###### Abstract  
This paper deals with the possibilities of ground-penetrating radar (GPR)-based quality control testing, which was demonstrated on an experimental road section of a \(\sim\)220-240 m long Hungarian residential street. The measurements and their assessment aimed to control the prescribed compactness and air void content of newly built asphalt layers. Research has discussed the relationship between the air void content and the dielectric constant of asphalt layers, and provided empirical results for this relationship. We suggest a new logistic model with lower and upper asymptotes instead of the exponential formula often used in the literature. Contrary to this newly developed robust model, existing models are sensitive to extreme dielectric constant values due to the mathematical nature of their exponential function. The results of the new logistic model are compared to those of the Hoegh-Dai (HD) and Minnesota Department of Transportation (MnDOT) models on the basis of a few calibration data points. Through systematic data collection and analysis, the developed robust empirical model demonstrates a significant correlation between the relative permittivity and air void content in asphalt mixes, enabling accurate estimation of the air void content within a \(\pm\)0.5% margin of error. The air void content can be applied to estimate the asphalt layer modulus. The developed model can be further exploited by utilizing a combination of GPR and drone technology. The \"symbiosis\" of these technologies can lead to a totally non-destructive imaging system, which can then be applied to environmental monitoring of roads and their surroundings in terms of quality control of asphalt compaction work and the hot asphalt mix behind the compaction roller during pavement construction. G 2024 14 614 in air void content above 7% indicates an approximately 10% decrease in the lifetime of road pavement. [PERSON] et al. (1996) [7] arrived at the conclusion that a decrease in air void content from 8% to 5% doubles the fatigue lifetime of asphalt beam specimens. According to the Texas Department of Transportation (2004) [8], an air void content between 8.5% and 9.9% indicates a significant decrease in value. Moreover, an air void content above 9.9% indicates that the road pavement must be removed and rebuilt [9]. On the contrary, over-compaction should also be avoided because it may result in a high asphalt density and an air void content of less than 3% [10; 11]. This is primarily because, after the construction of asphalt, pavements are further compacted by traffic loading. In this period, an intense shear deformation may occur, meaning the air void content cannot be further reduced. Besides this fact, in cases where asphalt pavements have a low air void content, the binder may bleed on the surface due to the lack of space inside. The compactness and consequent air void content of a built-in asphalt layer are, in practice, usually determined based on drilled core samples. This method causes destruction of the structure and provides only point-wise information, which does not necessarily meet the requirements for representative sampling in the case of older and more inhomogeneous structures. Moreover, this method is expensive, time-consuming, and impossible to measure in real time. Although in situ drilling is useful for analysis at the end of the construction work and is often used as a primary element for quality control testing, it still does not provide real-time feedback during compaction work [12]. Considering these facts, it is reasonable that, nowadays, emphasis is placed on the use of non-destructive methods for in situ road condition assessments. The main advantage of non-destructive tests is the ability to perform a large amount of measurements quickly and without disturbance, therefore avoiding damage to the analysed structure.