German administrative regulation on the marking of aeronautical obstacles dated 24 April 2020
This is not an official translation:
From 24 April 2020
Amended by administrative regulation dated 15 December 2023
On the basis of Article 85(2) sentence 1 of the Basic Law, the Federal Government issues the following general administrative regulation:
Article 1
Part 1 General
1 Subject matter of the general administrative regulation
1.1 The subject matter of this General Administrative Regulation (AVV) is the application of Section 12(4) and Sections 14 to 17 of the Air Traffic Act (LuftVG) by the competent state aviation authorities pursuant to Section 31(2) nos. 6 to 10 of the LuftVG when granting approvals or when granting approval for the construction of structures relevant to air traffic safety and their day and night marking.
It also applies to existing obstacles if they become relevant to air traffic safety as a result of the redefinition or extension of a building protection zone. The AVV takes into account the relevant requirements of Annex 14, Volume 1, to the Convention on International Civil Aviation (ICAO Annex 14, Volume 1, Chapter 6, 8th edition, July 2018/hereinafter referred to as the Chicago Convention).
1.2 The AVV shall also be observed by the state aviation authorities when renewing existing markings of aviation obstacles in accordance with No. 23 within the scope of their approval in accordance with Sections 12 to 15 and 17 of the LuftVG or approval in accordance with Section 12 (2) sentence 4 and (3) sentence 2 and Section 15 (1) sentence 1 and (2) of the LuftVG or upon request in accordance with Sections 16, 16a of the LuftVG.
1.3 Aviation obstacles shall be marked
a) within cities and other densely populated areas if the maximum height of the structure exceeds 150 metres above ground or water level,
b) outside towns and other densely populated areas if the maximum height of the structure exceeds 100 metres above ground level,
c) in coastal waters and adjacent inland waters if the maximum height of the structure exceeds 100 metres above chart datum,
d) above the approach and departure areas, the lateral transition areas, the horizontal area and the upper transition area of aerodromes,
e) for the protection of low-flying aircraft. In connection with police, work, military and rescue flights, the marking of obstacles from 20 metres above ground or water may be required in individual cases on the basis of Section 16a of the LuftVG (German Air Traffic Act).
f) in all other areas, if this is necessary to maintain flight safety.
1.4 Unless otherwise specified, structures under construction shall be marked in accordance with this AVV as soon as the height relevant for marking has been reached.
1.5 Lights for marking aviation obstacles that are not subject to the provisions of Section 14 LuftVG and are to be erected in connection with aerodromes do not have to be switched on outside the operating hours of the relevant aerodrome.
2 Appendices
The appendices are part of these AVV and refer to the following regulations:
Appendix 1 - Specification of obstruction lights and obstruction lights ES
Appendix 2 - Specification of lights W, red and lights W, red ES
Appendix 3 - Specification of lights for infrared identification
Appendix 4 - Visibility measurement
Appendix 5 – Graphic representation*
Appendix 6 – Requirements for night-time identification on demand
Part 2: Technical specifications
3 Lights for the identification of obstacles to aviation
3.1 Daytime lights are white flashing or white flashing omnidirectional lights in accordance with the standards and recommendations of Annex 14, Volume 1, Tables 6.1 and 6.3 of the Chicago Convention (medium-intensity lights, type A, 20,000 cd). They must be operated during the day outside the operating hours of night-time identification.
3.2 Obstruction lights and obstruction lights (ES) are continuously red omnidirectional or partial lights in accordance with Annex 1 of the AVV. In this AVV, obstruction lights and obstruction lights (ES) are treated as equivalent and are referred to as obstruction lights in the following.
3.3 Obstruction lights for marking rope-shaped obstacles are not technically specified but may be used. These are exempt from the requirements for a backup power supply under section 3.10 if such a supply is demonstrably not possible for technical reasons.
3.4 "Gefahrenfeuer" are red flashing omnidirectional lights in accordance with the standards and recommendations of Annex 14, Volume 1, Tables 6.1 and 6.3 of the Chicago Convention (medium-intensity lights, type B, 2,000 cd). The light colour is red in accordance with ICAO Annex 14, Volume 1, Appendix 1, Figure 1.1, Colours for aeronautical ground lights.
3.5 Light W, red and light W, red ES are red flashing omnidirectional lights in accordance with Annex 2 of the AVV. In this AVV, both lights are treated as equivalent and are referred to below as Fire W, red.
3.6 Infrared lights are flashing omnidirectional lights in accordance with Appendix 3 of the AVV.
3.7 The nominal luminous intensity of day lights in accordance with section 3.1 and lights W in accordance with section 3.5 may be reduced depending on visibility. At visibility distances of more than 5 kilometres, the nominal luminous intensity may be reduced to 30% and at visibility distances of more than 10 kilometres to 10%. Visibility is measured in accordance with Appendix 4 of the AVV. Compliance with the required nominal luminous intensities must be demonstrated.
3.8 In the case of lights with a very long service life (e.g. LEDs), a ‘redundant light’ with automatic changeover may be dispensed with if the operating time is recorded and the light source is replaced when the point of 5% probability of failure is reached.
3.9 Lights for night-time marking of aviation obstacles must be activated by a twilight switch when the light level falls below a switching threshold of between 50 and 150 lux.
3.10 A backup power supply concept must be submitted which guarantees a supply duration of at least 16 hours in the event of a failure of the primary electrical power supply. In the event of a planned shutdown, the operation of the lights must be ensured until the power supply is restored. The duration of the interruption between the failure of the mains supply and the switchover to the emergency power supply must not exceed two minutes. Number 3.10 does not apply to infrared marking.
3.11 In the event of a fire failure, the operator must be notified accordingly. Malfunctions of the fires that cannot be rectified immediately must be reported to the responsible NOTAM centre without delay. The failure of the marking must be rectified as quickly as possible. As soon as the malfunction has been rectified, the NOTAM centre must be notified immediately. If it is not possible to remedy the fault within two weeks, the NOTAM centre and the competent national aviation authority must be informed again.
3.12 Synchronisation
When flashing lights are used, the flashing sequence of the lights must be synchronised. The cycle time must start at 00.00.00 seconds according to UTC with a permissible zero point shift of ± 50 ms.
4 Daytime markings
4.1 The identification colours are always
a) traffic orange (RAL 2009) in combination with traffic white (RAL 9016) or
b) traffic red (RAL 3020) in combination with grey-white (RAL 9002), agate grey (RAL 7038) or light grey (RAL 7035) or
c) traffic orange (RAL 2009) or
d) traffic red (RAL 3020).
The use of corresponding daylight-reflective colours is permitted.
4.2 Cable markers are spherical markers with a diameter of 0.6 metres in a marking colour in accordance with section 4.1.
Part 3: General aviation obstacles
Section 1: Marking requirements
5 General marking requirements
5.1 If an obstacle with a height of 100 metres or less above ground or water is to be marked, it is sufficient to mark the upper third or, in the case of high-voltage lines, the mast tip including the upper crossbar.
5.2 Lights for marking aviation obstacles shall always be installed at the highest points of the obstacles. If this is not possible for technical reasons, obstacle lights in accordance with section 3.5 may protrude by a maximum of 15 metres, or by a maximum of 3 metres in the case of penetration of obstacle limitation surfaces at aerodromes. Daytime lights in accordance with section 3.1 and danger lights in accordance with section 3.4 may not exceed 50 metres, or 15 metres in the case of penetration of obstacle limitation surfaces.
The lights must not be completely obscured by the obstacle in any direction and it must be ensured that at least one light is visible from each direction at all times (e.g. by duplicating the lights).
5.3 When marking aviation obstacles on the coastal mainland and the adjacent inland waters, it must be ensured that the safety and ease of shipping is not impaired, in particular the visibility of navigation signs.
5.4 The requirements of Annex 6 apply to the demand-driven marking of an obstacle to air navigation.
Section 2: Daytime marking
6 Daytime marking
6.1 Daytime marking for flat obstacles shall be in accordance with the marking colours specified in section 4.1. If obstacles are sufficiently visible to aircraft pilots against the background, the competent national aviation authority may, upon request, waive the daytime marking or permit a different colour scheme.
6.2 Orange-white or red-white zebra patterns or chequerboard patterns (in accordance with section 4.1) shall be used as colour fields. The colour fields of the zebra pattern shall run horizontally on very slender obstacles (e.g. transmission masts). The patterns shall be designed so that the edge fields or corner fields are orange or red. A zebra pattern shall consist of at least three fields, a chequerboard pattern of at least nine fields. Obstacles less than three metres wide and high, as well as obstacles in the form of lattice masts or similar structures, may be uniformly orange.
6.3 Rope-shaped obstacles (overhead lines, tension cables from masts and similar) shall be marked with rope markers in accordance with section 4.2. If there are several ropes, the markers shall be attached to the uppermost rope. If the markers cannot be placed directly on the ropes to be marked, they shall be attached to special supporting ropes provided above them.
On inland waterways, additional equipment consisting of markers with radar reflectors is permitted for ship navigation. If there are several ropes, the radar reflector shall be attached to the lowest rope. This radar reflector shall be coloured olive green. At least two markers shall be provided for each section of rope.
6.4 Rope markers shall be placed at intervals of not more than 30 metres.
6.5 Temporary obstacles shall be marked in a single colour, white, yellow, red or orange, or alternating red and white or orange and white, with a band width of not less than one metre. Alternatively, flags or warning signs in accordance with Annex 14, Volume 1, Chapter 6, Nos. 6.2.3.1 to 6.2.3.9 of the Chicago Convention shall be used.
7 Marking by day lights
Day lights in accordance with point 3.1 may be required in addition to day markings, depending on the obstacle situation, if this is considered necessary for the safe conduct of air traffic.
Section 3: Night markings
8 General
8.1 Night-time marking of obstacles shall be provided by obstacle lights in accordance with point 3.2, hazard lights in accordance with point 3.4 and infrared lights in accordance with point 3.6. Operation during the day is permitted, but not as a substitute for day markings.
8.2 Infrared lights in accordance with Section 3.6 may be required by the competent national aviation authority in addition to night-time marking, depending on the obstacle situation, if this is deemed necessary for the safe conduct of air traffic. In this case, a light for infrared marking shall be installed at the highest point of the obstacle, taking into account sections 5.1 and 5.2.
9 Obstacle lights
9.1 Several obstacle lights shall be installed on large obstacles in such a way that the contours of the obstacle are recognisable. Where necessary, obstacle lights shall be installed at several levels. The horizontal and vertical distance between obstacle lights shall not exceed 45 metres.
On slender obstacles, at least two obstacle lights at one level shall be visible from each direction.
9.2 The national aviation authority may determine that the use of obstacle lights is required to mark rope-like obstacles (overhead lines, cable cars, tension cables of masts and similar structures) if there is a special marking requirement or a particular danger to air traffic. Number 9.1 applies accordingly. Notwithstanding paragraph 9.1, the maximum distance between the lights shall be 30 metres. The masts carrying the cables must be equipped with obstacle lights and/or hazard lights, including a backup power supply in accordance with paragraph 3.10. As a general rule, the highest cable must be marked. If this is not possible for technical reasons, the minimum distances for unlit parts of obstacles in accordance with paragraph 5.2 shall apply.
10 Hazard lights
10.1 Hazard lights shall be used
a) where there is particularly impaired obstacle clearance,
b) on structures over 150 metres above ground level,
c) structures over 100 metres above ground or water, if lighting of the highest point is not possible for technical reasons and the height of the unlit part exceeds 15 metres,
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10.2 Depending on the size and extent of the object, additional hazard lights and obstacle lights in accordance with section 9.1 may be required.
10.3 If the width of the object exceeds 150 metres, the corner points shall also be equipped with danger lights. If this is not possible for technical reasons, the corner points of the object shall not be more than 75 metres from the location of the danger light.
11 Temporary obstacles
Sections 8 to 10 apply accordingly to temporary obstacles.
Part 4: Wind turbines
Section 1: General
12 Applicable regulations
Parts 1 to 3, 5 and 6 apply to wind turbines unless otherwise specified in the following regulations.
13 Wind turbine blocks
Several wind turbines erected in a specific area may be grouped together as wind turbine blocks. In principle, only the turbines on the periphery of the block require fire marking for day or night identification, not those within the block. If individual turbines within a block significantly exceed the surrounding obstacles, they must also be marked. If there is a danger to air traffic safety, the competent state aviation authority shall prohibit peripheral lighting and order the lighting of all turbines.
Section 2: Daytime marking
14 Daytime marking
14.1 The rotor blades must be marked with three coloured stripes:
a) starting on the outside with six metres orange – six metres white – six metres orange or
b) starting on the outside with six metres red – six metres white or grey – six metres red.
14.2 For wind turbines with a height of more than 150 metres above ground or water,
a) the nacelle must be marked with a strip at least two metres high in orange or red in accordance with section 4.1, running around the rear at half the height of the nacelle. The strip may be interrupted by graphic elements and/or due to the design; graphic elements may not cover more than one third of the surface area of the respective side of the nacelle.
b) the mast must be marked with a three-metre-high orange or red band in accordance with section 4.1, starting at 40 metres above ground or water level. For lattice masts, this band must be six metres high. The marking may be offset for technical reasons or due to local conditions.
15 Marking with day lights
Daytime lights in accordance with Section 3.1 may be required in addition to daytime markings, depending on the obstacle situation, if this is deemed necessary for the safe conduct of air traffic. The daytime lights must be installed in duplicate on the roof of the nacelle. Outside obstacle limitation surfaces at aerodromes, the daytime lights may be exceeded by more than 50 metres. For installations higher than 315 metres, the applicant must submit an aviation report with a marking concept. The competent state aviation authority shall decide on the approval of the construction of the wind turbine after reviewing the report.
Section 3: Night-time marking
16 General
16.1 For installations with a height of up to and including 315 metres above ground or water, night-time marking by means of a red W light must be provided on the roof of the nacelle.
16.2 For installations with a height of more than 150 metres and up to and including 315 metres above ground or water, a lighting level consisting of obstacle lights must be installed at half the height between the ground or water and the night-time marking in accordance with number 16.1. If necessary for technical reasons, the lighting levels may be deviated by up to five metres upwards or downwards. At least two obstacle lights per level must be visible from each direction.
16.3 For installations higher than 315 metres, the applicant must submit an aviation report with a marking concept. The competent state aviation authority shall decide on the approval of the construction of the wind turbine after reviewing the report.
16.4 If additional infrared marking is planned, it shall be installed on the roof of the nacelle.
Part 5: Marking of aviation obstacles in coastal waters
17 Scope
The following regulations for day and night marking apply to aviation obstacles in coastal waters and adjacent inland waters. Parts 1 to 4 and 6 apply unless otherwise specified in the following regulations.
18 Daytime marking of wind turbines
The daytime marking of the tower of a wind turbine shall be carried out in accordance with the regulations of the Federal Waterways and Shipping Administration for the design, marking and operation of wind farms and other installations for maintaining the safety and ease of shipping, without prejudice to the regulation on red stripes in accordance with number 14.2 letter b.
19 The use of day lights is not permitted in coastal waters and adjacent internal waters.
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20 The switching times of all lights used to mark aviation obstacles and the flashing sequence (identification) shall be coordinated (synchronised or at least harmonised) with the navigation signs.
In order to maintain the safety and ease of shipping, the regulations of the Federal Waterways and Shipping Administration for the design, marking and operation of wind farms in the marine area, as amended, shall be observed.
Part 6: Procedural and final provisions
21 Involvement of the air traffic control organisation pursuant to Section 31b(1) sentence 1 of the LuftVG and the Federal Waterways and Shipping Administration
21.1 The decision on the marking of aviation obstacles shall be made on the basis of, among other things, an expert opinion from the authority responsible for air traffic control in accordance with Section 31(3) of the LuftVG.
21.2 All new aviation obstacles must be reported to the air traffic control organisation in accordance with Section 31b(1) sentence 1 of the LuftVG, together with the necessary data, for publication in the aeronautical information publication, if possible six weeks before the start of construction. For existing obstacles, information must be provided to the air traffic control organisation in accordance with Section 31b(1) sentence 1 of the LuftVG upon request.
21.3 Insofar as aviation obstacles are erected in accordance with Part 5, the decision on their marking shall be made on the basis of an expert opinion from the federal waterways and shipping administration authority responsible for ensuring the safety and ease of shipping in accordance with Section 31 of the Federal Waterways Act and Section 3(1) of the Maritime Tasks Act. The competent state aviation authority may only deviate from the requirements of this opinion with the consent of the Federal Ministry of Digital and Transport.
22 Suitability of fires
Only fires that meet the requirements of this administrative regulation and the specifications of Annex 14, Volume 1, to the Chicago Convention may be used. The Federal Ministry of Digital and Transport shall announce the competent authorities authorised to certify suitability.
23 Transitional provisions
Existing markings must be adapted to the requirements of this administrative regulation when they are renewed. The retrofitting of a wind turbine with demand-controlled night-time marking (BNK) and the resulting mandatory infrared marking (IR) shall not be considered renewal in accordance with sentence 1. Exemptions for existing markings of aviation obstacles shall remain valid even after this administrative regulation comes into force.
24 Deviation from the AVV
If compliance with the provisions of this administrative regulation is not possible in individual cases, the competent state aviation authority may, at its own discretion, grant approval for a deviation. The Federal Ministry of Digital and Transport must be informed of any deviations.
If military aviation interests are also affected, the Federal Ministry of Defence or a body designated by it must also approve the deviation. In the case of a military airfield with civil use, the Federal Ministry of Defence or a body designated by it shall consult with the competent state aviation authority.
Article 2
This General Administrative Regulation shall enter into force on the day after its publication in the Federal Gazette. At the same time, the General Administrative Regulation on the Marking of Aviation Obstacles of 2 September 2004 (BAnz. p. 19937), last amended by Article 1 of the General Administrative Regulation of 26 August 2015 (BAnz AT 01.09.2015 B4), shall cease to be in force.
The Federal Council has given its approval.
Berlin, 24 April 2020
The Federal Chancellor
Dr Angela Merkel
The Federal Minister
of Transport and Digital Infrastructure
Andreas Scheuer