather. 

b. Wind Conditions. Weather conditions that may affect construction include wind 

conditions, as well as precipitation and temperature. For example, a forecast of winds from a 

particular direction may preclude the use of a crosswind runway or other alternative. Off-peak 

construction during Instrument Flight Rule (IFR) conditions is not recommended because 

construction vehicles and markings may be difficult to see from the control tower as well as from 

an aircraft cockpit. 

30. COMMUNICATION. It should be emphasized to the contractor that all communication 

with the air traffic control tower or any other element of the airport should be made through the 

project manager (or project manager’s designated representative) or as agreed upon between the 

ATCT and the airport. This is important because the number of people having contact with the 

24
September 29, 2006 AC 150/5370-13A 

various elements of the airport should be limited in order to prevent possible misunderstandings 

or conflicting information. The only exception should be radio-equipped escort vehicles 

controlling construction traffic through active airfield pavements or zones. The project manager 

should have direct contact with airport operations at all times. All requests for closing and/or 

opening the construction area to aircraft operations should be made only by the project manager 

(or the project manager’s designated representative). 

a. Radio Frequencies. On large paving projects, project managers, contractors, airport 

management, and security personnel must coordinate to ensure that the radio frequencies used 

for contact and control of day-to-day construction operations by radio do not conflict with 

existing frequencies used for air traffic, security, and emergency purposes. Airport 

communication requirements should be included in the contract documents and followed in their 

entirety over the life of the project. 

31. SECURITY DURING CONSTRUCTION. In addition to the normal security requirements 

and operational procedures of the airport, all personnel and suppliers should be given a drawing 

showing haul routes, restricted areas, and any other details pertinent to the construction 

operation. The drawing should contain a notice that states that any unauthorized construction 

personnel found in restricted areas of the airport are subject to arrest for a punishable Federal 

offense and will be promptly and permanently removed from the job. At some airports, all 

vehicles are escorted to and from airside locations for safety and security reasons. Security 

requirements vary at individual airports and these requirements should be detailed in the project 

specifications. 

32. ASSEMBLY OF EQUIPMENT. Prior to beginning work, the contractor should make 

certain that all equipment, including standby equipment, is in good operating condition and ready 

to begin work. After the project manager has checked with the weather service and airport 

operations, conferred with the contractor’s superintendent, and agreed that work may proceed as 

scheduled, the contractor should assemble all personnel and equipment in the designated 

equipment staging area(s). All equipment must be fully operational and tested prior to 

mobilizing from the designated equipment staging area to the work site. Equipment and 

personnel should be organized so that they can proceed to the work area as soon as authorization 

is given. Also, all hot-mix plants should be operating and ready to produce the paving material 

when notified. 

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AC 150/5370-13A September 29, 2006 

Intentionally left blank.

26
September 29, 2006 AC 150/5370-13A 

SECTION 9. CONSTRUCTION TECHNIQUES 

33. TEST SECTIONS. Prior to beginning full production of any pavement work on the project, 

a test strip should be placed, following the provisions of the P-401 specifications, to provide a 

trial run for all aspects of the paving operation as well as communications and acceptance 

testing. The test strip should be at least 150 feet (45M) long with a nominal thickness of two 

inches (50mm) and should include transition ramps, as detailed on the plans. The test strip 

should include pavement milling (to grade) if the project has profile milling and transverse 

passes for transitional ramps. The test strip paving operation should be set up to run on a 

reference line/laser for vertical control, and a reference line/laser and/or averaging device (ski) 

with design grades set. 

NOTE: Test strips for off-peak construction should be performed on “closed” pavement areas 

similar to existing construction conditions at the project work area, where it is not practical to 

close the actual work area for this limited amount of work.

34. LIMITS OF OVERLAY OPERATIONS. When placing overlay pavement during offpeak periods, it is essential that the full width of the overlay be placed during each work period. 

Each work period should be as long as possible in order to limit the number of transverse joints 

for the entire project. When overlaying runways, the overlay operation should begin at one end 

of the runway and proceed in the primary direction of aircraft operations. The limits of HMA 

overlay may increase for each work shift once the project manager becomes comfortable with the 

capabilities of construction personnel and production rates. 

35. PLACEMENT OF HOT-MIX ASPHALT. 

a. Spreaders. The preferred method of placing hot-mix asphalt is to use 25-foot (7.5M) 

spreaders working in echelon. Paving spreaders of lesser widths may be used; however, wider 

spreaders will maximize the use of available time for paving and minimize paving joints. 

Spreaders working in echelon help to maintain a hot joint between adjacent paving lanes. The 

spreaders should start on the centerline and work their way outward in the sequence shown in 

Figure 4. It is important to overlay as much of the center portion of the runway as possible in the 

event that equipment failure or weather problems force the suspension of work. During the 

paving operation, the contractor should hold raking to a minimum and should be prohibited from 

casting raked material on the mat. 

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AC 150/5370-13A September 29, 2006 

Figure 4. Typical Overlay Section – 150-foot (45M) Runway 

b. Grade Control. If the runway is considered sufficiently smooth, the contractor may be 

permitted to place hot-mix asphalt using a traveling stringline. A slope control device should not 

be used under any circumstances because the cumulative error in multiple-lane paving may 

violate the grade control criteria. If the runway is not considered sufficiently smooth for the use 

of a traveling stringline, an erected stringline (Figure 5), digital control, Global Positioning 

System (GPS), or laser control should be required. In this case erected stringlines or laser 

controls should be used on both sides of the paver for the initial centerline pass. Subsequent 

passes may be controlled by a joint matcher on the newly overlaid side of the paver and laser 

control on the opposite side or a 30-foot (9M) averaging ski. 

28
September 29, 2006 AC 150/5370-13A 

Figure 5. Setting an Erected Stringline 

29
AC 150/5370-13A September 29, 2006 

c. Opening to Traffic. The time required between the end of hot-mix asphalt placing and 

opening the pavement to aircraft traffic will vary depending on several factors. Asphalt placing 

can continue up to the time that will allow the newly placed surface to cool sufficiently to avoid 

rutting and the construction team, inspectors, and survey crew can complete their assigned tasks. 

These tasks include acceptance testing, pavement striping, cleaning up the construction area, and 

securing all materials which are to be left on the construction site. The potential for aircraft 

traffic to cause rutting of the newly placed mat is a function of the stability of the mix, which 

varies with temperature and asphalt content. As a general rule, aircraft traffic should not be 

allowed on the newly placed mat until it cools to 150°F (65.5°C) or lower. When it can be 

demonstrated that a specific HMA pavement material has shown that traffic will not adversely 

affect the pavement at higher temperatures, then higher pavement opening temperatures would be 

acceptable. 

36. TRANSITION RAMPS. 

a. Transverse Ramps. At the end of each work period a ramp should be constructed to 

provide a transition from the completed course of the overlay to the existing pavement. The 

construction of this transitional area is one of the most important tasks in the work period 

because a ramp that is too steep could cause structural damage to an operating aircraft or a 

malfunction of the aircraft’s instruments. A ramp that is too long may result in raveling of the 

pavement and damage to aircraft engines if any of the loosened material is ingested. When 

practicable, it is recommended that the overlay proceed in the predominant direction of aircraft 

resulting in “down” transition ramps. This will further minimize the potential for damage to 

aircraft landing gear. 

b. Multiple-lift Overlays. In multiple-lift overlays the transition ramps should not be 

constructed any closer than 500 feet (150M) to one another. The length of all longitudinal ramp 

slopes should be 15 feet (4.5M) for each inch (25mm) of depth of compacted overlay. Every 

effort should be made to pave the full width of the runway or taxiway during each work period. 

However, in cases where it is necessary to construct a transverse transition ramp, the ramp slope 

should be 5 feet (1.5M) in the transverse direction for each inch (25mm) of compacted overlay. 

Aircraft operations are sometimes allowed on very thin partial width overlays, such as porous 

friction course surfaces without transverse ramps. Abrupt drops of over 1 inch (25mm) should 

not be allowed on any airfield pavement where aircraft ground speeds may exceed 35 knots. 

c. Construction Methods. Transition ramps are to be made with cold-planing equipment 

of suitable size for the work required. 

d. Cold-planing Equipment. The most effective method of ramp construction is to use a 

cold-planing machine (Figure 6) to heel cut the pavement at the beginning and at the end of each 

work-period overlay. This method is shown in Figure 7. Millings and debris from cold-planing 

must be removed in their entirety before the application of tack coat or the placement of HMA 

pavements. When placing the final surface course of an overlay, the heel cut at the start of the 

second overlay period should be equal to the thickness of the overlay to ensure a smooth joint. 

e. Other Requirements. Other requirements identified in the contract documents. 

30
September 29, 2006 AC 150/5370-13A 

Figure 6. A Cold-Planer for Use in Removing Transition Ramp 

Figure 7. Transition Ramp Construction with Cold-Planing Equipment 

31
AC 150/5370-13A September 29, 2006 

37. IN-PAVEMENT LIGHTING. Details depicting the removal and reinstallation of inpavement lighting should be included on the plans where applicable. The details should depict: 

removal of the light fixture and extension ring, placement of a target plate over the light base, 

filling the hole with hot-mix asphalt until overlay operations are complete, accurate survey 

location information, core drilling with a small (3-4 inch [75-100mm]) core to locate the center 

of the target plate, and final coring with an appropriate sized core machine (Figure 8). The light 

and new extension ring can then be installed to the proper elevation. When measuring and 

installing new extension rings after the overlay is in place, care should be taken to match each 

extension ring with the specific light fixture for which it was measured. Also, the compound 

used to seal around the light bases and to fill slots for conduits should be a type manufactured for 

that particular purpose and should be compatible with the hot-mix asphalt. For thin overlays, 

extension rings are sometimes added before overlaying. The removal and reinstallation process 

may require that certain lights be out of service for a period of time. The reinstallation process 

on overlays greater than 2 inches (50mm) requires lights to be cored to receive the extensions(s) 

and fixtures. Pavement overlay temperatures must be such that core holes do not distort. Inpavement lights should be installed in conformance with the manufacturers’ written instructions 

and in conjunction with the contract documents. Details of in-pavement lighting installation 

should be specifically detailed and noted in the contract drawings and specifications. 

38. PAVEMENT MARKING. Several different types of paint have been successfully used for 

temporary markings. However, water emulsion-based paint (Federal Specification TT-P-1952) 

is generally preferred over solvent-based paint (Federal Specification A-A-2886) due to the 

lower cost of the paint and lower effort and maintenance cost associated with cleanup. When 

applying temporary markings at night, it is recommended that the fast drying, Type II paint be 

used to help offset the higher humidity and cooler temperatures often experienced at night. 

Temporary markings are generally applied at 50% of the application rate recommended for 

permanent markings. Diluting the paint is not recommended. Dry time will be increased 

substantially if paint is diluted. Drop-on glass beads are not required for temporary markings. 

The decreased paint thickness of temporary markings results in proper embedment of only a 

portion of drop-on glass beads. If a marginal increase in conspicuity is necessary, the smallest 

gradation for glass bead conforming to Federal Specification TT-B-1325, Type I, is 

recommended. Loose beads on the pavement are considered construction debris and must be 

removed. Striated markings may also be used for certain temporary markings. AC 150/5340-1, 

Standards for Airport Markings, has additional guidance on temporary markings. 

a. Pavement Curing. If possible, it is recommended that temporary markings on the final 

surface be left in place until final curing of the surface is achieved (usually 30 days). Allowing 

the final surface to cure will usually result in better appearance and adherence of the permanent 

markings. 

b. Marking Tape. Pavement marking tape is not recommended for the temporary marking 

of paved surfaces. If the temperature of the mat is too high when the tape is put down, the tape 

may melt into the pavement and will be very difficult and time-consuming to remove prior to the 

application of the next course of the overlay. Also, if the tape does not adhere properly, it can be 

blown loose by jet blast and possibly be ingested by an aircraft engine. 

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September 29, 2006 AC 150/5370-13A 

Figure 8. Core Drilling Above In-pavement Light Base (NOTE: Drilling Rig is Plumb) 

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AC 150/5370-13A September 29, 2006 

39. WORK AREA CLEANUP. Sufficient time should be provided at the end of each work 

period to allow for cleanup and inspection of the work area before it is opened to aircraft 

operations. All construction debris should be totally removed from the work area. Suction/brush 

type sweepers should be in operation during most of the work period to minimize final work area 

cleanup time. Rotary broom and blower type sweepers have been found effective in cleaning 

milled pavement surfaces. Where additional courses of pavement raise the surface of the 

pavement to the point where the runway shoulders deviate from the standards set forth in 14 CFR 

Part 139, and AC 150/5300-13, Airport Design, the contractor should restore the shoulders to the 

proper grade before the pavement is reopened to air traffic. All construction materials that must 

be temporarily left onsite should be transported to a designated materials staging area. All such 

materials must be secured so that they cannot be dislodged by wind or jet blast. The contractor’s 

superintendent should accompany the project manager, resident engineer, and a representative 

from airport operations on an inspection of the work area before it is opened to traffic. The 

contractor should have the necessary manpower and equipment standing by to perform any 

additional cleanup that may be identified during this inspection. Active work areas should be 

periodically monitored by airport operations personnel to ensure the area remains free of all 

debris. It is not recommended that airport owners assist in the cleanup of construction materials 

and debris as a joint effort with the contractor. A clear delineation of roles and responsibilities 

during construction projects is in the best interest of all parties. 

40. MILLED SURFACES. The construction process can be made more efficient by milling off 

a greater area of the pavement surface than will be overlaid during the work period. On 

occasion, aircraft operators and the airport owner (airport operations officer) may agree to permit 

operations on runways which have partially milled surfaces. Operations on partially milled 

surfaces are generally allowed when milling requirements have not been extensive. On 

certificated airports, the partially milled surface must not violate any of the pavement 

requirements set forth in 14 CFR Part 139. Generally, a maximum length of 700 feet (215M) of 

milled surface is acceptable. In addition, the milled surface must not be so deep or of such a 

geometry as to impair directional control of the aircraft. Transition joints must also be adjusted 

to meet the specific needs of the airport. Milled surfaces must be thoroughly cleaned of all dust 

and loose particles prior to opening for aircraft traffic. 

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September 29, 2006 AC 150/5370-13A 

SECTION 10. SUMMARY 

41. GENERAL. Off-peak construction can be an effective way to maintain and improve 

airports while avoiding excessive aircraft delays. However, as described in the preceding 

paragraphs, certain factors must be considered and procedures followed to ensure quality 

construction while maintaining a safe operating environment. The airport sponsor should 

conduct a cost-benefit analysis to determine the applicability of off-peak construction to any 

particular project. In summary, adequate lead times should be given for airport users to adjust 

their schedules and operating procedures where feasible and possible. Coordination should be 

maintained with all affected parties through all phases of the project. Construction plans and 

specifications should be detailed to show the unique aspects and construction phasing 

requirements of the project. Finally, specific construction practices and techniques should be 

followed to ensure that the construction is of acceptable quality, particularly if the work is to be 

done at night. 

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Intentionally left blank.

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September 29, 2006 AC 150/5370-13A 

APPENDIX A. RELATED READING MATERIAL 

1. ADVISORY CIRCULARS. The latest issuance of the following advisory circulars may be 

obtained by downloading them from the FAA’s website at www.faa.gov. 

a. AC 00.2, Advisory Circular Checklist and Status of Other FAA Publications. 

Contains a listing of all current advisory circulars. 

b. AC 150/5300-9, Predesign, Prebid and Preconstruction Conferences for Airport 

Grant Projects. Provides guidance for conducting predesign, prebid and preconstruction 

conferences for projects funded under the Federal Aviation Administration’s airport grant 

program. 

c. AC 150/5320-6, Airport Pavement Design and Evaluation. Provides guidance to 

the public for design and evaluation of pavements at civil airports. 

d. AC 150/5320-12, Measurement, Construction and Maintenance of Skid Resistant 

Airport Pavement Surfaces. Contains guidance on determining runway surface friction 

characteristics, specifications for friction measuring equipment, and procedures for the 

construction and maintenance of skid resistant airport pavement surfaces. 

e. AC 150/5340-1, Standards for Airport Markings. Describes the standards for 

marking paved runways, taxiways, and closed or hazardous areas on airports. 

f. AC 150/5370-2, Operational Safety on Airports During Construction. Sets forth 

guidelines concerning the operational safety on airports during construction, to assist airport 

operators in complying with Part 139, Certification and Operation: Land Airports Serving 

Certain Air Carriers, of the Code of Federal Regulations, and with the requirements of federally 

funded construction projects. 

g. AC 150/5300-13, Airport Design. Presents Federal aviation design standards for 

airports. 

h. AC 150/5370-10, Standards for Specifying Construction of Airports. Provides 

construction standards and guide specifications to be used in specifying grading, drainage, 

paving, lighting, fencing, turfing, and other construction activities at civil airports 

2. GOVERNMENT REPORTS. The following Government reports may be purchased from 

the National Technical Information Service (NTIS), 5285 Port Royal Road, Springfield, Virginia 

22161 or from www.ntis.gov. 

a. DOT/FAA/RD-80/121, Current Practices on Nighttime Pavement ConstructionAsphaltic Concrete, July, 1982. 

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AC 150/5370-13A September 29, 2006 

b. FAA/RD-76/221, Study of Nighttime Pavement Construction Practices-Asphaltic 

Concrete, December, 1987. 

3. OTHER REPORTS. The following report may be obtained from Mr. Richard P. Raymond, 

T.Y. Lin International/HJ Ross, 201 Alhambra Circle, Suite 900, Miami, FL 33134. 

a. Off-Peak Construction Practices for Airfield Pavements Utilizing Asphaltic 

Concrete, Richard P. Raymond, International Industry Working Group, April, 1988. 

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