Visual Aids for Obstacle Marking, also called aviation obstruction lights (SOV), are essential for air traffic safety, helping pilots identify dangerous structures, especially in low visibility or nighttime conditions. Mandatory for structures such as wind turbines, bridges, towers, skyscrapers, cranes, and chimneys, etc... they reduce the risk of mid-air collisions and must comply with technical standards defined by ICAO and, in some cases, FAA regulations.
These systems are classified by light intensity (low, medium, or high) based on the height and position of the obstacle. Their design and installation must conform to specific regulations, integrated in Italy by ENAC to adapt them to the national context.
Baglem SOV Lights represent an innovative solution in the field of illuminated signage for airtraffic. The patented vertical modular design includes two independent chambers: one for themain light and the other for the emergency light. This configuration ensures high reliability andsafety, allowing the system to operate without interruption even in the event of failure.Furthermore, it guarantees the same luminous intensity and photometry required byregulations, both with the main light functioning and with the emergency light in case of amalfunction.
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The installation of Visual Aids for Obstacle Marking (SOV) must be carried out in a way that theobject is visible from every angle. The lights must be placed as close as possible to the top of theobject and distributed uniformly along its entire height. If the object is particularly high,intermediate lights can be added at regular intervals, with specific distances based on the typeof light (low, medium, or high intensity). In the case of obstacles surrounded by buildings orother structures, the height of these elements can be used as a reference to determine theinstallation height of the SOV (Aviation Obstacle Marking) lights. It is essential that the lights arepositioned so they are not obstructed by parts of the obstacle itself or by adjacent objects, thusensuring maximum visibility from all approach directions.
Obstacle lights are divided into three categories based on intensity: low, medium, and high.Low-intensity lights (Type A and B) must be fixed red for fixed obstacles. Type C and D lights,intended for service vehicles, must be flashing yellow, while flashing blue lights are reserved foremergency vehicles. Medium-intensity lights (Type A, B, and C) are flashing white and red forType A and B lights, while Type C can be fixed red. High-intensity lights (Type A and B) must beflashing white, with Type A flashing simultaneously and Type B in sequence (central, top, andbottom). Each light must be positioned to ensure 360° visibility, with intermediate lights forparticularly tall objects and precise installation distances based on the type of light.
Aviation obstacle marking lights are divided into three categories, defined based on the heightof the obstacle and the necessary luminous intensity. Low-intensity lights, which are red andfixed, are used for obstacles up to 45 meters, such as buildings or poles. Medium-intensity lights,which are red or white and flashing, are used for obstacles with a height between 45 and 150meters, such as towers or bridges. For obstacles higher than 150 meters, such as skyscrapers orantennas, high-intensity white lights are used, which are always flashing, remaining active bothday and night, with a possible reduction in nighttime intensity to avoid glare, while still ensuringmaximum visibility from long distances.
Signaling lights must ensure 360-degree visibility, covering every angle of the obstacle. Thedistance between the lights varies based on the height of the obstacle, with very tall structuresrequiring additional lights along their entire height to ensure complete visibility. Lights must beinstalled on the top part of the obstacle, and for tall structures, it is necessary to distribute themalong their entire height. Reference regulations include the ICAO (Annex 14), the FAA in theUnited States, and ENAC in Italy, which establish specific guidelines for the installation of thelights, ensuring aviation safety.
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Garanzia di adeguata segnalazione
Luci bicamerali sovrapposte
In caso di guasto si attiva automaticamente la luce di emergenza che, essendo indipendente e ridondante, continua a garantire l’adeguata segnalazione.
luci affiancate
In caso di malfunzionamento la luce guasta va a creare un cono d’ombra che compromette la segnalazione dell’ostacolo con conseguenti gravi pericoli per il volo.
luci unicamerali sovrapposte
In caso di cortocircuito della luce principale, i fumi generati compromettono l’intensità della luce di emergenza, andando a costituire un grave pericolo per i velivoli di passaggio.
Garanzia di adeguata segnalazione
Luci sovrapposte
In caso di guasto si attiva automaticamente la luce di emergenza che, essendo indipendente e ridondante, continua a garantire l’adeguata segnalazione.
luci affiancate
In caso di malfunzionamento la luce guasta va a creare un cono d’ombra che compromette la segnalazione dell’ostacolo con conseguenti gravi pericoli per il volo.
luci unicamerali sovrapposte
In caso di cortocircuito della luce principale, i fumi generati compromettono l’intensità della luce di emergenza, andando a costituire un grave pericolo per i velivoli di passaggio.
In caso di guasto
luci affiancate
In caso di malfunzionamento la luce guasta va a creare un cono d’ombra che compromette la segnalazione dell’ostacolo con conseguenti gravi pericoli per il volo.
Luci bicamerali sovrapposte
In caso di guasto si attiva automaticamente la luce di emergenza che, essendo indipendente e ridondante, continua a garantire l’adeguata segnalazione.
luci unicamerali sovrapposte
In caso di cortocircuito della luce principale, i fumi generati compromettono l’intensità della luce di emergenza, andando a costituire un grave pericolo per i velivoli di passaggio.
