AC 70/7460-1M 11/16/2020
APPENDIX B: MISCELLANEOUS97
APPENDIX C: ACRONYMS99
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.
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/wirelesstelecommunications. Additionally, upon completion of the actual change, complete the “Add Supplemental Notice (FAA Form 7460-2)” at the https://oeaaa.faa.gov website.
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