Attach2 REF_Advisory_Circular_70_7460_1M_Updated 16-NOV-2020.pdf

1.

U.S. Department of Transportation Federal Aviation Administration

ADVISORY

CIRCULAR

AC 70/7460-1M

Obstruction Marking and Lighting

Effective: 11/16/2020 Initiated by: Policy Assurance

AC 70/7460-1M 11/16/2020

Advisory Circular

Subject: Obstruction Marking and Lighting Date: 11/16/2020 AC No. 70/7460-1M Initiated By: AJV-P13

Purpose.

This Advisory Circular (AC) describes the Federal Aviation Administration’s standards for marking and lighting structures to promote aviation safety.

Cancellation. AC 70/7460-1L, change 2, Obstruction Marking and Lighting, dated August 2018 is cancelled by this version.

1. Effective Date. This AC is effective November 16, 2020.

2. Related Documents.

a. Title 14 of the Code of Federal Regulations Part 77 describes the standards used relative to objects in the navigable airspace and specifies the requirements for notice to the Administrator of certain proposed construction or alteration.

b. Federal Communications Commission (FCC) specifications are contained in Part 17 of the FCC Rules and Regulations

Principal Changes.

This circular contains numerous editorial changes. Major changes are listed below.

a. Page 2, Addition of Note. The FAA has changed specifications for light emitting diode (LED)-based red obstruction lights to make them visible to pilots using certain night vision goggle systems. Effective with the implementation of this change in FAA AC 150/5345-43, Specification for Obstruction Lighting Equipment, manufacturers will be required to meet the new specification for certified red LED-based obstruction lights.

b. Page 6, Removed paragraph 2.8, Obstruction Height Definition. Structures lower than 499 feet AGL can be considered obstructions. As written, the paragraph caused confusion and was deleted.

c. Informational paragraphs are added regarding the change to manufacturing standards for LED-based red obstruction lights compatibility with night vision goggle systems and maintaining conspicuity to avoid misinterpretation when replacing lights.

d. Reorganized information in Chapter 11, Marking and Lighting of Catenary and Catenary Support Structures and chapter 13, Marking and Lighting Wind Turbines.

e. Reorganized chapters by subject matter and figures in , Pages A-1 to A- 29, as well as minor grammatical changes

f. Added Chapter 14, Marking and Lighting Temporary Structures and associated figures in the Appendix, Figures A-31 through A-33.

g. Added Figure 22, Catenary Markers - Line Spacing (Adjacent Lines Within 200 feet (60.96

m) or Less

h. Added , Figure 30 Wind Turbine Lighting During Construction.

Comments or Suggestions.

Direct comments or suggestions regarding this AC to:

Federal Aviation Administration Manager, Policy Assurance Attention: AJV-P13 600 Independence Avenue, S.W.

Washington, DC 20591

Karen Chiodini, Director (A) Policy, AJV-P Mission Support Services Federal Aviation Administration

Table of Contents

CHAPTER 1. ADMINISTRATIVE AND GENERAL PROCEDURES

1.1 Reporting Requirements

1.2 Preconstruction Notice

1.3 FAA Acknowledgement

1.4 Supplemental Notice Requirement

1.5 Modifications and Deviations

1.6 Additional Notification

CHAPTER 2. GENERAL

2.1 Structures to be Marked and Lighted

2.2 Guyed Structures

2.3 Marking and Lighting Equipment

2.4 Light Failure Notification

2.5 Notification of Restoration

2.6 Federal Communications Commission (FCC) Requirement

2.7 Voluntary Marking of Meteorological Evaluation Towers (MET) Less Than 200 Feet (60.96 m) AGL

CHAPTER 3. MARKING GUIDELINES

3.1 Purpose

3.2 Paint Colors

3.3 Paint Standards

3.4 Paint Patterns

3.5 Unlighted Markers

3.6 Unusual Complexities

3.7 Omission or Alternatives to Marking

CHAPTER 4. LIGHTING GUIDELINE

4.1 Purpose

4.2 Standards

4.3 Lighting Systems

4.4 Inspection, Repair, and Maintenance

4.5 Nonstandard Lights

4.6 Placement Factors

4.7 Monitoring Obstruction Lights

4.8 Ice Shields

4.9 Light Shields

4.10 Distractions

CHAPTER 5. RED OBSTRUCTION LIGHT SYSTEM

5.1 Purpose

5.2 Standards

5.3 Control Device

5.4 Alternate Method of Displaying Obstruction Lights

5.5 Poles, Towers, and Similar Skeletal Structures

5.6 Chimneys, Flare Stacks, and Similar Solid Structures (except Hyperbolic Cooling Towers)

5.7 Prominent Buildings, Bridges, and Similar Extensive Obstructions

5.8 Group of Obstructions

CHAPTER 6. MEDIUM-INTENSITY FLASHING WHITE OBSTRUCTION LIGHT

SYSTEMS

6.1 Purpose

6.2 Standards

6.3 Control Device

6.4 Radio and Television Towers and Similar Skeletal Structures

6.5 Chimneys, Flare Stacks, and Similar Solid Structures

6.6 Prominent Buildings and Similar Extensive Obstructions

6.7 Group of Obstructions

6.8 Special Cases

CHAPTER 7. HIGH-INTENSITY FLASHING WHITE OBSTRUCTION LIGHT

SYSTEMS

7.1 Purpose

7.2 Standards

7.3 Control Device

7.4 Units per Level

7.5 Installation Guidance

7.6 Radio and Television Towers and Similar Skeletal Structures

7.7 Antenna or Similar Appurtenance Light

7.8 Chimneys, Flare Stacks, and Similar Solid Structures

7.9 Prominent Buildings and Similar Extensive Obstructions

7.10 Hyperbolic Cooling Towers

7.11 Special Cases

CHAPTER 8. DUAL LIGHTING WITH RED/MEDIUM-INTENSITY FLASHING

WHITE LIGHT SYSTEMS

8.1 Purpose

8.2 Installation

8.3 Operation

8.4 Control Device

8.5 Antenna or Similar Appurtenance Light

8.6 Omission of Marking

CHAPTER 9. DUAL LIGHTING WITH RED/HIGH-INTENSITY FLASHING WHITE

LIGHT SYSTEMS

9.1 Purpose

9.2 Installation

9.3 Operation

9.4 Control Device

9.5 Antenna or Similar Appurtenance Light

9.6 Omission of Marking

CHAPTER 10. AIRCRAFT DETECTION LIGHTING SYSTEMS

10.1 Purpose

10.2 General Standards

CHAPTER 11. MARKING AND LIGHTING OF CATENARY AND CATENARY

SUPPORT STRUCTURES

11.1 Purpose

11.2 Lighted Spherical Markers

11.3 Catenary Marking Standards

11.4 Catenary Lighting Standards

11.5 Control Device

11.6 Area Surrounding Catenary Wire Support Structures

11.7 Three or More Catenary Wire Support Structures

CHAPTER 12. MARKING AND LIGHTING MOORED BALLOONS AND KITES

12.1 Purpose

12.2 Standards

12.3 Marking

12.4 Purpose

12.5 Operational Characteristics

CHAPTER 13. MARKING AND LIGHTING WIND TURBINES

13.1 Purpose

13.2 General Standards

13.3 Wind Turbine Configurations

13.4 Marking Standards

13.5 Lighting Standards

13.6 Wind Turbines Above 499 Feet (152.10 m)

13.7 Wind Turbines at or Above 699 Feet (213.36 m)

13.8 Lighting of Wind Turbines During Construction Phase

13.9 Lighting and Marking of Airborne Wind Turbines

13.10 Lighting and Marking of Offshore Wind Turbines

CHAPTER 14. MARKING AND LIGHTING TEMPORARY STRUCTURES

14.1 Purpose

14.2 General Standards

14.3 Marking Standards

14.4 Lighting Standards

14.5 Operational Characteristics

CHAPTER 15. MARKING AND LIGHTING EQUIPMENT AND INFORMATION

15.1 Purpose

15.2 Paint Standard

15.3 Availability of Specifications and Advisory Circulars

15.4 Lights and Associated Equipment Standards

15.5 Availability of Military Specifications

APPENDIX A: SPECIFICATIONS FOR OBSTRUCTION LIGHTING EQUIPMENT

CLASSIFICATION

Table A-1. FAA-Approved Obstruction Lighting Fixtures

Figure A-1. Meteorological Evaluation Tower (MET) Marking Standards (Monopole Structure)

Figure A-2. Meteorological Evaluation Tower (MET) Marking Standards (Guyed Structure)

Figure A-3. Painting and Lighting of Water Towers, Storage Tanks, and Similar Structures

Figure A-4. Painting and Lighting of Water Towers and Similar Structures

Figure A-5. Painting a Single Pedestal Water Tower Using the Teardrop Pattern

Figure A-6. Red Obstruction Light Standards (FAA Style A)

Figure A-7. Dual Lighting of Poles, Towers, and Similar Structures/Lighting and Painting of Chimneys

Figure A-8. Bridge Lighting

Figure A-9. Medium-Intensity White Obstruction Light Standards (FAA Style D)

Figure A-10. Lighting of Chimneys, Flare Stacks, or Similar Solid Structures

Figure A-11. Lighting Adjacent Structures—Light Level Adjustment

Figure A-12. Lighting Adjacent Structures

Figure A-13. High-Intensity White Obstruction Light Standards (FAA Style B)—With Appurtenance 40 Feet or Less

Figure A-14. High-Intensity White Obstruction Light Standards (FAA Style C)—With Appurtenance Over 40 Feet High

Figure A-15. Lighting Hyperbolic Cooling Tower

Figure A-16. Medium-Intensity Dual Obstruction Light Standards (FAA Style E)

Figure A-17. Medium-Intensity Lighting—Establishing the Location of Top Beacons

Figure A-18. High-Intensity Dual Obstruction Light Standards (FAA Style F)—With Appurtenance Over 40 Feet High

Figure A-19. High-Intensity Dual Obstruction Light Standards (FAA Style G)—With Appurtenance 40 Feet or Less

Figure A-20. Aircraft Detection Lighting System (sample coverage map)

Figure A-21. Catenary Unlighted Markers (less than 69 kV)

Figure A-22. Catenary Markers – Line Spacing (Adjacent Lines Within 200 ft.

(60.96 m) or Less)

Figure A-23. Catenary Markers - Line Spacing (Adjacent Lines Greater Than 200 ft.

(60.96 m) Away)

Figure A-24. Catenary Lighted Markers – Used in Conjunction with Unlighted Markers (69 kV or greater)

Figure A-25. Catenary Obstruction Lighting

Figure A-26. Wind Turbine Lighting Configurations

Figure A-27. Lighting and Marking of Wind Turbines – Paint Schemes

Figure A-28. Wind Turbine Lighting and Marking in Snow Prone Areas (Optional)

Figure A-29. Wind Turbine Lighting

Figure A-30. Marking and Lighting of Turbines During Construction

Figure A-31. Crawler Crane Marking and Lighting

Figure A-32. Tower Crane Marking and Lighting

Figure A-33. Container Crane Marking and Lighting

APPENDIX B: MISCELLANEOUS

APPENDIX C: ACRONYMS

11/16/2020 AC 70/7460-1M

CHAPTER 1. ADMINISTRATIVE AND GENERAL PROCEDURES

1.1 Reporting Requirements.

A Sponsor proposing any type of construction or alteration of a structure that may affect the National Airspace System (NAS) as required under the provisions of Code of Federal Regulations (CFR), Title 14, Aeronautics and Space, Part 77, Safe, Efficient Use, and Preservation of the Navigable Airspace (14 CFR, Part 77), is to notify the Federal Aviation Administration (FAA) by completing the FAA Form 7460-1, Notice of Proposed Construction or Alteration.

This form should be filed electronically at https://oeaaa.faa.gov. The website includes the FAA Notice Criteria Tool for Sponsors use to determine if the structure exceeds criteria threshold and requires a notice to be filed.

1.2 Preconstruction Notice.

The notice must be submitted:

1. At least 45 days prior to the date of proposed construction or alteration is to begin.

2. On or before the date an application for a construction permit is filed with the Federal

Communications Commission (FCC). The FCC advises its applicants to file with the FAA well in advance of the 45-day period to expedite FCC processing.

1.3 FAA Acknowledgement.

The FAA will acknowledge, electronically, each FAA Form 7460-1 notice received.

1.4 Supplemental Notice Requirement.

1. If required, the FAA will include a statement requiring the filing of FAA Form 7460-2, Notice of Actual Construction or Alteration, on the determination. All FAA Forms 7460-2 should be filed electronically at https://oeaaa.faa.gov.

2. FAA Form 7460-2, Part 1, must be submitted to the FAA at least ten days prior to starting the actual construction or alteration of a structure. The FAA Form 7460-2, Part 2, completed within five days after the structure has reached its greatest height.

3. In addition, notification of dismantlement or abandonment of construction must be submitted to the FAA using the supplemental notice FAA Form 7460-2.

Note: Notification as required in the determination is critical to aviation safety.

1.5 Modifications and Deviations.

Requests for modification or deviation from the standards outlined in this AC must be submitted to the FAA Obstruction Evaluation Group (OEG). The Sponsor is responsible for adhering to approved marking and/or lighting limitations, and recommendations given, and should notify the FAA and FCC (for those structures regulated by the FCC) prior to making any changes, such as removal of marking and/or lighting. Requests received for any changes after a determination has been issued will require a new aeronautical study and may result in a modified determination, including updated marking and/or lighting recommendations.

https://oeaaa.faa.gov/

1. Modification examples. Modifications will be based on whether they impact aviation safety.

Examples of modifications are as follows:

a. Marking and/or lighting only a portion of an object. The object may be located with respect to other objects or terrain that only a portion of it needs to be marked and/or lighted.

b. No marking and/or lighting. The object may be located with respect to other objects or terrain, removed from the general flow of air traffic, or may be so conspicuous by its shape, size, or color that marking or lighting would serve no useful purpose.

c. Voluntary marking and/or lighting. The object may be located with respect to other objects or terrain that the Sponsor feels increased conspicuity would better serve aviation safety.

Sponsors who desire to voluntarily mark and/or light their structure should do so in accordance with this AC.

d. Marking or lighting an object in accordance with the standards for an object of greater height or size. The object may present such an extraordinary hazard potential that higher standards may be recommended for increased conspicuity to ensure aviation safety.

2. Deviations. The assigned Obstruction Evaluation Specialist will conduct an aeronautical study of the proposed deviation(s) and forward their recommendation to their FAA Team Manager for final approval. Examples of deviations that may be considered:

a. Colors of objects.

b. Dimensions of color bands or rectangles.

c. Colors/types of lights.

d. Basic signals and intensity of lighting.

e. Night/day lighting combinations.

f. Flash rate.

The FAA strongly recommends that owners become familiar with the different types of lighting systems and to specifically request the type of lighting system desired when submitting FAA Form 7460-1. Information regarding types of lighting systems is provided in Chapters 5 - 10, and specifications regarding lighting equipment classifications in Table A-1, in this AC. While the FAA will make every effort to accommodate the structure Sponsor’s request, Sponsors should also request information from system manufacturers to determine which system best meets their needs based on purpose, installation, and maintenance costs.

1.6 Additional Notification.

Proper authorization and annotations of obstruction marking and lighting may require notice to the FCC prior to making any change to the submitted information which the FAA based its determination. This includes modification, deviation, or optional upgrade to white lighting on structure, which may be subject to inspection and enforcement of marking and lighting requirements by the FCC. FCC Forms and Bulletins can be obtained from the FCC’s National Call Center at 1-888-CALL-FCC (1-888-225-5322) or online at: https://www.fcc.gov/wireless-telecommunications. Additionally, upon completion of the actual change, complete the “Add Supplemental Notice (FAA Form 7460-2)” at the https://oeaaa.faa.gov website.

http://www.fcc.gov/wireless-http://www.fcc.gov/wireless-

CHAPTER 2. GENERAL

2.1 Structures to be Marked and Lighted.

Any temporary or permanent structure, including all appurtenances, that exceeds any obstruction standard contained in 14 CFR Part 77 or an overall height of 200 feet (60.96m) above ground level (AGL) should be marked and/or lighted. However, an FAA aeronautical study may reveal that the absence of marking and/or lighting will not impair aviation safety. Conversely, the object may present such an extraordinary hazard potential that higher standards may be recommended for increased conspicuity to ensure aviation safety. Recommendations for marking and/or lighting structures can vary, depending on terrain features, weather patterns, geographic location, number of structures, and overall design layout. The FAA may also recommend marking and/or lighting a structure that does not exceed 200 feet (60.96 m) AGL or 14 CFR Part 77 standards because of its particular location. The marking and lighting configurations are illustrated in Appendix A.

2.2 Guyed Structures.

The guys of a 2,000-foot (609.60 m) skeletal tower are anchored between 1,600 feet (487.68 m) and 2,000 feet (609.60 m) from the base of the structure. This places a portion of the guys 1,500 feet (457.20 m) from the tower at a height of between 125 feet (38.10 m) and 500 feet (152.40

m) AGL. Title 14 CFR Part 91, Section 119, requires pilots, when operating over other than congested areas, to remain at least 500 feet (152.40 m) from man-made structures. Therefore, the tower must be cleared by 2,000 feet (609.60 m) horizontally to avoid all guy wires. Properly maintained marking and lighting are important for increased conspicuity because the guys of a structure are difficult to see until the aircraft is dangerously close.

2.3 Marking and Lighting Equipment.

Considerable effort and research was expended to determine the minimum marking and lighting systems and quality of materials that will produce an acceptable level of aviation safety. The FAA will recommend only those marking and lighting systems that meet established technical standards and commercial outside lighting should not be used in lieu of FAA recommended marking and/or lighting. While additional lights may be desirable to identify an obstruction to air navigation, and may on occasion be recommended, the FAA will recommend minimum standards in the interest of safety, economy, and related concerns. Therefore, to provide an adequate level of safety, obstruction lighting systems should be installed, operated, and maintained in accordance with the recommended standards herein. Chapter 15 contains descriptions of FAA- approved obstruction marking and lighting equipment and information referred to in this AC.

2.4 Light Failure Notification.

Sponsors should consider that conspicuity is achieved only when all recommended lights are working. Partial equipment outages decrease the margin of safety. Any outage should be corrected as soon as possible. Failure of steady-burning side or intermediate lights should be corrected as soon as possible, but notification is not required.

Note: On September 11, 2020, the FAA changed specifications for LED-based red obstruction lights to make them visible to pilots using certain night vision goggle systems.

Effective with implementation of this change in FAA AC 150/5345-43, Specification for Obstruction Lighting Equipment, manufacturers will be required to meet the new specification for certified red LED-based obstruction lights.

Because the new specification ensures the light is visible to pilots operating with night vision goggles, there is risk of a pilot misinterpreting the tower height if a legacy intermediate-level light is replaced with one that meets the new specification unless the top light meets the new specification as well. Therefore, if a legacy specification intermediate-level LED-based light is replaced with a light that meets the new specifications, then the top-level light(s) on the obstruction must also meet the new specification to ensure the entire obstruction is visible during the use of night vision goggles.

2.4.1. Any failure or malfunction that lasts more than thirty (30) minutes and affects a top light, flashing obstruction light regardless of its position, wind turbine lighting fixture, or wind turbine synchronization should be reported immediately by calling Outage Reporting and Notice to Airmen (NOTAM) at 877-487-6867, or in Alaska 800-478- 3576, so a NOTAM can be issued.

For structures that are regulated by the FCC, the FCC advises that noncompliance with notification procedures could subject the Sponsor to penalties or monetary forfeitures.

Voluntarily installed lights (not required by an FAA determination) do not require a NOTAM.

2.4.2. The following information should be specified for outage reporting:

1. Name of persons or organizations reporting the light failures, including any title, address, and telephone number.

2. The type of structure.

3. Location of structure (including latitude and longitude, prominent structures, landmarks, etc.).

4. Height of structure AGL/above mean sea level (AMSL) if known.

5. Return to service date.

6. FCC Antenna Structure Registration Number (for structures that are regulated by the FCC).

Note: When the primary lamp in a double obstruction light fails and the secondary lamp comes on, no report is required.

2.5 Notification of Restoration.

As soon as normal operation is restored, notify Outage Reporting and NOTAM Offices (see Paragraph 2.4.1).

Note: For structures regulated by the FCC, the FCC advises that noncompliance with notification procedures could subject the Sponsor to penalties or monetary forfeitures.

2.6 Federal Communications Commission (FCC) Requirement.

The use of a high-intensity flashing white lighting system on structures located in residential neighborhoods (as defined by applicable zoning laws) trigger requirements for FCC licenses and an environmental assessment.

2.7 Voluntary Marking of Meteorological Evaluation Towers (MET) Less Than 200 Feet (60.96

m) AGL.

The FAA recommends voluntary marking of MET less than 200 feet (60.96 m) AGL in accordance with marking guidance contained in this AC. Historically this guidance has not been applied, however the FAA recognizes the need to address safety impacts to low-level agricultural flight operations and believes that voluntarily marking MET less than 200 feet (60.96 m) AGL in remote and rural areas enhance the conspicuity of these structures.

1. Painting. The MET should be painted in accordance with the standards and criteria contained in Chapters 3 and 15, with alternating bands of aviation orange and white paint. In addition, paragraph 3.3.1 states that all markings should be replaced when faded or otherwise deteriorated.

2. High-visibility sleeves. It is recommended that several high-visibility sleeves be installed on the MET outer guy wires (see Figure A-2). One high- visibility sleeve should be installed on each guy wire, as close to the anchor point as possible, but at a height well above the crop or vegetation canopy. A second sleeve should be installed on the same outer guy wires midway between the location of the lower sleeve and the upper attachment point of the guy wire to the MET.

Spherical markers. It is also recommended that high-visibility aviation orange spherical marker (or cable) balls be attached to the guy wires. Spherical markers should be installed and displayed in accordance to Chapter 11. The FAA, however, recognizes various weather conditions and manufacturing placement standards may affect the placement and use of high-visibility sleeves and/or spherical markers. Thus, some flexibility is allowed when determining sleeve length and marker placement on the MET.

CHAPTER 3. MARKING GUIDELINES

3.1 Purpose.

This chapter provides recommended guidelines to make certain structures conspicuous to pilots during daylight hours. One way to achieve this conspicuity is to paint and/or mark these structures. Recommendations on marking structures can vary, depending on terrain features, weather patterns, geographic location, and the number of structures.

3.2 Paint Colors.

Alternate sections of aviation orange and white paint should be used as the contrast in colors provides maximum visibility of an obstruction. Specific paint standards are contained in Chapter 15.

3.3 Paint Standards.

To be effective, the paint used should meet specific color requirements when freshly applied to a structure. Because all outdoor paints deteriorate with time, and it is not practical to give a maintenance schedule for all climates, surfaces should be repainted when the color changes noticeably or its effectiveness is reduced by scaling, oxidation, chipping, or layers of contamination. The subsequent standards should be followed.

3.3.1 Materials and Application.

The FAA recommends that quality paint and materials be selected to maximize years of service.

The paint should be appropriate for the surfaces to be painted, including any previous coatings, and suitable for the environmental conditions. Surface preparation and paint application should follow the manufacturer’s recommendations.

Note: In-Service Aviation Orange Color Tolerance Charts are available from private suppliers for determining when repainting is required. The color should be sampled on the upper half of the structure, since weathering is greater there.

3.3.2 Surfaces not Requiring Paint.

Ladders, decks, and walkways of steel towers and similar structures do not need to be painted if a smooth surface presents a potential hazard to maintenance personnel. Painting may also be omitted from precision or critical surfaces if the paint would have an adverse effect on the transmission or radiation characteristics of a signal. However, the structure’s overall marking effect should not be reduced.

3.3.3 Skeletal Structures.

Complete all marking/painting prior to or immediately upon completion of construction. This applies to catenary support structures, radio and television towers, and similar skeletal structures.

To be effective, paint should be applied to all inner and outer surfaces of the framework.

3.4 Paint Patterns.

Various types of paint patterns are used to mark structures. The pattern is determined by the size and shape of the structure. The following patterns are recommended:

3.4.1 Solid Pattern.

Obstacles should be painted aviation orange if the structure’s horizontal and vertical dimensions do not exceed 10.5 feet (3.20 m).

3.4.2 Checkerboard Pattern.

Alternating rectangles of aviation orange and white are normally displayed on the following structures:

1. Water, gas, and grain storage tanks (see Figures A-3, A-4, and A-5).

2. Buildings, as required.

3. Large structures exceeding 10.5 feet (3.20 m) across, having a horizontal dimension that is equal to or greater than the vertical dimension.

3.4.3 Size of Patterns.

The sides of the checkerboard pattern should measure not less than five feet (1.52 m) or more than 20 feet (6.10 m) and should be as nearly square as possible. However, if it is impractical because of the size or shape of a structure, the sides of the patterns may be less than five feet (1.52 m). The pattern should be arranged so that each outer corner of the structure will be painted aviation orange.

3.4.4 Alternate Bands.

Alternate bands of aviation orange and white are normally displayed on the following structures:

1. Communication towers and catenary support structures.

2. Poles.

3. Smokestacks.

4. Skeletal framework of storage tanks and similar structures.

5. Structures that appear narrow from a side view that are 10.5 feet (3.20 m) or less across, and the horizontal dimension is less than the vertical dimension

6. Coaxial cable, conduits, and other cables attached to the face of a tower. 3.4.5.

3.4.5 Color Band Characteristics.

Bands for structures of any height (see Figure A-6) should be:

1. Equal in width, provided each band is not less than 1 1/2 feet (0.46 m) or more than 100 feet (30.48 m) wide.

2. Perpendicular to the vertical axis with the bands at the top and bottom painted orange.

3. An odd number of bands on the structure.

4. Equal and in proportion to the structure’s AGL height.

5. Approximately one-seventh the height, if the structure is equal to or less than 700 feet

(213.36 m) AGL. For each additional 200 feet (60.96 m) or fraction thereof, add one additional orange and one additional white band. Table 4-1 shows the required band widths based on the height of the structure.

Table 3-1. Structure Height to Bandwidth Ratio

If a structure is: Then Band Width:

Greater Than

Equal to or Less Than Band

Width

10.5 feet (3.20 m)

700 feet (213.36 m)

1/7 of

700 feet (213.36 m)

900 feet (274.32 m)

1/9 of

900 feet (274.32 m)

1,100 feet (335.28 m)

1/11 of

1,100 feet (335.28 m)

1,300 feet (396.24 m)

1/13 of

3.4.6 Structures With a Cover or Roof.

If the structure has a cover or roof, the highest orange band should be continued to cover the entire top of the structure (see Figures A-3 and A-4).

3.4.7 Skeletal Structures Atop Buildings.

If a flagpole, skeletal structure, or similar object is erected on top of a building, the combined height of the object and building will determine whether marking is recommended. However, only the height of the object filed with the FAA determines the width of the color bands.

3.4.8 Partial Marking.

If marking is recommended for only a portion of a structure because the lower portion of the structure is shielded by other objects or terrain, the width of the bands on the exposed portion should still be determined by the overall height of the structure. Paragraph 3.4.5 provides details on calculating the width of the paint bands. A minimum of three bands should be displayed on the exposed portion of the structure. If the exposed portion of the structure is not large enough to have at least three bands, the width of the bands may be reduced equally so that three equally sized bands can be fit. This will ensure that the marking pattern provides sufficient contrast for a pilot to locate the structure.

3.4.9 Teardrop Pattern.

Spherical water storage tanks with a single, circular standpipe support may be marked in a teardrop-striped pattern. The tank should show alternate stripes of aviation orange and white.

The stripes should extend from the top center of the tank to its supporting standpipe. The width of the stripes should be equal, and the width of each stripe at the greatest girth of the tank should not be less than five feet (1.52 m) nor more than 15 feet (4.57 m) (see Figure A-5).

3.4.10 Community Names.

If it is desirable to paint the name of the community on the side of a tank or other structure, the stripe pattern may be broken to serve this purpose. This open area should have a maximum height of three feet (0.91 m) (see Figure A-5).

3.4.11 Exceptions.

Structural designs not conducive to standard markings may be marked as follows:

1. If it is not practical to paint the roof of a structure in a checkerboard pattern, it may be painted solid orange.

2. If a spherical structure is not suitable for an exact checkerboard pattern, the shape of the rectangles may be modified to fit the shape of the surface.

3. Storage tanks not suitable for a checkerboard pattern may have alternating bands of aviation orange and white or a limited checkerboard pattern applied to the upper one- third of the structure.

4. The skeletal framework of certain water, gas, and grain storage tanks may be excluded from the checkerboard pattern.

3.5 Unlighted Markers.

Unlighted markers are used to identify structures and to make them more conspicuous when it is impractical to paint them. Unlighted markers may also be used with aviation orange and white paint when additional conspicuity is necessary for aviation safety. Unlighted markers should be displayed in conspicuous positions on or adjacent to the structures so as to retain the general definition of the structure. They should be recognizable in clear, daytime visibility from a distance of at least 4,000 feet (1,219.20 m) and in all directions from which aircraft are likely to approach. Unlighted markers should be distinctively shaped, i.e., spherical or cylindrical, so that they are not mistaken for items that are used to convey other information. They should be replaced when faded or otherwise deteriorated.

3.5.1 Spherical Markers.

Spherical markers are primarily used to identify overhead wires and catenary transmission lines that are less than 69 kilovolts (kV). Markers may be of another shape, i.e., cylindrical, provided the projected area of such markers is not less than that presented by a spherical marker.

1. Size and Color.

The diameter of the markers used on extensive catenary wires (catenary wires that cross canyons, lakes, rivers, etc.) should not be less than 36 inches (91.44 centimeter (cm)).

Smaller 20-inch (50.80-cm) spheres are permitted on less extensive catenary wires or on power lines below 50 feet (15.24 m) AGL and within 1,500 feet (457.20 m) of an airport runway end. Each marker should be a solid color, specifically aviation orange, white, or yellow.

2. Installation.

a. Spacing. Unlighted markers should be spaced equally along the wire at approximately 200-foot (60.96 m) intervals, or fraction thereof. There should be less space between markers in critical areas near runway ends (i.e., 30 feet to 50 feet (9.14 m to 15.24 m)).

They should be displayed on the highest wire or by another means at the same height as the highest wire. Where there is more than one wire at the highest point, the markers may be installed alternately along each wire if the distance between adjacent markers meets the spacing standard of 200 feet or less. This method distributes the weight and wind- loading factors (see Figures A-21 and A-22).

b. Pattern. An alternating color scheme provides the most conspicuity against all backgrounds. Unlighted markers should be installed by alternating solid-colored markers of aviation orange, white, and yellow. Normally, an orange marker is placed at each end of a line and the spacing is adjusted (not to exceed 200 feet (60.96 m)) to accommodate the rest of the markers. When less than four markers are used, they should all be aviation orange.

c. Wire Sag. Wire Sag, or droop, will occur due to temperature, wire weight, wind, etc.

Twenty-five feet (7.62 m) is the maximum allowable distance between the highest wire installed with marker balls and the highest wire without marker balls, and must not violate the sag requirements of the transmission line design.

d. Adjacent Lines. Catenary crossings with multiple transmission lines require appropriate markers when the adjacent catenary structure’s outside lines are greater than 200 feet (60.96

m) away from the center of the primary structure. If the outside lines of the adjacent catenary structure are within 200 feet (60.96 m) or less from the center of the primary structure, markers are not required on the adjacent lines.

3.5.2 Flag Markers.

Flags are used to mark certain structures or objects when it is technically impractical to use spherical markers or paint. Flag markers must be mounted at the highest point of the structure to ensure visibility. Some common examples of structures that may utilize this type of markers include, temporary construction equipment and vehicles, oil and drilling rigs, cranes, and derricks.

1. Minimum Size. Each side of the flag marker should be at least two feet (0.61 m) in length.

2. Color Patterns. Flags should be colored as follows:

a. Solid. Aviation orange.

b. Orange and White. Arrange two triangular sections, one aviation orange, and the other white to form a rectangle.

c. Checkerboard. Flags three feet (0.91 m) or larger should be a checkerboard pattern of aviation orange and white squares, each one foot (0.30 m) plus or minus 10 percent.

3. Shape. Flags should be rectangular in shape and have stiffeners to keep them from drooping in calm wind.

4. Display. Flag markers should be displayed around, on top, or along the highest edge of the obstruction. When flags are used to mark extensive or closely grouped obstructions, they should be displayed approximately 50 feet (15.24 m) apart. The flag stakes should be strong enough to support the flags and be higher than the surrounding ground, structures, and/or objects of natural growth.

3.6 Unusual Complexities.

The FAA may also recommend appropriate marking in an area in which grouped obstructions present a common obstruction to air navigation.

3.7 Omission or Alternatives to Marking.

The alternatives listed below require FAA review and concurrence prior to making changes. See subsequent chapters for specific guidance. High-Intensity Flashing White Lighting Systems are more effective than aviation orange and white paint and therefore can be recommended instead of paint marking. This is particularly true under certain ambient light conditions involving the position of the sun relative to the direction of flight. High-intensity lighting systems should not be used on structures 700 feet (213.36 m) AGL or less, however, when operated during daytime, twilight, or 24 hours a day, other methods of marking and lighting may be omitted.

3.7.1 Medium-Intensity Flashing White Lighting Systems are operated during daytime and twilight on structures 700 feet (213.36 m) AGL or less, but generally not on structures less than 200 feet (60.96 m) AGL. When used, other methods of marking may be omitted.

Note: Sponsors must ensure that alternatives to marking are coordinated with the FCC for structures under its jurisdiction prior to making the change.

CHAPTER 4. LIGHTING GUIDELINE

4.1 Purpose.

This chapter describes the various obstruction lighting systems used to identify structures that have been determined to require added conspicuity. The lighting standards in this AC are the minimum necessary for aviation safety. Recommendations for lighting structures can vary, depending on terrain features, weather patterns, geographic location, and number of structures.

4.2 Standards.

The standards outlined in this AC are based on using light units that meet specified intensities, beam patterns, color, and flash rates as stated in AC 150/5345-43, Specification for Obstruction Lighting Equipment. The AC may be obtained from:

www.faa.gov/airports/resources/advisory_circulars/index.cfm/go/document.current/doc umentnumber/150_5345-43.

4.3 Lighting Systems.

Obstruction lighting may be displayed on structures as follows (refer to subsequent chapters for details):

1. Aviation Red Obstruction Lights. Use flashing lights and/or steady-burning lights during nighttime. Tower structures are typically marked with flashing red lights. Buildings and smaller obstructions located near airports should be marked with steady-burning red lights.

2. Medium-Intensity Flashing White Obstruction Lights. Medium-intensity flashing white obstruction lights may be used during daytime and twilight with automatic reduced intensity selected for nighttime operation. When this system is used on structures 700 feet (213.36 m) AGL or less, other methods of marking and lighting the structure may be omitted. Aviation orange and white paint is always required for daytime marking on structures exceeding 700 feet (213.36 m) AGL. This system is not normally recommended on structures 200 feet (60.96 m) AGL or less.

3. High-Intensity Flashing White Obstruction Lights. High-intensity flashing white obstruction lights may be used during daytime, with automatically selected reduced intensities for twilight and nighttime operations. When this system is used, other methods of marking and lighting the structure may be omitted. This system should not be used on structures 700 feet (213.36 m) AGL or less, unless an FAA aeronautical study shows otherwise.

Note: All flashing lights on a structure should flash simultaneously except for catenary support structures, which have a distinct flashing sequence between the levels of lights (see paragraph 12.4).

http://www.faa.gov/airports/resources/advisory_circulars/index.cfm/go/document.current/documentnumber/150_5345-43 http://www.faa.gov/airports/resources/advisory_circulars/index.cfm/go/document.current/documentnumber/150_5345-43

4. Dual Lighting. This system consists of red lights for nighttime and high- or medium-intensity flashing white obstruction lights for daytime and twilight. When a dual lighting system incorporates medium-intensity flashing white lights on structures 700 feet (213.36 m) AGL or less or high-intensity flashing white lights on structures greater than 700 feet (213.36 m) AGL, other methods of marking the structure may be omitted.

5. Lighted Spherical Markers. Lighted markers are available for increased night conspicuity of high-voltage (69 kV or greater) transmission line catenary wires and should be manufacturer-certified as, visible and recognizable from a minimum distance of 4,000 feet (1,219.20 m) under nighttime conditions and under minimum VFR conditions, and have a minimum intensity of at least 32.5 candelas. Markers should be distinctively shaped, i.e., spherical or cylindrical, so that they are not mistaken for items used to convey other information

6. Aircraft Detection Lighting System. Lights are controlled by sensor based systems designed to detect aircraft approaching a single obstacle or group of obstacles and automatically activate the appropriate obstruction lights until the aircraft has departed the area and the lights are no longer needed. This technology reduces the impact of nighttime lighting on nearby communities and migratory birds, as well as, extends the life expectancy of obstruction lights.

7. Obstruction Lights During Construction. As the height of the structure exceeds each level at which permanent obstruction lights would be recommended, two or more lights of the type specified in the determination should be installed at that level. Temporary high- or medium-intensity flashing white lights, if recommended in the determination, should be operated 24 hours a day until all permanent lights are in operation. In either case, two or more lights should be installed on the uppermost part of the structure any time it exceeds the height of the temporary construction equipment. They may be turned off for periods when they could interfere with construction personnel. If practical, permanent obstruction lights should be installed and operated at each level as construction progresses. The lights should be positioned to ensure that a pilot has an unobstructed view of at least one light at each level when approaching from any direction.

8. Obstruction Lights in Urban Areas. When a structure is located in an urban area where there are numerous other white lights (e.g., streetlights), red obstruction lights with painting or a medium-intensity dual system is recommended. White lighting is not normally recommended on structures less than 200 feet (60.96 m) or within 3 NM of an airport.

4.4 Inspection, Repair, and Maintenance.

To ensure the proper candela output for fixtures with incandescent lamps, the voltage provided to the lamp filament should not vary more than plus or minus three percent of the lamp’s rated voltage. The input voltage should be measured at the closest disconnecting means to the lamp fixture with the lamp operating during the hours of normal operation (for strobes, the input voltage of the power supplies should be within 10 percent of rated voltage).

Lamps should be replaced after being in operation for approximately 75 percent of their rated life or immediately upon failure.

Flashtubes in a light unit should be replaced immediately upon failure, when the peak effective intensity falls below specification limits, when the fixture begins skipping flashes, or at the manufacturer’s recommended intervals.

Due to the effects of harsh environments, light fixture lenses should be visually inspected every 24 months or when the light fixture fails for ultraviolet (UV) damage, cracks, crazing, dirt buildup, etc., to ensure the certified light output has not deteriorated (see Chapter 2, paragraph

2.4 for reporting requirements in case of failure). Lenses that have cracks, UV damage, crazing, or excessive dirt buildup should be cleaned or replaced.

4.5 Nonstandard Lights.

Moored balloons, chimneys, church steeples, and similar obstructions may be floodlighted by fixed search light projectors installed at three or more equidistant points around the base of each obstruction. The searchlight projectors should provide an average illumination of at least 15 foot-candles (161.46 lux) over the top one-third of the obstruction.

4.6 Placement Factors.

The height above ground level (AGL) of the structure determines the number of light levels. The light levels may be adjusted slightly, but not to exceed 10 feet (3.05 m) when necessary to accommodate guy wires and personnel who replace or repair light fixtures. Except for catenary wire support structures, the following factors should be considered when determining the placement of obstruction lights on a structure:

1. Red Obstruction Lighting Systems. The structure’s overall height, including all appurtenances, such as rods, antennas, and obstruction lights, determines the number of light levels.

2. Medium-Intensity Flashing White Obstruction Lighting Systems. The structure’s overall height, including all appurtenances such as rods, antennas, and obstruction lights, determines the number of light levels.

3. High-Intensity Flashing White Obstruction Lighting Systems. The main structure’s overall height, excluding all appurtenances, such as rods, antennas, and obstruction lights, determines the number of light levels.

4. Dual Obstruction Lighting Systems. The structure’s overall height, including all appurtenances, such as rods, antennas, and obstruction lights, is used to determine the number of light levels for a medium-intensity white obstruction light/red obstruction dual lighting system. The structure’s overall height, excluding all appurtenances, is used to determine the number of light levels for a high-intensity white obstruction light/red obstruction dual lighting system.

5. Aircraft Lighting Detection System. The system should be designed with sufficient sensors and mounted with a clear view to provide complete detection coverage for aircraft that enter a three-dimensional volume of airspace, or coverage area, around an obstruction(s). The system should activate the obstruction lighting system in sufficient time to allow the lights to illuminate and synchronize to flash simultaneously prior to an aircraft penetrating the defined volume and remain on for a specified time expected for the aircraft to depart the coverage area.

6. Lighted Spherical Markers. The lighting unit should emit a steady-burning red light and be mounted on the highest energized line, visible to a pilot approaching from any direction. If the lighted markers are installed on a line other than the highest catenary wire, then unlighted markers should be used in addition to the lighted markers should be installed on the highest energized line. The maximum distance between the line energizing the lighted markers and the highest catenary above the lighted marker should be no more than 25 feet (7.62 m) and must not violate the sag requirements of the transmission line design.

7. Adjacent Structures. The elevation of the tops of adjacent buildings in congested areas may be used as the equivalent of ground level to determine the correct number of light levels required.

8. Shielded Lights. If an adjacent structure or object blocks the visibility of an obstruction light, the light’s horizontal placement should be adjusted or additional lights should be mounted on that object to retain or contribute to the definition of the obstruction.

9. Nesting of Lights. Care should be taken to ensure that obstruction lights do not become blocked or “nested” as new antennas, hardware, or appurtenances are added to the top of a structure. If new equipment is added that blocks the obstruction light’s visibility, the light fixtures must be relocated and/or raised so that it is not blocked by the new equipment. For example, when new larger cellular antenna panels are fitted to older towers, the obstruction light will need to be raised so that it is not blocked by the larger antenna panels. The widest structure, appurtenance, lightning rod, or antenna that can be placed in front of an obstruction light (excluding the L-810 light) without significantly blocking the obstruction light’s visibility should be no wider than 7/8 of an inch. Due to their smaller size, L-810 lights should not be blocked by any structure.

4.7 Monitoring Obstruction Lights.

Obstruction lighting systems should be closely monitored by visual or automatic means. It is extremely important to visually inspect obstruction lighting in all operating intensities at least once every 24 hours on systems without automatic monitoring. In the event a structure is not readily accessible for visual observation, a properly maintained automatic monitor should be used. This monitor should be designed to register the malfunction of any light on the obstruction regardless of its position or color. When using remote monitoring devices, the system’s communication and operational status should be confirmed at least once every 24 hours. The monitor (aural or visual) should be located in an area generally occupied by the responsible personnel. In some cases, this may require a remote monitor in an attended location. For each structure, a log should be maintained in which the lighting system’s daily operations status is recorded. Light fixture lenses should be replaced if serious cracks, hazing, dirt buildup, etc., has occurred.

4.8 Ice Shields.

Where icing is likely to occur, metal grates or similar protective ice shields should be installed directly over each light unit to prevent falling ice or accumulation from damaging the light units.

The light should be mounted in a manner to ensure an unobstructed view of at least one light by a pilot approaching from any direction.

4.9 Light Shields.

In general, light shields are not permitted because of the adverse effects they have on the obstruction light fixture’s photometrics. In addition, these shields can promote undesired snow accumulation, bird nesting, and wind loading.

4.10 Distractions.

When obstruction lights are in proximity to a navigable waterway, they may distract vessel operators. To avoid interference with marine navigation, coordinate with the Office of Navigation Systems, United States (U.S.) Coast Guard before installing the lighting system. The contact information for the U.S. Coast Guard is:

Commandant (CG-NAV-1) U.S. Coast Guard 2703 Martin Luther King Jr. Avenue, Southeast STOP 7418 Washington, DC 20593-0001 Telephone: 202-372-1546

CHAPTER 5. RED OBSTRUCTION LIGHT SYSTEM

5.1 Purpose.

Red steady burning (L-810) and flashing (L-810 F or L-864) Obstruction Light Systems are used to increase conspicuity during nighttime, however additional marking and/or lighting during daytime and twilight is required.