(Standards for Establishing Aeronautical Radio Navigation Aids) Article 99 (1) The establishment standards, such as location and structure of the radio navigation aids prescribed in paragraph (1) of Article 39 of this Act (including as applied mutatis mutandis pursuant to the provisions of paragraph (2) of Article 43) are as prescribed below: (i) aids must be installed in ways that do not impair the functions of existing radio navigation aids. (ii) aids must be installed in a place where the functions of radio navigation aids are least affected by land features, and concurrently, in ways that the functions thereof are not impaired by building structures, plants and other objects. (iii) in the case of an NDB, it must have the following performance characteristics and structure: (a) the horizontal radiation characteristics of a radio wave must be non-directional if possible and its polarized wave must be a vertically polarized wave, which do not include a horizontally polarized wave as much as possible. (b) it must emits a carrier wave that is amplitude-modulated at an audible frequency. (c) NDB in which a modulated audible frequency is key-operated in order to transmit an identifier code. (d) the modulated frequency must be 1,020 Hz and its deviation does not exceed 50 Hz. (e) it must transmit the identifier code at a speed of seven words per minute, and two consecutive times every 30 seconds (in the case of an NDB specified by the Minister of Land, Infrastructure, Transport and Tourism, which is used for aircraft approach or holding, eight times or more per minute). (f) it must have radiation characteristics that during the transmitting an identifier code, it can definitely identify the code within a range not exceeding a rated effective coverage (meaning a distance in which the vertical electric intensity of a radiated radio wave reaches 70 microvolts per meter during daytime; hereafter the same applies to NDB) (g) the carrier power does not change its value whenever possible when an identification code is sent. (h) the rated effective coverage does not decrease to less than 90% of its value due to variation of antenna constant or power supply voltage. (i) The modulation of a superfluous audible frequency must be controlled in ways that the amplitude of an audible frequency does not exceed 5% of that of the carrier wave. (j) The configuration of a transmitting antenna system must be the one that may minimize the loss of its each part and the magnitude of standing wave generated in the feeder cable must be as low as possible. (k) The antenna system must not generate a space wave that causes damages to the functions of the radio navigation aids. (l) two pairs of transmitting equipment must be provided so that they can be used any time alternately. (m) a dummy antenna system must be provided. (n) a backup private electric generator must be provided. (o) a monitor equipment that can determine whether or not a transmission of identification code is properly performed must be provided. (iv) in the case of a directional radio range beacon, it must have the performance characteristics and structures prescribed below: (a) it must radiates non-directional non-radio wave into space and concurrently radiates directional A-A radio wave that is key-operated by using a Morse code for the letter A and the other pair with the letter N alternately; provided, however, that the carrier frequency for directional radio waves must be 1,020 Hz higher than those for non-directional radio waves and its deviation must not exceed 50 Hz. (b) in the direction including true north, the N signal must be transmitted; provided, however, that when a course bearing north, the N signal must be transmitted in the north-west direction. (c) the A signal must be transmitted following the N signal respectively. (d) twelve N signals and twelve A signals must be transmitted following an identification code, respectively. (e) an identification code must be transmitted at a speed of seven words per minute, and must be repeated for two consecutive times every 30 seconds. (f) it must have radiation characteristics that during transmitting an identification code, it can definitely identify the code within a range not exceeding a rated effective coverage (meaning a distance in which vertical electric intensity of non-directional radio waves radiated on the route from the relevant facility becomes 70 microvolts per meter during daytime; hereinafter the same applies to a directional radio beacon facility). (g) the intensity ratio of vertical electric field of the directional radio waves and non-directional radio waves on a course must be 30% or more and not exceeding 95%. (h) a course in which continuous sounds may be heard perfectly when those were received, and its width must be approximately 3 degrees. (i) the variation of a course must not exceed the allowable deviations specified below: 1. if a course is oriented in the direction of the centerline of a runway, it must be zero degree. 2. if a course is oriented in the direction of an airport, etc., it must be 1 degree 30 minutes. 3. in the case a course other than that specified in 1 and 2, it must be 3 degrees. (j) it does not create a false course if at all possible. (k) In order to confirm that an aircraft has passed over a directional radio range beacon, a silent zone exists over the center of the facility, and it has a range from 1.5 seconds or more if it takes an aircraft flying at an altitude of 300 meters and at a speed of 250 kilometers per hour, to 5 seconds or more when it is flying at an altitude of 1.5 kilometers and at a speed of 250 kilometers per hour. (l) a rated effective coverage must not decrease less than 90% due to the variation of antenna constant or power supply voltage. (m) the modulation of a superfluous audible frequency must be controlled in ways that the amplitude of an audible frequency does not exceed 5% of that of the carrier wave. (n) radiated radio waves must not contain key clicking noise whenever possible. (o) The configuration of an antenna system must be such that in the case of radiating a directional radio wave, the variation of its antenna constant and the loss in its feeder cable are minimum possible, and, the phase and amplitude of a pair of antenna due to variation of antenna constant will remain unchanged to the highest possible extent, and also, in the case of that radiating a non-directional radio wave, the loss of each section will be minimized, and additionally, the standing wave generated in the feeder cable is suppressed to a minimum. (p) two pairs of transmitter equipments must be provided so that they can be used any time alternately. (q) a dummy antenna must be provided. (r) a backup private power generator must be provided. (s) a monitoring equipment that can determine if an identification code is transmitted or not and if a course is appropriate or not must be installed at a places on a course which is located single wavelength away from the facility in ways that it can be checked within the facility at any time during operation hours. (v) a Z marker beacon must have the performance characteristics and structures prescribed below: (a) it must continuously emits a reverse conical, vertically directional radio waves that are amplitude-modulated with an audible frequency. (b) a transmitting equipment must only emit a radio wave at a frequency of 75 MHz. (c) a radio wave must be a horizontal polarized wave which does not contain vertical polarized wave whenever possible. (d) the axis of radial electric field profile must be vertical whenever possible. (e) the electric field intensity must be symmetric about the axis of the radial electric field profile whenever possible. (f) the radial electric field must be free from any region with no reception. (g) the coverage of horizontal radiation must be designed so that, when an aircraft equipped with a Z marker beacon receiver passes a radial electric field, the lighting time of indication light of the receiver is from 10 to 15 seconds in the case of an aircraft cruising at an altitude of 300 meters and a speed of 250 kilometers per hours or from 18 to 24 seconds at an altitude of 1.5 kilometers and a speed of 250 kilometers per hour. (h) the configuration of a transmitting antenna system may reduce the loss of each part of it and the magnitude of standing wave generated in the feeder cable is as low as possible. (i) two pairs of transmitting equipments must be provided so that they can be used any time alternately. (j) a dummy antenna must be provided. (k) a backup private power generator must be provided. (vi) a VOR must have the following performance characteristics and structures: (a) it must, in order to provide an aircraft during flight with a magnetic bearing using the relevant facility as reference, be designed to emit radio waves carrying reference phase signals (meaning a signal of a uniform intensity in all magnetic bearings; the same applies hereinafter), variable phase signals (meaning signals whose phase constitutes a phase difference, in combination with a reference phase signal, and the difference corresponds to a magnetic bearing; the same applies hereinafter) and identification signals. (b) radio waves must be horizontal polarization waves which do not contain vertical polarization waves whenever possible. (c) main carrier waves must be amplitude-modulated with the modulation waves specified below: 1. a subcarrier that is frequency-modulated with a reference phase signal (in the case of a Doppler VOR, variable phase signal). 2. a variable phase signal (in the case of a Doppler VOR, a reference phase signal) 3. an identification signal (d) the frequency of a reference phase signal and a variable phase signal must be 30 Hz and its deviation must not exceed 1%. (e) the degree of modulation of amplitude-modulation with a subcarrier and that with variable phase signal (in the case of a Doppler VOR, a reference phase signal) must, in a space of an attack angle of 5 degree or less from the center of an antenna part, be 30% and its deviation must not exceed 2%. (f) the frequency of a subcarrier must be 9,960 Hz and its deviation must not exceed 1%. (g) the modulation index of the frequency-modulation with a reference phase signal (in the case of a Doppler VOR, variable phase signal) must be 15 or more but less than 17. (h) a subcarrier must not be amplitude-modulated exceeding the degree of modulation specified below: 1. in the case of a standard VOR, the degree of modification must be 5%. 2.in the case of a Doppler VOR, it must be 40% at a location 300 meters away from the center of antenna part. (i) the difference of a magnetic bearing provided by the facility must not exceed 2 degrees at a point approximately 4 times further than the wavelength of the main carrier from the center of antenna part (in the case of a Doppler VOR, approximately 18 times) and at a point in a space with an attack angle of 40 degrees or less from the center. (j) the modulation frequency must be 1,020 Hz and its deviation must not exceed 50 Hz. (k) the degree of modulation of amplitude modulation with an identification signal must not exceed 10% and close to 10% whenever possible. (l) it must transmit an identification code composed of three international Morse code at a speed of seven words per minute, for more than three times in 30 seconds. (m) two pairs of transmitting equipment must be provided so that they can be used any time alternately. (n) a dummy antenna must be provided. (o) a private electric power generator must be provided. (p) a monitor equipment must be installed at a location approximately 4 times further than the wavelength of main carrier from the center of an antenna part (in the case of Doppler VOR, approximately 18 times) . (q) the monitor equipment must, when any of the following situations occurs, be capable of promptly informing the control station of the relevant situation, capable of switching to a backup transmitting equipment, and also when the situation remains unchanged even after the backup transmitting equipment has been activated, must be capable of disconnecting the transmission of radio waves from a VOR. 1. when the magnetic bearing provided by a VOR varies more than 1 degree from the predetermined bearing 2. when the degree of modulation of amplitude modulation by a subcarrier or the degree of modulation of amplitude modulation by a variable phase signal (in the case of a Doppler VOR, a reference phase signal) decreases by 15% of the predetermined degree of modulation 3. when the monitoring function of a monitoring equipment is out of order (vii) in the case of a TACAN (tactical air navigation system), it must have the performance characteristics and structures specified below: (a) it must have functions that, in order to provide an aircraft during flight with a magnetic bearing using the facility as a reference point, emit a main reference bearing signal (meaning a signal simultaneously emitted in all magnetic directions which is used for the rough measurement; the same applies hereinafter), auxiliary reference bearing signal (meaning a signal simultaneously emitted in all directions which is used for the precision measurement of a bearing; the same applies hereinafter), main variable bearing signal (meaning a signal having a phase that varies with magnetic bearing which is used for the rough measurement of a bearing; the same applies hereinafter), and auxiliary variable bearing signal (meaning a signal having a phase that varies with magnetic bearing which is used for the precision measurement of a bearing; the same applies hereinafter), and in order to provide the aircraft with the distance from the facility, emit a response signal to a query signal emitted from an on-board TACAN system or DME antenna, and also emit an aircraft identification signal. (b) the main reference bearing signal, auxiliary reference bearing signal, response signal, aircraft identification signal, and random pulse pairs must be a radio wave of a pulse pairs. (c) pulses must conform to the requirements specified below: 1. A pulse rise time (meaning a time required for the amplitude of a pulse to rise from 10% of its maximum amplitude at its leading edge to 90% of the amplitude) and a pulse fall time (meaning a time required for the amplitude of a pulse to fall from 90% of its maximum amplitude at its trailing edge to 10% of the amplitude) must be 2.5 microseconds whenever possible and must not exceed 3 microseconds. 2. A pulse width (meaning a time required for the amplitude of a pulse to rise from 50% of its maximum amplitude in the leading edge to 50% of its maximum amplitude in the trailing edge) must be 3 microseconds or more and less than 4 microseconds. 3. The amplitude of a pulse, during the time when it rises from 95% of its maximum amplitude at the leading edge to 95% of the trailing edge, must be 95% or more at its maximum amplitude. (d) A pulse interval (meaning a time required for a pulse pair to rise from 50% of its maximum amplitude at the leading edge of first pulse to 50% of its maximum amplitude at the leading edge of second pulse: the same applies hereinafter) must be 12 microseconds in channel X or 30 microseconds in channel Y, and, the deviation must not exceed 0.25 microseconds. (e) The difference in peak power between the first and the second pulse must be less than 1 dB. (f) the main reference bearing signal, auxiliary reference bearing signal, response signal, aircraft identification signal, and random pulse pair must be those amplitude-modulated with the main variable bearing signal and auxiliary variable bearing signal. (g) the frequency of a main variable bearing signal must be 15 Hz and its deviation must not exceed 0.23%. (h) the frequency of an auxiliary variable bearing signal must be 35 Hz and its deviation must not exceed 0.23%. (i) the degree of modulation of a main variable bearing signal and of an auxiliary bearing signal must be more than 12% and less than 30%. (j) the higher harmonics included in a main variable bearing signal and of an auxiliary variable bearing signal must not exceed 20%. (k) when the amplitude of a main variable bearing signal is maximum, the amplitude of an auxiliary bearing signal must be maximum. (l) the number of pulse pairs constituting a main reference bearing signal must be more than 11 and less than 13. (m) the pulse pair interval of a main bearing signal (meaning a time required for adjacent pulse pairs, from the amplitude reaches 50% of its maximum at the leading edge of the second pulse of the former pulse pair to 50% of its maximum at the leading edge of the second pulse of the latter pulse pair; the same applies hereinafter) must be 30 microseconds, and, its deviation must not exceed 0.3 microseconds. (n) the number of pulse pairs constituting an auxiliary reference bearing signal must be 6 or 7. (o) the pulse pair interval of an auxiliary reference bearing signal must be 24 microseconds, and, its deviation must not exceed 0.3 microseconds. (p) a main reference bearing signal must be emitted when the amplitude of a main variable bearing signal becomes maximum in the magnetic direction using the facility as a reference point in the direction at 90 degrees. (q) an auxiliary reference bearing signal must be emitted when the amplitude of an auxiliary variable bearing signal becomes maximum in the magnetic direction using the facility as a reference point in the direction at 90 degrees (except when the amplitude of the main variable bearing signal becomes maximum in the relevant direction). (r) the difference of the magnetic direction provided by the facility must not exceed 1.5 degrees. (s) the delay in response time (meaning a time from the second pulse of a query signal is received to the second pulse of a query signal in response to the query signal is transmitted; hereafter the same applies in this item and item (ix)) must be 50 microseconds, and, its deviation must not exceed 1 microsecond; provided, however, that this does not apply to TACAN that consists part of ILS. (t) the total number of transmissions of response signal pulse pairs and that of random pulse pairs must be 2,700 per second, and, its deviation must not exceed 90 per second. (u) the response signal must not be transmitted while reference bearing signals, auxiliary bearing signals or aircraft identification signal are transmitted. (v) the random pulse pair must not be transmitted while reference bearing signals, auxiliary bearing signals, response signals or aircraft identification signals are transmitted. (w) the aircraft identification signal must be composed of a pulse pair having a pulse pair interval of more than 90 microseconds and less than 110 microseconds. (x) The number of transmissions of aircraft identification signal pulse pair must be 2,700 per second and its deviation must not exceed 20 per second. (y) the intervals between pulse pairs, both of which constitute an aircraft identification signal, must be as equal as possible. (z) an aircraft identification code composed of three letters of international Morse code must be transmitted at a speed of seven words per minute, at an interval of 30 seconds. (aa) the time to transmit an aircraft identification code must not exceed 5 seconds each time. (bb) the identification signal must not be transmitted when reference bearing signals or auxiliary bearing signals are transmitted. (cc) the aircraft identification code of TACAN that is used in combination with VOR or ILS must be transmitted during a period obtained by dividing 30 seconds into 4 or more periods, and the identification code of VOR or ILS that is used in combination with the TACAN must be transmitted during a period other than the periods in which the identification code of the TACAN is transmitted. (dd) the maximum sensitivity of a receiving equipment (meaning the sensitivity of the central frequency (meaning the peak power of the query signal when the response ratio to the query signal reaches 70%; hereafter the same applies in this item and item (ix)); hereafter the same applies in this item and item (ix)) must be less than minus 125 dB using 1 Watt as a reference while receiving a query signal of 200 pulse pairs per second. (ee) the maximum sensitivity of a receiving equipment must not vary more than 1 dB when the number of transmissions of response signal pulse pair are less than 90% of its maximum number. (ff) the sensitivity of a receiving equipment at a frequency 100 kHz deviated from the central frequency must be within 3 dB from the maximum sensitivity. (gg) the receiving equipment must not have response rate 70% or over to a query signal whose frequency deviates 900 kHz from the central frequency and whose peak power is less than the electric power to which 80 dB was added to the maximum sensitivity. (hh) the sensitivity of the receiving equipment must, when 8 microseconds have elapsed since the first pulse of a query signal whose peak power had been less than the electric power to which 60 dB had been added to the maximum sensitivity, must be recovered to a range within 3 dB from the maximum sensitivity. (ii) the spurious response of a receiving equipment must be 80 dB or more in the case of intermediate frequency response or 75 dB or more in the case of image frequency response or other spurious responses. (jj) the reception downtime of a receiving equipment must be the time from the query signal is received to the response signal is transmitted and intervals less than 60 microseconds after a response signal is submitted (or 150 seconds if the influence of reflective waves that may be generated by topographical conditions must be avoided). (kk) the decoder of a receiving equipment must not function in response to any pulse pair other than the pulse pair of a query signal. (ll) the decoder of a receiving equipment must function without fail in response to the pulse pair of a query signal even if another pulse is added before or after the pulse pair or in between them. (mm) the antenna system must transmits and receives the radio wave of a vertical polarized wave. (nn) the TACAN antenna used in combination with VOR must be installed on a vertical line including the center of VOR antenna; provided, however, that if it is difficult to do so, in the case of TACAN which is used mainly for approach and stand-by of aircraft, the antennal must be installed at a location not exceeding 30 meters (80 meters if the VOR is of a Doppler VOR) from the center of VOR antenna part, or in the case of other types of TACAN, at a location not exceeding 600 meters from the center of VOR antenna part. (oo) two pairs of transceivers must be provided so that they can be used alternately any time. (pp) a dummy antenna must be provided. (qq) a backup private electric power generator must be provided. (rr) a monitoring system must be provided. (ss) the monitoring system must, when any of the situations continues for more than 4 seconds, be capable of promptly informing the control station of the situation, capable of switching to a backup transceiver, and also, when the situation remains unchanged even after the backup transceiver is activated, must be capable of disconnecting the transmission of radio wave from a TACAN. 1. When the magnetic direction provided by a TACAN varies more than 1 degree from the predetermined bearing 2. When the delay in response time to the query signal, of which peak power represents the maximum sensitivity of a receiving system to which 6 dB was added, ceases to conform to the standards referred to in subitem (s) 3. when the power of an antenna drops below 50% 4. When the monitoring function of a monitoring equipment is in failure (tt) the number of pulse pairs transmitted by a monitoring system does not exceed 120 per second. (viii) in the case of an ILS, it must have the performance characteristics and structures specified below: (a) An ILS must be composed of the systems specified below; provided, however, that when a TACAN or DME is installed, the installation of either one or both of the marker beacon systems specified in sub-sub-item 3., a and b may be omitted. 1. localizer 2. glide slope 3. marker beacon systems listed below: a. outer marker b. middle marker c. inner marker (only when it is required.) (b) the localizer must have the performance characteristics and structures specified below: 1. In order to provide an aircraft performing a precision approach along an ILS course with the deviation value in the horizontal direction from the course using the difference in degrees of modulation between two modulation waves, the system must transmits a radio wave that carries these modulation waves and an aircraft identification signal. 2. It must transmits a carrier that is amplitude-modulated with a wave modulated at 90 Hz, a wave modulated at 150 Hz and an aircraft identification signal. 3. The composite electric field must be such that, on the right side of the course line (meaning a virtual straight line obtained by taking the average of selected loci that are closest to the runway centerline or its extended line among the loci of points of which DDM (one-hundredth of absolute value of difference in the degree of modulation between two modulation waves; the same applies hereinafter) based on the horizontal polarized wave on an arbitrary horizontal plane of a radio wave emitted by localizer; the same applies hereinafter) which is viewed from the direction in which an aircraft approaches using the ILS, the degree of modulation of a modulated wave that is modulated with a modulation wave of 150 Hz is greater than that of 90 Hz, while on the left side of the course line, the degree of modulation of a modulated wave that is modulated with a modulation wave of 90 Hz is greater than that of 150 Hz. 4. The radio wave must not be a horizontal polarized wave, which does not contain the horizontal polarize wave exceeding the following values: a. in the case of a localizer of ILS under Category I (meaning an ILS of which the minimum height for an aircraft to perform a precision approach by using the ILS is more than 60 meters above the horizontal plane including the approach end of runway; hereinafter the same applies in this Article (which refers to the end of a runway on the landing side for the aircraft using said ILS; hereinafter the same applies in this Article); the same applies hereinafter), the value at which the DDM-equivalent value indicated by the receiver of a localizer on board of an aircraft that is on a course line and transversely inclined by 20 degrees against the horizontal line reaches 0.016. b. in the case of a localizer of ILS under Category II (meaning an ILS of which the minimum height for an aircraft to perform a precision approach by using the ILS is more 30 than 60 meters and less than 30 meters above the horizontal plane including the approach end of runway; the same applies hereinafter), the value at which the DDM-equivalent value indicated by the receiver of a localizer on board of an aircraft that is on a course line and transversely inclined by 20 degrees against the horizontal line becomes 0.008. c. in the case of a localizer of ILS under Category III (meaning an ILS on which the minimum height for an aircraft to perform a precision approach by using the ILS is less than 30 meters above the horizontal plane including the approach end of runway; the same applies hereinafter), the value at which the DDM-equivalent value indicated by the receiver of a localizer on board of an aircraft that is on a course line and transversely inclined by 20 degrees against the horizontal line becomes 0.005 within a range where the value of DDM based on a horizontal polarized wave remains within 0.02 or less. 5. In the case of a localizer of ILS under Category III, the range of variation of a course line must not exceed 0.005 in terms of DDM-equivalent value within a frequency band from 0.01 Hz to 10 Hz. 6. The horizontal electric field intensity of a radio wave transmitted from a localizer must be more than 40 microvolts per meter within the rated effective coverage indicated in the following figure: Horizontal projection (omitted) Vertical projection (omitted) Remarks (i) a rated effective coverage are as marked with diagonal lines. (ii) if it is inevitable due to terrain or it does not affect aircraft operation, the distance from C to A must be 33.3 kilometers and that from C to B must be 18.5 kilometers. (iii) point C must be the axis of the localizer antenna (iv) P1 is a point vertically above A, while P2 is a point vertically above B, whichever is higher at a point 600 meters away from the horizontal plane including the approach end of the runway or 300 away from the highest ground surface within the intermediate approach airspace and final approach airspace. (v) point E must be the approach end of runway. 7. it must meet the standards prescribed in 6, and, the horizontal electric field intensity of a radio wave transmitted from a localizer must meet the following standards: a. in the case of a localizer of ILS under Category I, the horizontal electric field intensity must be more than 90 microvolts per meter at a point in a course sector (meaning a fan-shaped area with a DDM value of 0.155 or less of a horizontal plane including a course line; the same applies hereinafter), within a distance of 18.5 kilometers from the axis of the antenna, and at a height of 60 meters or more from a horizontal plane including an approach end of the runway. b. in the case of a localizer of ILS under Category II, it must emit more than the following microvolts: 1) 100 microvolts per meter at a point in a course sector which is 18.5 kilometers away from the axis of the antenna 2) 200 microvolts per meter at a point in a course sector at a height of 15 meters from a horizontal plane including an approach end of the runway c. in the case of a localizer of ILS under Category III, it must emit more than the following microvolts: 1) 100 microvolts per meter at a point in a course sector which is 18.5 kilometers away from the axis of the antenna 2) 200 microvolts per meter at a point in a course sector at a height of 6 meters from a horizontal plane including an approach end of the runway 3) 100 microvolts per meter at a point on a glide path (meaning a virtual straight line obtained by taking the average of selected loci that are closest to the runway centerline or its extended line among the loci of points of which DDM based on the horizontal polarization wave of a radio wave transmitted by a glide slope on a vertical plane including a runway; the same applies hereinafter) and a point on a straight line connecting a point at a height of 6 meters above the horizontal plane including the approach end of a runway and a point vertically 4 meters above a touch-down point (meaning a point 300 meters above the runway centerline from the approach end of a runway to the end of a runway (meaning the end of a runway opposite to the approach end of a runway; the same applies in this Article); the same applies in this Article), and a point vertically 4 meters above a point on the runway centerline from the touch-down point to the center point of runway end. 8. In the case of a localizer transmitting two carrier waves, most of the electric field of one of the carrier waves must be generated within the electric field of the other carrier waves, and, in a course sector, the horizontal electric field intensity of the carrier wave of which electric field is generated inside must be 10 dB or more higher than that of the horizontal electric field intensity of the carrier wave of which electric field is generated outside. 9. The frequency deviation of modulation frequencies at 90 Hz and 150 Hz must not exceed 2.5% in the case of a localizer of ILS under Category I ,1.5% in the case of a localizer of ILS under Category II, and 1.0% in the case of a localizer of ILS Category III localizer, respectively. 10. The phase characteristics of a modulation wave at 90 Hz and a modulation wave at 150 Hz in a semi-course sector (meaning a fan-shaped area having a DDM value of 0.0775 or less of the horizontal plane including a course line; the same applies hereinafter) must be as prescribed below: a. the voltage of modulation wave at 90 Hz and 150-Hz must turn to zero respectively in the same direction in every half cycle of their synthetic wave during a period not exceeding 370 microseconds in the case of a localizer of ILS under Category I or Category II or 186 microseconds in the case of a localizer of ILS under Category. b. in the case of a localizer transmitting two carrier waves, the voltage of both modulation waves at 90 Hz must turn to zero in the same direction during a period not exceeding 617 microseconds in the case of a localizer of ILS under Category I or Category II, or 308 microseconds in the case of a localizer of ILS under Category III; and the voltage of both modulation waves at 150 Hz must turn to zero during the period not exceeding 370 microseconds in the case of a localizer of ILS under Category I or Category II, or 185 microseconds in the case of a localizer of ILS under Category III. 11. The degree of modulation of waves modulated at 90 Hz and at 150 Hz must be 20% on a course line, and its deviation must not exceed 2%. 12. The higher harmonics included in the waves modulated at 90 Hz and 150 Hz must not exceed 10%, and in the case of a localizer of ILS under Category III, the second higher harmonics included in the wave modulated at 90 Hz must not exceed 5%. 13. In the case of a localizer of ILS under Category III, the degree of modulation of the waves modulated at a power supply frequency, its higher harmonics and other unnecessary frequency components must not exceed 0.5%, and, the degree of modulation of the waves modulated at 90 Hz and 150 Hz and of the higher harmonics at a power supply frequency that causes a deviation from a course line by intermodulation of these higher harmonics and other unnecessary frequency components must not exceed 0.05%. 14. The DDM at each point on a course line must be the numerical value specified in the lower column of the following table according to the categories listed in the upper column of the following table: Classification DDM Types Location of a Point on a Course Line Localizer of ILS Category I A point located on a course line from the far end within the rated coverage from the vertical plane to the runway centerline or its extended line including ILS Point A (hereinafter simply referred to as "vertical plane" in this table and the table of item (xiv) (c)). 0.031 or less A point on a course line from the vertical plane including ILS Point A to the vertical plane including ILS Point B A distance not longer than the distance obtained by adding 0.015 to the distance obtained by multiplying it by 0.0025 (in the unit of kilometer) between the vertical plane including the point and the vertical point including ILS Point B A point on a course line from the vertical plane including ILS Point A to the vertical plane including ILS Point C 0.015 or less Localizer of ILS Category II A point located on a course line within a range from the far end of a rated coverage from the vertical plane including ILS Point A 0.031 or less A point on a course line from the vertical plane including ILS Point A to the vertical plane including ILS Point B A distance not longer than the distance obtained by adding 0.005 to the distance obtained by multiplying it by 0.0041 (in the unit of kilometer) between the vertical plane including the point and the vertical point including ILS Point B A point on a course line from the vertical plane including ILS Point B to the vertical plane including ILS reference datum point 0.005 or less Localizer of ILS Category III A point located on a course line within a range from the far end of a rated coverage from the vertical plane including ILS Point A 0.031 or less A point located on a course line from the vertical plane including ILS Point A to the vertical plane including ILS Point B A distance not longer than the distance obtained by adding 0.005 to the distance obtained by multiplying it by 0.041 (in the unit of kilometer) between the vertical plane including the point and the vertical plain including ILS Point B A point located on a course line from the vertical plane including ILS Point B to the vertical plane including ILS Point D 0.005 or less A point located on a course line from the vertical plane including ILS Point D to the vertical plane including ILS Point E A distance not longer than the distance obtained by adding 0.005 to the distance obtained by dividing the distance obtained by multiplying it by 0.005 (in the unit of kilometer) between the vertical plain including the point and the vertical plane including ILS Point D (in the unit of kilometer) between the vertical plane including ILS Point D and the vertical plane including E

Remarks: (i) ILS Point A means a point on a glide path, whose projection coincides with the point 7.41 kilometers away from the approach end of a runway on the extended line of the runway centerline; the same applies hereinafter. (ii) ILS Point B means a point on a glide path, whose projection coincides with the point 1.05 kilometers away from the approach end of a runway on the extended line of the runway centerline; the same applies hereinafter. (iii) ILS Point C means the intersection of a glide path with a horizontal plane including the point 30 meters above the center of the approach end of a runway in a vertical direction; the same applies hereinafter. (iv) ILS reference datum means a point on a glide path, whose projection coincides with the center of the approach end of a runway; the same applies hereinafter. (v) ILS Point D means a point 4 meters vertically above the point 900 meters from the approach end of a runway toward the end of the runway. (vi) ILS Point E means a point 4 meters vertically above the point 600 meters from the end of the runway toward the approach end of a runway. 15. The distance between the projection line of a course line and the center of the approach end of a runway in the case of a localizer of ILS under Category I must not exceed 10.5 meters or the distance between the course line and the point where DDM value becomes 0.015 whichever is shorter; in the case of a localize of ILS under Category II it must not exceed 7.5 meters; and in the case of a localizer of ILS under Category III it must not exceed 3.0 meters. 16. The DDM or its rate of variation of a horizontal plane including a course line must be as follows: a. The deviation sensitivity (meaning a ratio of the changes in DDM to the changes in distance) must be 0.00145 per minute on the line of intersection of semi course sector with a vertical plane including the approach end of a runway, and its deviation in the case of a localizer of ILS under Category I or ILS under Category II must not exceed 17%; and in the case of a localizer of ILS under Category III, it must not exceed 10%. b. until a horizontal angle from a course line to a point at which DDM reaches 0.180 (meaning an angle formed by a line connecting the point and the course line on a horizontal plane including the course line; the same applies hereinafter) the DDM must increase at a constant rate along with the increase in horizontal angle whenever possible. c. while a horizontal angle at which DDM reaches 0.180 increases to 10 degrees, the DDM must be 0.180 or greater. d. when a horizontal angle exceeds 10 degrees or less than35 degrees, the DDM must be 0.155 or greater. 17. The angle of a course sector must be less than 6 degrees. 18. The frequency of an aircraft identification signal must be 1,020 Hz, and, its deviation must not exceed 50 Hz. 19. The degree of modulation of an aircraft identification signal must be greater than 5% or less than 15%. 20. it must transmit an aircraft identification code composed of three international Morse code at a speed of seven words per minute, and more than 6 times per minute at equal intervals as much as possible. 21. In the case of a localizer transmitting two carrier waves, the two aircraft identification signals must have a phase characteristic that does not make it difficult to identify the aircraft identification codes. 22. If two localizers are to be installed at a runway (except for a case where the two localizers are those of ILS under Category I which transmit different frequencies, and those do not make the operations difficult when the radio waves are transmitted simultaneously), the two localizers must be equipped with an interlock system so that the two localizers do not transmit radio waves simultaneously. 23. An antenna must be installed on a line segment extended from runway centerline at the end of the runway. 24. Two pairs of transmitters must be provided so that they can be used alternately any time. 25. A dummy antenna must be provided. 26. A backup private electric power generator must be provided. 27. Monitoring equipment must be provided. 28. A monitoring equipment must, when any of the following situations occurs, be capable of informing the control station of the situation in the shortest possible time, specifically, within 10 seconds in the case of a localizer of ILS under Category I, within 5 seconds in the case of a localizer of ILS under Category II, or within 2 seconds in the case of a localizer of ILS under Category III, and concurrently, be capable of switching to a backup transmitter, and be capable of disconnecting the transmission of radio waves from the localizer when the situation remains unchanged after the backup transmitter has been activated. a. when the location of a course line does not conform to the standards prescribed in sub-item 15; provided, however, that in the case of a localizer of ILS under Category III, when the distance between the projection line of the course line and the center point of the approach end of a runway exceeds 6.0 meters. b. when the deviation of deviation sensitivity on the line intersection of semi-course sector and a vertical plane including the approach end of a runway exceeds 17% c. in the case of a localizer transmitting a carrier wave, when its antenna output power decreases by more than 50% of its normal value if the localizer meets the standards prescribed in 6. through 14., or in the case of a localizer transmitting two carrier waves, when its antenna output power of either of the carrier waves decreases by more than 80% of its normal value if the localizer meets the standards prescribed in 6. through 14., by more than 50% of its normal value). d. when the monitoring system of a monitoring equipment is out of order (c) the glide slope indicator must have the performance characteristics and structures specified below: 1. In order to provide an aircraft performing a precision approach along the ILS course with the deviation value in the vertical direction from the course by means of the difference in degree of modulation between two modulation waves, the indicator must transmit radio waves that carry these modulation waves. 2. The indicator must transmit carrier waves that are amplitude-modulated with a wave modulated at 90 Hz, a wave modulated at 150 Hz, and must generate a synthetic electric field in the space. 2-2. In the case of a glide slope indicator transmitting two carrier waves, it must generate a synthetic electric field with one of the carrier waves, it also must transmit the other carrier wave that is amplitude-modulated with a wave modulated at 150 Hz to create an electric field in the space. 3. A synthetic electric field must, on an upper glide path, the degree of modulation with the wave modulated at 90-Hz is greater than that modulated at 150-Hz as far as the vertical angle (meaning an angle, in a vertical plane including a glide path, formed by a line connecting its point of glide path with the intersection point of the glide path and a runway; the same applies hereinafter) up to 1.75 times greater than the angle formed by the glide path and horizontal plane, while on a lower glide path, the degree of modulation with the wave modulated at 150-Hz is greater than that of the wave modulated at 90-Hz. 4. The radio wave must be a horizontal polarization wave which does not contain vertical polarization wave whenever possible. 5. In the case of a glide slope indicator of ILS under Category III, the deviation from a glide path must not exceed 0.02 in DDM within a frequency range from 0.01 Hz to 10 Hz. 6. The angle formed by a glide path and a horizontal plane must be greater than 2 degrees and smaller than 4 degrees. 7. The angle formed by a glide path and a horizontal plane must not deviate more than 7.5% of the predetermined value in the case of a glide slope indicator of ILS under Category I or more than 4.0% in the case of a glide slope indicator of ILS under Category III. 8. The horizontal electric intensity of a radio wave transmitted from a glide slope indicator must be more than 400 microvolts per meter in the rated effective coverage shown in the following figure. (in the case of a glide slope indicator of ILS under Category I, its height is limited to 30 meters or higher from the horizontal plane including the approach end of runway, or in the case of glide slope indicators of ILS under Category II or Category III, its height is limited to 15 meters or higher from the horizontal plane including the approach end of runway). Horizontal Projection (Omitted) Vertical Projection (Omitted) Remarks (i) a rated effective coverage must be as marked with diagonal lines. (ii) point R must be the intersection point of a glide path and a runway. (iii) the theta must be the angle formed by a glide path and a horizontal plane. 9. The frequency deviation of waves modulated at 90 Hz and 150 Hz must not exceed 2.5% in the case of a glide slope indicator of ILS under Category I, or 1.5% in the case of a glide slope indicator of ILS under Category II, and 1.0% in the case of a glide slope indicator of ILS under Category III, respectively. 10. The phase characteristics of the waves modulated at 90 Hz and 150 Hz in a semi-course sector (meaning a fan-shaped area of vertical plane including a glide path having a DDM less than 0.0875) must be as prescribed below: a. The voltage of the respective waves modulated at 90-Hz and 150-Hz must turn to zero in the same direction in every half cycle of these synthetic waves within 370 microseconds in the case of a glide slope indicator of ILS under Category I or Category II or within 185 microseconds in the case of a glide slope indicator of ILS under Category III. b. In the case of a glide slope indicator transmitting two carrier waves, the voltage of the respective two waves modulated at 150-Hz must turn to zero in the same direction within 370 microseconds in the case of a glide slope indicator of ILS under Category I or Category II, or within 185 microseconds in the case of a glide slope indicator of ILS under Category III. 11. The degree of modulation of waves modulated at 90 Hz and 150 Hz must be 40% on a glide path, and its deviation must not exceed 2.5%. 12. The higher harmonics included in the waves modulated at 90 Hz and 150 Hz must not exceed 10%, and in the case of a glide slope indicator of ILS under Category III, the higher harmonics included in the waves modulated at 90 Hz must not exceed 5%. 13. In the case of a glide slope indicator of ILS under Category III, the degree of modulation of waves modulated by frequency of power supply, of its higher harmonics and of other unnecessary frequency components must not exceed 1.0%. 14. The DDM at each point on a glide path must be the numerical value listed in the lower column of the following table in accordance with the categories listed in the upper column of that table: Classification DDM Types Location of a point on a glide path Glide slope of ILS Category I A point located on a glide path from the limits of rated coverage from the ILS Point C. 0.035 or less Glide slope of ILS Category II or Category III A point located on a glide path from the limits of rated coverage from the ILS Point A. 0.035 or less A point located on a glide path from the ILS Point A to Point B. The distance shorter than the distance obtained by adding 0.023 to the value obtained by multiplying the distance(in the unit of kilometer) between the vertical plane including said point and the vertical plain including ILS Point B by 0.0019 A point located on a glide path from the ILS Point B to the ILS reference datum 0.023 or less

15. The height of ILS reference datum must be 15 meters from the axis of the approach end of runway (allowable deviation must be 3 meters upward). 16. The DDM on a vertical plane including a glide path or its deviation rate must be as specified below: a. The point where DDM is 0.0875 must be determined within the ranges specified below: 1) In the case of a glide slope indicator of ILS under Category I, the vertical angle must be within a range from 0.86 times to 0.93 times greater than the angle formed by a glide path and a horizontal plane (hereinafter referred to as "theta" in c) and a range from 1.07 times to 1.14 times greater than theta. 2) In the case of a glide slope indicator of ILS under Category II, the vertical angle must be within a range from 0.86 times to 0.90 times greater than theta, and a range from 1.07 times to 1.14 times greater than theta. 3) In the case of a glide slope indicator of ILS under Category III, the vertical angle must be within a range from 0.86 times to 0.90 times greater than theta, and a range from 1.10 times to 1.14 times greater than theta. b. until the vertical angle increases to the point where DDM becomes 0.22 on a glide path and down below it, DDM must increase at a constant rate whenever possible against the decrease in vertical angle. c. the vertical angle at a point down below a glide path where DDM becomes 0.22 must be more than 0.3 times greater than theta. In this case, when the vertical angle at a point where DDM becomes 0.22 is more than 0.45 times greater than theta, as for the vertical angle at that point to the vertical angle 0.45 times greater than theta, the DDM must be greater than 0.22. 17. The vertical angle at a point down below a glide path where DDM is 0.0875 must not be greater than the vertical angle obtained by multiplying the vertical angle by the following percentage after substracting the predetermined vertical angle at the point from theta: a. in the case of a glide slope indicator of ILS under Category I: 25 percent b. in the case of a glide slope indicator of ILS under Category II: 20 percent c. in the case of a glide slope indicator of ILS under Category III: 15 percent 18. Two pairs of transmitters must be provided so that they can be used alternately any time. 19. A dummy antenna must be provided. 20. A backup electric power generator must be provided. 21. A monitoring system must be provided. 22. Monitoring equipment must, when any of the following situations occurs, be capable of informing the control station of the situation within the shortest possible time, specifically, within 6 seconds in the case of a glide slope indicator of ILS under Category I, or within 2 seconds in the case of a glide slope indicator of ILS under Category II or Category III, and concurrently, be capable of switching to a backup transmitter, and be capable of disconnecting the transmission of radio waves from a glide slope indicator when the situation remains unchanged after the backup transmitter has been activated. a. when the angle formed by a glide path and a horizontal plane changes more than 0.925 times greater than the predetermined angle or less than 1.10 times b. at a point down below a glide path, when the vertical angle at a point where DDM is 0.0875 increases more than the value given below: 1) In the case of a glide slope indicator of ILS under Category I, 0.0375 times greater than theta 2) In the case of a glide slope indicator of ILS under Category II or Category III, the value obtained by multiplying the numerical value which is obtained by substracting the predetermined vertical angle at the point from theta by 0.25 c. at the lower limit of the rated effective coverage of a glide path, when DDM decreases below 0.175 d. in the case of a glide slope indicator transmitting a carrier wave, when it meets the standards prescribed in 6. through 14., the antenna output power decreases below 50% of its normal value; and in the case of a glide slope indicator transmitting two carrier waves, when the antenna output power for either carrier wave decreases below 80% of its normal value (when it meets the standards prescribed in 6. through 14., the antenna output power decreases below 50% of its normal value"). e. when the monitoring system of a monitoring equipment is out of order (d) the marker beacon must have the performance characteristics and structures specified below: 1. In order to inform an aircraft performing a precision approach along an ILS course that the aircraft has reached a location at a specific distance from a runway, it must transmit vertically directional fan-shaped radio waves amplitude-modulated with modulation waves in the upward direction. 2. Radio waves must be horizontal polarized waves which do not contain vertical polarized waves whenever possible. 3. The axis of the radial electric field must be vertical whenever possible. 4. The horizontal electric intensity must be symmetric about the axis of the radial electric field whenever possible. 5. An antenna must be installed at any of the following locations whenever possible: a. In the case of an outer marker, at a place more than 6.5 kilometers and less than 11.1 kilometers away from the runway centerline at the approach end of runway (7.2 kilometers if possible), the place less than 75 meters away from the point on a straight line forming a right angle with the line extended from runway centerline. b. In the case of a middle marker, at a place more than 900 meters and less than 1,200 meters away from the runway centerline at the approach end of runway, the place less than 75 meters away from the point on a straight line forming a right angle with the line extended from runway centerline. c. In the case of an inner marker, at a place more than 75 meters and less than 450 meters away from the runway centerline at the approach end of runway, the place less than 30 meters away from the point on a straight line forming a right angle with the line extended from runway centerline. 6. The rated effective coverage (meaning a range of which horizontal electric intensity of a radio wave transmitted from the relevant facility on the glide path is higher than 1.5 millivolts per meter; hereinafter the same applies in 7.) must be as specified below: a. in the case of an outer marker, more than 400 meters or less than 800 meters b. in the case of a middle marker, more than 200 meters or less than 400 meters c. in the case of an inner marker, more than 100 meters or less than 200 meters 7. The maximum horizontal electric intensity of a radio wave within the rated radiation coverage must be higher than 3.0 millivolts per meter. 8. The frequency of a modulation wave must be as specified below, and its deviation must not exceed 2.5%: a. in the case of an outer marker, 400 Hz b. in the case of a middle marker, 1,300 Hz c. in the case of an inner marker, 3,000 Hz 9. The degree of modulation of modulation wave must be 95%, and its deviation must not exceed 4%. 10. The higher harmonics included in modulation waves must not exceed 15%. 11. The configuration of an aircraft identification code must be as specified below: a. in the case of an outer marker, continuous dashes b. in the case of a middle marker, alternate continuous dashes and dots c. in the case of an inner marker, continuous dots 12. The speed of transmission of dashes composing an aircraft identification code is two times per second, and, its deviation must not exceed 15%. 13. The speed of transmission of dots composing an aircraft identification code is six times per second, and its deviation must not exceed 15%. 14. Two pairs of transmitters must be provided so that they can be used alternately any time. 15. A dummy antenna must be provided. 16. A backup electric power generator must be provided. 17. A monitoring equipment must be provided. 18. The monitor equipment must, when any of the following situations occurs, be capable of promptly informing the control station of the situation, be capable of switching to a backup transmitting equipment, and, when the situation remain unchanged after activation of the backup transmitting equipment has been activated, is capable of disconnecting the transmission of radio waves from a marker beacon. a. when the degree of modulation does not meet the standards prescribed in 9 b. when the power of an antenna drops by more than 50% c. when the monitoring system of a monitoring equipment is out of order (ix) in the case of DME, it must have the performance characteristics and structures specified below: (a) in order to provide an aircraft during flight with the distance information from the relevant facility, the equipment must transmits a response signal to a query signal transmitted from an on-board TACAN or DME, and also transmits an aircraft identification signal. (b) response signal, an aircraft identification signal and random pulse pair must be a radio wave of a pulse pair. (c) pulses must meet the requirements prescribed in item (vii), (b). (d) the pulse interval must be 12 microseconds in the case of channel X or 30 microseconds in the case of channel Y, and, the deviation must not exceed 0.25 microseconds. (e) the difference in peak power between the first pulse and the second must be less than1 dB. (f) the delay in response time must be 50 microseconds, and, its deviation must not exceed 1 microsecond; provided, however, that this does not apply in the case of DME consisting part of ILS. (g) the equipment must be capable of transmitting pulse pairs of response signals 2,700 times (allowable deviation is 90) per second. (h) The total number of pulse pair transmissions of a response signal and random pulse pairs must be more than 700 times or less than 2,790 per second. (i) the response signals must not be transmitted while aircraft identification signals are transmitted. (j) the random pulse pairs must not be transmitted while response signals or aircraft identification signals are transmitted. (k) the aircraft identification signals must be composed of pulse pairs having pulse pair intervals of more than 90 microseconds or less than 110 microseconds. (l) the number of aircraft identification signals to be transmitted must be as specified below: 1. An aircraft identification signal composed of a single pulse pair: 1,350 (allowable deviation is 10) per second 2. An aircraft identification signal composed of a pair(s) of pulse pairs: 2,700 (allowable deviation is 20) per second (m) the interval between a single pulse pair of aircraft identification signals specified in (l), 1. and the interval between pulse pairs of aircraft identification signals specified in (l), 2. must be the same whenever possible. (n) the configuration, transmission speed, and number of transmissions of aircraft identification codes must meet the standards prescribed in item vii, (z). (o) the time required to transmit an aircraft identification code must meet the standards prescribed in item vii, (aa). (p) the aircraft identification code of DME that is used in combination with a VOR or ILS must be transmitted within a period of seconds obtained by dividing 30 seconds into 4 or more, and the aircraft identification code of a VOR or ILS that is used in combination with the DME must be transmitted within a period of seconds in which the aircraft identification code of the relevant DME is not transmitted. (q) the receiving equipment must meet the standards prescribed in items vii, (dd) through (ll). (r) the antenna system must transmit and receive the radio waves of vertical polarized waves. (s) the antenna system of a DME used in combination with a VOR must be installed on a vertical line including the axis of VOR antenna; provided, however, that if it is difficult to do so, in the case of a DME that is combined with VOR and mainly used for the aircraft approaching or holding, the antenna system must be installed at a place less than 30 meters away from the axis of the VOR antenna (if the VOR is a Doppler VOR, less than 80 meters) and in the case of other types of VORs, at a place less than 600 meters away from the axis of the VOR antenna. (t) two pairs of transceivers must be provided so that they can be used alternately any time. (u) a dummy antenna must be provided. (v) a backup electric power generator must be provided. (w) a monitoring equipment must be provided. (x) the monitoring equipment must, when any of the following situations continues for more than 4 seconds, be capable of promptly informing the control station of the situation, be capable of switching to a backup transceiver, and when the situation remains unchanged after the backup transceiver has been activated, be capable of disconnecting the transmission of radio waves from a DME. 1. When the delay in response time to the query signal, of which peak power represent the maximum sensitivity of a receiving system to which 6 dB was added, ceases to conform to the standards prescribed in subitem (f) 2. When the power of an antenna drops by more than 50% 3. When the monitoring system of a monitoring equipment is out of order (y) the number of pulse pairs transmitted by a monitoring equipment for monitoring must not exceed 120 per second. (2) In the case of radio navigation aids which may not be governed by the standards prescribed in the preceding paragraph due to topographical or other inevitable reasons, may be governed by the standards set forth by the Minister of Land, Infrastructure, Transport and Tourism notwithstanding the standards prescribed in that paragraph.

(Criteria to Install Aerodrome Lighting) Article 117 (1) The installation criteria, such as the location, structure, etc. of aeronautical lighting prescribed in paragraph (1) of Article 39 of the Act (including as applied mutatis mutandis pursuant to the provisions of paragraph (2) of Article 43) are as prescribed below: (i) aerodrome lighting at an onshore airport and an onshore heliport that is used for the instrument landing system that allow a nighttime landing or precision approach must be installed as prescribed in Tables 1, 2 and 3 according to the classes of airports and runways. Table 1. Aerodrome Lighting at Onshore Airports Aerodrome beacon o Identification beacon x Taxiway edge lights o Taxiway centerline lights x Stop bar lights x Runway guard lights x Intermediate holding position lights x Taxiway guidance signs x Turning point identification lights x Visual docking guidance system x Landing direction indicator lights x Wind direction indicator lights o Direction signaling lights x Unserviceability lights x

Legend ○: lights that must be installed Legend X: Arrays of lights to be installed when it is obviously necessary for an aircraft to take off or land safely from the viewpoint of geographical conditions of the airport, etc. Table 2. Aerodrome Lighting at Onshore Airports Runways for instrument landing by precision approach Runway for nighttime landing Runway for Category I precision approach Runways for Category II precision approach and Category III precision approach Approach lighting systems o o x Precision approach path indicator o o x Circling guidance lights x x x Approach light beacon x x x Approach guidance lights x x x Runway edge lights o o o Runway threshold lights o o o Wing bar lights x x x Runway threshold identification lights x x x Runway centerline lights x o x Runway Touchdown zone light x o x Runway distance marker lights x x x Overrun area edge lights x x x Take-off aiming lights x x x Emergency runway lights x x x

Remarks: (i) Legend ○: Lights that must be Installed Legend X: Arrays of lights that must be installed when it is obviously necessary for an aircraft to take off or land safely from the viewpoint of geographical conditions of the airport, etc. (ii) Category I precision approach means precision approach when the minimum descent altitude (meaning the minimum altitude from a horizontal plane comprising the approach end of runway (meaning the runway threshold on the near side as seen from an aircraft intending to land; the same applies hereinafter) attainable by instrumental flight; the same applies hereinafter) is 60 meters or more, and the runway visual range (meaning the maximum distance in which a runway markings, runway edge light or runway centerline can be visually recognized from an aircraft on a runway centerline; the same applies hereinafter) is 550 meters or more, or the visibility range is 800 meters or more; the same applies hereinafter. (iii) Category II precision approach means precision approach when the minimum descent altitude is more than 30 meters and less than 60 meters, and the runway visual range is 350 meters or more; the same applies hereinafter. (iv) Category III precision approach means precision approach when the minimum descent altitude is less than 30 meters or has not yet been determined, and the runway visual range is more than 350 meters; the same applies hereinafter. Table 3. Aerodrome Lighting at Onshore Heliports Aerodrome beacon x Identification beacon x Precision approach path indicator x Taxiway edge lights x Wind direction indicator lights o Direction signaling lights x Unserviceability lights x Landing area flood lights x Boundary lights o Range lights x

Legend Legend ○: Light that must be Installed x: arrays of lights that must be installed when it is obviously necessary for an aircraft to take off or land safely from the viewpoint of geographical conditions of the airport, etc. (i)-2 as to aerodrome lighting of onshore airports, etc. other than those used for nighttime landing or instrument landing of an aircraft performing a precision approach, when it is obviously necessary for aircraft to land safely from the viewpoint of geographical conditions, etc. of the airport, etc., a precision approach path indicator system and runway threshold identification lights must be installed. (ii) the aerodrome lighting of water airports, etc. and heliports must be installed as prescribed in the following table: Airport, etc., comprising a large water landing strip Other airports, etc. Aerodrome beacon o o Identification beacon x x Channel lights o Channel threshold lights o Taxi channel lights x Landing direction indicator lights x x Wind direction indicator lights o o Direction signaling lights x x Unserviceability lights x x Water boundary lights o Water range lights o

(iii) aerodrome lighting must be located or have the performance characteristics and structure, etc. specifically designed, for the respective light types as listed below: (a) aerodrome beacon 1. The aerodrome beacon must be installed in a location in an airport or area surrounding it where a beam of light does not prevent the operation of an aircraft taking off or landing and the control tower so that it is visible from all the directions above the horizontal plane including the light center. 2. If it is difficult to install the beacon in the location prescribed in sub-item 1, an identification beacon must be installed in the location and the beacon must be installed in another suitable place. 3. The lights must be alternate white and green flashing lights or white flashing lights in the case of an offshore airport, while in the case of a water airport, it must be alternate white and yellow flashing lights or white flashing lights, and in the case of a heliport, it must be white flashing lights. 4. The flashing lights must be emitted as specified below: a. in the case of an onshore airport, etc. or water airport, etc., the number of flashes per minute must be from 20 to 30. b. in the case of a heliport, flashing lights for more than 0.5 milliseconds and less than 2 milliseconds must be emitted 4 times at equal intervals in 0.8 second and discontinued for 1.2 seconds. 5. The effective intensity of lights must be higher than 2,000 candela in the case of an onshore airport, etc. or water airport, etc. and higher than 2,500 candela in the case of a heliport. (b) identification beacon 1. an identification beacon to be installed under subitem (a) 2, or if another airport is located adjacent to the relevant airport, etc., it must be installed in the location prescribed in sub-tem (a) 1 in order to verify the identity of the relevant airport, etc. 2. The color of the lights must be green for an offshore airport, etc. and yellow for a water airport, etc. 3. The lights of beacon must have the performance characteristics specified in item (ii) b of Article 116 (excluding sub-sub-item 3). (c) approach lighting system 1. An approach lighting system must be either a precision approach lighting system or simple approach lighting system; provided, however, that, in the case of an approach lighting system at a runway for an aircraft performing a precision approach using the instrument landing system, the precision approach lighting system must be installed. 2. Precision Approach Lighting System a. the lighting system must be installed in the location indicated in the following Figure A or B; provided, however that in the cases of the lights at the runways under Category II and III used for precision approach, the lighting system must be installed in the location indicated in Figure C, which is within 300 meters away from runway thresholds. Figure A (Omitted) Figure B (Omitted) Figure C (Omitted) Remarks: (i) approach center line means an array of light units, each consisting of a single or two light units or barrette (meaning an array of more than 3 light units, which are visible from an aircraft as an array of light units closely installed side by side; the same applies hereinafter), positioned on the line extended from runway centerline; the same applies hereinafter. (ii) a side row barrette means a row of barrettes symmetrically arranged along both sides of an approach centerline 270 meters away from the runway thresholds; the same applies hereinafter. (iii) a crossbar means an array of light units (excluding the approach centerline and side row barrettes) arranged on a straight line perpendicular to the line extended from runway centerline at a location within a specific distance from runway threshold; the same applies hereinafter. b. besides the light units prescribed in a, flash lights may be installed in addition to the light units prescribed in a that are installed along the line extended from runway centerline, from 60 meters away from the runway thresholds to more than 420 meters or less than 900 away from the runway thresholds. c. the lights at the approach centerline and crossbars prescribed in a must be variable, white lights, while side row barrettes must be constant, red lights, and the lights prescribed in b, must be flashing white lights. d. in the case prescribed in a, the beam of light from those used for precision approach must be visible from an aircraft intending to land at least within the range listed in the right-hand side column of the following table according to the respective categories given in the left-hand side column in that table, and the cross-section surface of light pillar in the vertical plane perpendicular to the line extended from runway centerline must be oval. Classification Range of a Beam of Light Light composition Light unit position Approach centerline and crossbar A section within 315 meters away from the runway threshold In azimuth angles, a range comprising the light source center, and 10 degrees each leftward and rightward from a vertical plane comprising the runway centerline or from a vertical plane parallel to the runway centerline, and another range of 11 degrees upward from a horizontal plane comprising the light source center A section between 315 meters and 475 meters from the runway threshold In azimuth angles, a range comprising the light source center, and 10 degrees each leftward and rightward from a vertical plane comprising the runway centerline or from a vertical plane parallel to the runway centerline, and another range of 0.5 to 11.5 degrees upward from a horizontal plane comprising the light source center A section between 475 meters and 640 meters from the runway threshold In azimuth angles, a range comprising the light source center, and 10 degrees each leftward and rightward from a vertical plane comprising the runway centerline or from a vertical plane parallel to the runway centerline, and another range of 1.5 to 12.5 degrees upward from a horizontal plane comprising the light source center A section between 640 meters and 900 meters from the runway threshold In azimuth angles, a range comprising the light source center, and 10 degrees each leftward and rightward from a vertical plane comprising the runway centerline or from a vertical plane parallel to the runway centerline (in the case of a crossbar in a section more than 22.5 meters away from the extended line of runway centerline, a range of 12 degrees or less toward the runway centerline and 8 degrees or less toward the other side), and another range of 2.5 to 13.5 degrees upward from a horizontal plane comprising the light source center Side row barrette A section within 115 meters from the runway threshold In azimuth angles, a range comprising the light source center, and 9 degrees from a vertical plane parallel to the runway centerline toward the runway centerline and 5 degrees toward the other side, and another range of 0.5 to 10.5 degrees upward from a horizontal plane comprising the light source center A section between 115 meters and 215 meters from runway threshold In azimuth angles, a range comprising the light source center, and 9 degrees from a vertical plane parallel toward the runway centerline and 5 degrees toward the other side, and another range of 1 to 11 degrees upward from a horizontal plane comprising the light source center A section between 215 meters and 270 meters from the runway threshold In azimuth angles, a range comprising the light source center, and 9 degrees from a vertical plane parallel to the runway centerline toward the runway centerline and 5 degrees toward the other side, and another range of 1.5 to 11.5 degrees upward from a horizontal plane comprising the light source center

e. the intensity of beam of light prescribed in a must be higher than 20,000 candela in the case of an approach centerline for precision approach, higher than 5,000 candela in the case of a side row barrette, or higher than 2,000 candela in the case of others, and the effective intensity of the lights prescribed in b must be higher than 5,000 candela. f. the light distribution must not be too bright for an aircraft. g. A light unit, in the case of an embedded type, must be designed to support the load of aircraft wheels passing on it and it will not affect the landing and taking off of an aircraft, and in the case of other types, when an aircraft runs into it, it will not cause damages to the light unit and it will not affect the functions of other light units. h. flashing lights must be emitted in a sequential order from an approaching end toward the runway threshold and the number of flashes must be 2 times per second. i. a control unit that can promptly control the light intensity (hereafter referred to as control unit) must be installed. j. a system that can monitor the operation of flashing lights and, if any trouble occurs while in operation, can inform the trouble to a control station (hereafter referred to as a "monitoring system") must be installed. k. a backup power-supply system must be provided. 3. Simple Approach Lighting System a. The light unit must be installed as prescribed below: i. a light unit must be installed at each location between the runway threshold and the locations more than 420 meters and less than 900 meters away from the line extended from a runway centerline, which is 60 meters apart from others. ii. the light unit must be installed at the fifth point from the runway threshold among the points prescribed in i on the 30 meter-long straight line that crosses the line extended from a runway centerline (hereinafter referred to as "orthogonal cross point" in ii and iii), on a 4-meter straight line whose center matches the orthogonal cross point, 2 or 4 units are arranged in the positions in a section of more than 4.5 meters or less than 6 meters farther away from the orthogonal cross point and symmetrically against the line extended from runway centerline with approximately equal spacing of more than 0.9 meters or less than 3.6 meters. iii. two or four light units may be installed on the 4-meter straight line with its center matching the the orthogonal cross point and intersecting the line extended from runway centerline at the point prescribed in i (excluding the orthogonal cross point) symmetrically against the centerline at equal intervals provided, however that the number of the light units must be the same as that of the 4-meter section of the straight line with its center matching the orthogonal cross point on the 30-meter long straight line that crosses the line extended from a runway centerline. b. the lights must be constant red lights, yellow lights, white lights or variable white lights. c. the light intensity toward an approaching aircraft must be higher than 500 candela. d. the light distribution must not be too bright for an aircraft. e. a light unit, in the case of an embedded type, must be designed to support the load of aircraft wheels passing on it and it will not affect the landing and taking off of an aircraft, and in the case of other types, when an aircraft runs into it, it will not cause damages to the aircraft and it will not affect the functions of other light units. f. a control system must be installed. g. a monitoring system must be installed. h. a backup power supply system must be provided. (d) precision approach path indicator 1. the light unit must conform to the installation criteria specified below: a. in the case of an offshore airport, etc. of which landing strip falls under either of the classes A through F, the installation criteria of PAPI lights. b. in the case of an offshore airport, etc. of which landing strip falls under either of the classes G through J, either the installation criteria of PAPI Lights or APAPI Lights. c. in the case of an offshore heliport, either of the installation criteria of l PAPI Lights, the installation criteria of light units pursuant to APAPI Lights, or the installation criteria of HPAPI Lights. 2. Installation Criteria of PAPI Lights a. in the location indicated in Figure 1, 4 light units must be installed on the left side when seen from an aircraft; provided, however, that in the case of an offshore airport, etc., when it is obviously necessary, such as when no approach lighting system is installed in the relevant airport, 8 light units must be installed in the location indicated in Figure 2 so that they are symmetrical positioned against the runway centerline. Figure 1 (omitted) Figure 2 (omitted) b. each light unit must emit a beam of white light or variable white light from its upper layer and red light from its lower layer toward the direction of an approaching aircraft at an angle indicated in Figure 2. Figure 3 (omitted) Remark: The angles "a" through angle "d" must be the angle formed by the boundary plane of the upper and lower layers of a beam of light from light units A through D and the horizontal plane. c. The intensity of a beam of light from each light unit must be, within a cone comprising a boundary plane between the upper and lower layers of the beam of light and the light source center and an axis formed by a cross-line of a vertical plane parallel to the runway centerline and the light source center as the apex with apical angle against the light source of 4 degrees, the lower layer must be higher than 15,000 candela and the upper layer must be more than 2 times and less than 6.5 times than the intensity of the lower layer; and within a space corresponding to the locus in the case of a cone with said cross-line as an axis and the apex with an apical angle of 7 degrees is allowed to rotate around the apex for 4.5 degrees toward left and right along the boundary plane between the upper and lower layers of the anode light, the lower layer must be 4,000 candela or more and the upper layer must be 2 times to 6.5 times of the intensity of the lower layer. d. the light distribution must not be too bright for an aircraft. e. the light unit must not cause damage to an aircraft when the aircraft runs into it, and will not affect the functions of other light units. f. a control system must be installed. g. in the case of an onshore airport, etc., a monitoring system must be installed. h. in the case of an onshore airport, etc., a backup power-supply system must be provided. 3. Installation Criteria of APAPI Lights a. in the location indicated in Figure 4, 2 light units must be installed on the left side as seen from an aircraft. In the case of an offshore airport, etc.,; provided, however, that when an approach lighting system is deemed necessary, for instance, when no approach lighting system is installed in the relevant airport, 4 light units must be installed in the location indicated in Figure 5 so that they are positioned symmetrical about the runway centerline. Figure 4 (omitted) Figure 5 (omitted) b. each light unit must emit a beam of white light or variable white light from its upper layer and of red light from its lower layer toward the direction of an approaching aircraft at an angle indicated in Figure 6. Figure 6 (omitted) Remark: Angle "e" and angle "f" must be the angle formed by the boundary plane of upper and lower layers of the beam of light from light unit E and unit F and the horizontal plane, respectively. c. The intensity of a beam of light from each light unit must be, within a cone comprising a boundary plane between the upper and lower layers of the beam of light and the light source center and an axis formed by a cross-line of a vertical plane parallel to the runway centerline and the light source center as the apex with apical angle against the light source of 4 degrees, the lower layer must be higher than 5,000 candela and the upper layer must be 2 times to 6.5 times higher than the intensity of the lower layer; and within a space corresponding to the locus in the case of a cone with the cross-line as an axis and the apex with an apical angle of 7 degrees is allowed to rotate around the apex for 4.5 degrees toward left and right along the boundary plane between the upper and lower layers of the beam of light, the lower layer must be higher than 1,500 candela and the upper layer must be 2 times to 6.5 times higher than the intensity of lower layer. d. the relevant units must conform to the standards listed in 2, d and e. e. in the case of an onshore airport, the relevant units must conform to the standards listed in 2, g and h. 4. Installation Criteria of HAPI Lights b. the light unit must be installed in the place peripheral to a landing area in ways that it will not become an obstacle to an aircraft during flight. b. the light unit must emits a blinking green light, a constant green light and a constant red light and blinking red light toward the direction of an approaching aircraft at an angle indicated in Figure 7. Figure 7 (omitted) c. the number of blinks per minute must be 120 or more. d. the maximum light intensity of a constant light and a blinking light must be, in the azimuth angles, a range within 3 degrees each leftward and rightward from a vertical plane comprising the light source center and take-off or landing path, or a vertical plane parallel to the path, and a range within 2 degrees upward and downward from the boundary plane between green and red, the intensity being higher than 9,000 candela and in the azimuth angles, a range within 15 degrees each leftward and rightward from a vertical plane comprising the light source center and take-off or landing path, or a vertical plane parallel to the path, and a range within 10 degrees upward and downward from the boundary plane between green and red, the intensity is higher than 375 candela, and, the cross-section of the beam of light in the plane perpendicularly intersecting the crossing line of a vertical plane comprising the take-off or landing path or a vertical plane parallel to the path and the boundary plane between green and red must be oval. e. the relevant units must conform to the standards listed in 2, e and f. (e) circling guidance lights 1. the light units must be installed in a place less than 300 meters at almost equal intervals on a straight line parallel to the outer runway centerline of the array of runway edge lights where circling approaches are performed. 2. Lights must be constant white lights, variable white lights, or constant yellow lights. 3. The maximum intensity of lights in the direction of an aircraft circling path must be higher than 2,000 candela. 4. the light unit must not cause damage to an aircraft when the aircraft runs into it. (f) Approach Light Beacon 1. the light unit must be installed at the 600-meter point and at the 900-meter point from the runway threshold on the line extended from a runway centerline; provided, however, that if an approach lighting system is not installed, the light unit must also be installed at the 300-meter point from the runway threshold on line extended from a runway centerline. 2. Lights must be flashing white lights. 3. The number of flashes per minute must be 60. 4. The light distribution must not be too bright for an aircraft. (g) Approach Guidance Lights 1. Lights must be flashing or constant white lights or yellow lights. 2. The number of flashes must be 2 per second. 3. The effective intensity of flashing lights must be higher than 5,000 candela, and in the case of a constant light, higher than 10,000 candela. (h) Runway Edge Lights 1. In the case of the lights pertaining to instrument landing runway, high intensity runway edge lights must be employed, while in the case of others, low intensity runway edge lights must be employed. 2. High Intensity Runway Edge Lights a. the light units must be installed on two straight lines arranged on both sides of a runway or further outside by 3 meters in parallel with the runway centerline at equal intervals of 60 meters or less and symmetrical about the runway centerline whenever possible. b. the lights must be constant lights that are variable white lights; provided, however, that if the light units are installed within a range of one-third of the length of the runway or 600 meters away from the runway threshold ahead whichever is shorter (meaning the runway threshold ahead as seen from an aircraft intending to land; the same applies hereinafter), lights must be yellow lights. c. the beam of light from runway edge lights must be visible from an aircraft intending to land within the minimum range listed in the right-hand side column of the following table corresponding to the intervals between the runway edge lights given in the left-hand side column of the table, and in the case of the cross-section of the beam of light on the vertical plane perpendicularly intersecting the line extended from an array of runway edge lights, the lights must be visible from all the angles at least up to 15 degrees from the horizontal plane comprising the light source center and all the bearing directions. Intervals Between an Array of Runway Edge Lights Range of a Beam of Light Over 60 meters In azimuth angles, a range of 11 degrees from a vertical plane comprising an array of runway edge lights toward the runway centerline, another range of 2 degrees toward the opposite side, and a range of 7 degrees upward from a horizontal plane comprising the light source Shorter than 60 meters In azimuth angles, a range of 9 degrees from a vertical plane comprising an array of runway edge lights toward the runway centerline, another range of 2 degrees toward the opposite side, and a range of 7 degrees upward from a horizontal plane comprising the light source

d. The intensity of a beam of light must be higher than 10,000 candela or in the case of that for precision approach, and in other cases, it must be higher than 1,000 candela; provided, however, that in the case of yellow lights, the intensity must be higher than 40%. e. the light distribution must not be too bright for an aircraft. f. a light unit, in the case of an embedded type, must be designed to support the load of aircraft wheels passing on it and will not prevent the landing and taking off of an aircraft, and in the case of other types, a light unit must not cause damage to an aircraft when the aircraft runs into it, and will not affect the functions of other light units. g. the height of a light unit must not exceed 60 centimeters above the ground surface. h. a control system must be installed. i. a monitoring system must be installed. j. a backup power-supply system must be provided. 3. Low Intensity Runway Edge Lights a. the light units must be installed on two straight lines arranged on both sides of a runway or 3 meters outside of it in parallel with the runway centerline at equal intervals of 100 meters or less and symmetrical about the runway centerline. b. the light must be constant white light or variable white lights and visible from all the angles at least up to 15 degrees from the horizontal plane comprising the light source center and all the bearing directions. c. the light intensity toward an approaching aircraft must be higher than 50 candela. d. the light unit must not cause damage to an aircraft when the aircraft runs into it, and will not affect the functions of other light units. e. the light units must conform to the standards listed in 2, e, g and j. (i) runway threshold lights 1. In the case of runway threshold lights pertaining to a runway intended for instrument landing, high intensity runway threshold lights must be employed, while in other cases, low intensity runway threshold lights must be employed. 2. High Intensity Runway Threshold Lights a. the light units must be installed on a straight line perpendicularly intersecting the line extended from a runway centerline and 3 meters or less apart from the runway threshold toward the approaching area side, and between the two points each crossing the line extended from the array of runway edge lights in either of the following ways;provided, however, that in the case of those installed at a runway intended for Category II precision approach and Category III precision approach, the light units must be installed pursuant to the provisions of the proviso to sub-subitem i. i. more than 6 light units must be symmetrically installed about the line extended from a runway centerline at equal intervals (2 of the 6 units must be installed on the line extended from the array of runway edge lights); provided, however, that in the case of those units pertaining to a runway intended for instrument landing by means of precision approach, more than 12 units must be installed symmetrical about the line extended from a runway centerline at equal intervals of 3 meters or less (2 of the 12 units must be installed on the line extended from the array of runway edge lights). ii. light units must be installed at intervals of 18 to 22.5 meters centering around the line extended from a runway centerline, and 6 or more units must be installed at equal intervals and outside the line symmetrically about the line extended from the runway centerline (2 of the 6 units must be installed on the line extended from the array of runway edge lights); provided, however, that in the case of light units pertaining to a runway intended for instrument landing by means of precision approach, those must be installed at intervals of 18 to 22.5 meters centering around the line extended from a runway centerline, and a number of light units equal to or more than the number required in the case of installation pursuant to the proviso to sub-subitem i must be installed at equal intervals and outside the line symmetrically about the line extended from a runway centerline (2 of the light units must be installed on the line extended from the arrays of runway edge lights) b. lights must be constant green lights in the case of those indicating the approach end of runway as seen from an aircraft intending to land or constant red lights in the case of those indicating the runway threshold ahead. c. in the case of light units indicating the approach end of a runway as seen from an aircraft intending to land, all of them must be visually recognizable, and in the case of those indicating the end of runway, more than 6 units must be visually recognizable. d. The beam of light from the lights for precision approach must be visible from an aircraft intending to land at least within the range listed in the right-hand side column of the following Table according to the respective classes given in the left-hand side column in that Table, and the cross-section surface in the vertical plane perpendicular to the line extended from a runway centerline must be oval. Types of Runway Threshold Range of a Beam of Light Approach end of runway In azimuth angles, a range comprising the light source center, and 9 degrees from a vertical plane parallel toward the runway centerline and 2 degrees toward the other side (in the case that a light source is on the line extended from the runway centerline, up to 2 degrees from the vertical plane comprising the runway centerline), and another range from 1 to 10 degrees upward from a horizontal plane comprising the light source center Runway threshold In azimuth angles, a range comprising the light source center, and up to 6 degrees leftward and rightward respectively from a vertical plane comprising the runway centerline or from a vertical plane parallel to the runway centerline, and another range from 0.25 to 4.75 degrees upward from a horizontal plane comprising the light source center

e. The intensity of a beam of light must be, in the case of those indicating an approach end of runway, higher than 10,000 candela for precision approach, and for other purposes, higher than 1,000 candela, while in the case of those indicating the end of runway higher than 2,500 candela for precision approach, and for other purposes, higher than 250 candela. f. the light distribution must not be too bright for an aircraft. g. a light unit, in the case of an embedded type, must be designed to support the load of aircraft wheels passing on it and it will not prevent the landing and taking off of an aircraft, and in the case of other types, when an aircraft runs into it, it will not cause damage to the aircraft and will not affect the functions of other light units. h. a control system must be installed. i. a monitoring system must be installed. j. a backup power-supply system must be provided. 3. Low Intensity Runway Threshold Lights a. the light units must be installed on a straight line perpendicularly intersecting the line extended from a runway centerline and 3 meters or less apart from the runway threshold toward the approaching area, and between the two points crossing the line extended from the array of runway edge lights in either of the following ways: i. a total of 6 or more light units must be symmetrically installed about the line extended from a runway centerline at equal intervals (2 of the 6 units must be installed on the line extended from the array of runway edge lights). ii. light units must be installed at intervals of 18 to 22.5 meters centering around the line extended from a runway centerline, and 6 or more units must be installed at equal intervals and outside the line symmetrically about the line extended from a runway centerline (2 of the 6 units must be installed on the line extended from the arrays of runway edge lights) b. the light intensity toward an approaching aircraft must be higher than 50 candela. c. the light units must conform to the standards listed in 2, b" c, f, g and j. (j) wing bar lights 1. More than 10 light units must be installed symmetrically about the line extended from a runway centerline at equal intervals along the line for 10 meters or more outside the intersection of the line extended from the array of runway threshold lights and the line extended from the array of runway edge lights. 2. Lights must be constant green lights. 3. The beam of light from wing bar lights for precision approach must at least include the light source center, within the minimum azimuth as seen from an aircraft intending to land, and is visible in a range up to 9 degrees toward the runway centerline and 5 degrees toward the other side from a vertical plane that is parallel to the runway centerline, and in a range of 0.5 to 10.5 degrees upward from a horizontal plane comprising the light source center; and the cross-section of the beam of light must be oval. 4. The intensity of the beam of light must be higher than 10,000 candela in the case of the light intended for precision approach. 5. The light unit must conform to the standards listed in 2, f, g, h. and i. (k) runway threshold identification lights 1. light units must be installed so that 1 unit is installed symmetrically about the line extended from a runway centerline for 10 to 20 meters from the intersection of the line extended from of the array of runway threshold lights and the line extended from the array of runway edge lights. 2. Lights must be flashing white lights. 3. The number of flashes per minute must be 60 to 120. 4. The effective intensity of lights must be higher than 5,000 candela. 5. The light distribution must not be too bright for an aircraft. 6. The light unit must not cause damage to an aircraft when the aircraft runs into it, and it will not affect the functions of other light units. 7. A backup power-supply system must be provided. (l) runway centerline lights 1. The light units must be installed at equal intervals of approximately 15 meters or 30 meters at the places along the runway centerline (in the case of those installed at a runway intended for Category II precision approach or Category III precision approach, at equal intervals of 15 meters only). 2. Lights must be, in the case of those located within a range of 300 meters away from the end of runway as seen from an aircraft intending to land, constant red lights, while in the case of those more than 300 meters and less than900 meters away from the end of runway (in the case of a runway less than 1,800 meters long, one-half of its length), constant lights that are alternate red lights and variable white lights, and in other cases, constant lights that are variable white lights. 3. The beam of light from the lights for precision approach must be visible from an aircraft intending to land at least within the range listed in the right-hand side column of the following Table according to the respective classes given in the left-hand side column in that Table, and the cross-section surface in the vertical plane perpendicular to the line extended from a runway centerline must be oval. Intervals Between Light Units Range of a Beam of Light Approximately 30 meters In azimuth angles, a range comprising the light source center, and up to 5 degrees leftward and rightward respectively from a vertical plane comprising the runway centerline and another range of 7 degrees upward from a horizontal plane comprising the light source center Approximately 15 meters In azimuth angles, a range comprising the light source center, and up to 5 degrees or less leftward and rightward respectively from a vertical plane comprising the runway centerline and another range of 9 degrees upward from a horizontal plane comprising the light source center

4. The intensity of the beam of light of lights intended for precision approach must be higher than 2,500 candela in the case of those installed at the intervals of approximately 15 meters (in the case of those intended for Category III precision approach, higher than 5,000 candela), in the case of those installed at the intervals of 30 meters, higher than 5,000 candela; provided, however, that in the case of red lights, the intensity must be higher than 15% of it. 5. The light distribution must not be too bright for an aircraft. 6. A light unit must be designed to support the load of aircraft wheels passing on it and not to prevent the landing and taking off of an aircraft. 7. A control system must be installed. 8. A monitoring system must be installed. 9. A backup power-supply system must be provided. (m) runway touchdown zone lights 1. The light units must be installed on a runway from the end of runway to the point 900 meters away from there at equal intervals of 60 meters (in the case of those for a runway intended for Category II or Category III precision approach, at approximately 30 meters intervals), and symmetrical about the runway centerline as shown in the following table; provided, however, that in the case of a runway less than 1,800 meters long, the light units must be installed within a rage not exceeding one-half of the runway length. Figure (omitted) 2. Lights must be constant lights that are variable white lights 3. The beam of light from runway touchdown zone lights must at least include the light source center, within the azimuth as seen from an aircraft intending to land, and must be visible in a range up to 9 degrees toward the runway centerline and 1 degree toward the other side from a vertical plane that is parallel to the runway centerline, and in a range of 2 to 9 degrees upward from a horizontal plane comprising the light source center; and the cross-section surface of the beam of light in the vertical plane intersecting the line extended from the runway center line must be oval. 4. The intensity of a beam of light must be higher than 5,000 candela. 5. The light distribution must not be too bright for an aircraft. 6. A light unit must be designed to support the load of aircraft wheels passing on it and will not prevent the landing and taking off of an aircraft. 7. A control system must be installed. 8. A monitoring system must be installed. 9. A backup power-supply system must be provided. (n) runway distance marker lights 1.Light units must be installed at each place at equal intervals of approximately 300 meters on a straight line, in parallel with the runway centerline outside the arrays of runway edge lights connecting the end of runway. 2. Light units installed at a point approximately 300 meters away from the line extended from the end of runway must show the Arabic number "1", those installed at a point approximately 600 meters away from there must show "2", and those installed beyond at intervals of approximately 300 meters must show numbers in the same sequence, and the relevant figures must be sufficiently visible both during daytime and nighttime. 3. Lights must be constant yellow lights, white lights, or variable white lights. 4. The light distribution must not be too bright for an aircraft. 5. Light unit must not affect the functions of other lights. (o) overrun area edge lights 1. More than 3 light units must be installed on both sides of an overrun zone at equal intervals of approximately 60 meters or less and along the end of the overrun zone almost symmetrically about the runway centerline. 2. The height of a light unit must not exceed 60 centimeters above the ground surface. 3. Lights must be constant red lights. 4. The light intensity toward the runway centerline and its extended line must be higher than 30 candela. 5. The light distribution must not be too bright for an aircraft. 6. The light unit must not cause damage to an aircraft when the aircraft runs into it, and will not affect the functions of other light units. (p) take-off aiming lights 1. More than one light unit must be installed on the line extended from a runway centerline or more than 2 units must be installed symmetrically about the extended line outside the landing strip. 2. Lights must be constant red lights, yellow lights, white lights or variable white lights. 3. The light distribution must not be too bright for an aircraft. 4. Light unit must not affect the functions of other lights. (q) emergency runway lights 1. Light units must be installed on two straight lines along both sides of a runway for less than 180 meters, symmetrically about the runway centerline whenever possible. 2. Lights must be constant lights of variable white lights. 3. The light intensity toward an approaching aircraft must be higher than 10 candela. 4. Light unit must not cause damage to an aircraft when the aircraft runs into it. (r) channel lights 1. A channel light must be either a single array lights or multi-array channel lights. 2. Single-array Channel Lights a. More than 8 light units must be installed at equal intervals on a straight line less than 300 meters long along the left-hand side of a landing strip as seen from an approach area b. lights must be constant green lights which are visible from all the angles up to at least 30 degrees from the horizontal plane comprising the light source center c. the light intensity must be higher than 10 candela. d. the light unit must not cause damage to an aircraft when the aircraft runs into it, and will not affect the functions of other light units. 3. Multi-array Channel Lights a. the light units must be installed on two straight lines less than 300 meters long on both sides of a landing strip in parallel with the landing strip centerline at equal intervals of 150 meters or less which are symmetrical about the landing strip centerline b. lights must be constant green lights, which are visible from all the angles up to at least 30 degrees from the horizontal plane comprising the light source center. c. the light intensity must be higher than 10 candela. d. the light unit must not cause damage to an aircraft when the aircraft runs into it, and will not affect the functions of other light units. (s) channel threshold lights 1. If single array channel lights are to be installed, single array threshold lights must be installed, and if multi-array channel lights are to be installed, multi-array channel threshold lights must be installed. 2. Single-array Channel Threshold Lights a. the light unit must be installed on the respective lines extended from the arrays of channel lights at a distance specified in (r), 2, a from both ends of the arrays of channel lights. When the width of a landing strip needs to be indicated, one light unit may be installed at a point 150 to 300 meters away from the landing strip to the right as seen from the approach area and, when the landing strip threshold needs to be indicated, additional light units may be installed between the light units at intervals of 100 meters or less. b. the lights must be constant yellow lights and visible from all the angles up to at least 30 degrees from the horizontal plane comprising the light source center. c. the light intensity must be higher than higher than 10 candela. d. the light unit must not cause damage to an aircraft when the aircraft runs into it, and will not affect the functions of other light units. 3. Mull-array Channel Threshold Lights a. The light units must be installed on a straight line perpendicularly intersecting the landing strip centerline at both ends of the landing strip, and if the landing strip is less than 150 meters wide, two light units must be installed at both ends of the arrays of channel lights, and if the landing strip is more than 150 meters wide, the light units must be installed at equal intervals of 60 to 100 meters. b. lights must be constant yellow lights and visible from all the angles up to at least 30 degrees from the horizontal plane comprising the light source center. c. the light intensity must be higher than 10 candela. d. the light unit must not cause damage to an aircraft when the aircraft runs into it, and will not affect the functions of other light units. (t) taxiway edge lights 1. The light units must be installed on both sides of a taxiway and on the edges of an apron area or lines outside the apron less than 3 meters away from the taxiway or apron, and in the case of a straight line, the light units must be installed at intervals almost equal to 60 meters or less and in the case of a curved line, those must be installed at intervals in ways that the curved line can be clearly made visible. 2. In a place where a taxiway is connected with a runway or an apron area, a light unit must be installed on both sides of the entrance to indicate the entrance in any of the following ways. a. two light units must be installed respectively at intervals of 1.5 meters. b. a light unit having a light-emitting tube more than 1.5 meters long must be installed at each location. 3. Lights must be constant blue lights, which are visible from all the angles up to at least 30 degrees from the horizontal plane comprising the light source center. 4. The light distribution must not be too bright for an aircraft. 5. The light unit must not cause damage to an aircraft when the aircraft runs into it, and will not affect the functions of other light units. (u) taxiway centerline lights 1. The light units must be installed on the taxiway centerline and on the taxiway to a runway or an apron area, and in the case of a curved line and its vicinity, those must be installed at intervals in ways that the curved line can be clearly made visible, and in the other areas, at equal intervals of approximately 30 meters or less (15 meters in the case of a high speed exit taxiway and a taxiway that can be used when runway visual range is less than 350 meters (hereafter referred to as "low visibility taxiway")). 2. Lights must be constant green lights; provided, however, that if those are to be installed along the taxiway to a runway in order to indicate the taxiway centerline and taxiway to an aircraft intending to exit the runway, lights must be alternate constant green and yellow lights. 3. The beam of light from the lights installed along a low visibility taxiway must be visually recognizable from a taxiing aircraft at least within the range prescribed in the right-hand side column of the following Table according to classes in the left-hand side columns of that Table. Classification Range of a Beam of Light Section of straight line (1) In azimuth angles, a range comprising the light source center, and up to 10 degrees leftward and rightward respectively from a vertical plane comprising the tangential line of runway centerline, and another range from 1 to 8 degrees upward from a horizontal plane comprising the light source center Section of straight line (2) In azimuth angles, a range comprising the light source center, and up to 3.5 degrees leftward and rightward respectively from a vertical plane comprising the runway centerline, and another range from 1 to 8 degrees upward from a horizontal plane comprising the light source center Section of curved line In azimuth angles, a range comprising the light source center, and up to 35 degrees toward the runway centerline and up to 3.5 degrees toward the opposite side from a vertical plane comprising the tangential line of the runway centerline, and another range from 1 to 10 degrees upward from a horizontal plane comprising the light source center

Remark: (i) a straight line (1) means a straight line(s) of a taxiway, which is located near a curved line and a curved line of which curvature radius exceeds 400 meters; the same applies hereinafter. (ii) a straight line (2) means a straight line(s) of a taxiway other than the straight line (1); the same applies hereinafter. (iii) a curved line means a curved line(s) of a taxiway other than the straight line (1); the same applies hereinafter. 4. The intensity of a beam of light from those installed on a low visibility taxiway must be higher than 200 candela if those are installed on a straight line (1) and (2), higher than 100 candela on a curved line, or higher than 20 candela if those are installed on other taxiways. 5. The light distribution must not be too bright for an aircraft. 6. A light unit must be designed to support the load of aircraft wheels passing on it and not to prevent taxiing of an aircraft on the ground. 7. If a light unit is installed on a low visibility taxiway, a control system must be installed. 8. If a light unit is installed on a low visibility taxiway, a monitoring system must be installed. 9. If a light unit is installed on a low visibility taxiway, a backup power-supply system must be provided. (v) stop bar lights 1. The light units must be installed as many as necessary at a place to make a temporary stop on a straight line perpendicular to the taxiway centerline within a taxiway at equal intervals of approximately 3 meters, and if necessary, two light units must be installed at intervals of approximately more than 3 meters outside a taxiway for more than 3 meters along both sides of a taxiway. 2. Lights must be constant red lights. 3. A light unit, in the case of an embedded type, must be designed to support the load of aircraft wheels passing on it and it will not prevent a taxiing of aircraft on the ground, and in the case of other types, it must not cause damage to an aircraft when the aircraft runs into it, and will not affect the functions of other light units. 4. A backup power-supply system must be provided. 5. The light unit must conform to the standards prescribed in (u) 3, 4, 5, 7 and 8. (w) runway guard lights 1. The light units must be installed at a place to make a temporary stop before entering a runway on a straight line perpendicular to a taxiway centerline; two light units along the both sides of the taxiway or as many as necessary at almost equal intervals of approximately 3 meters within a taxiway, which must be symmetrical about the taxiway centerline. 2. Lights must be blinking yellow lights. 3. The number of blinking per minute must be 30 to 60. 4. The beam of light must, if the light units are to be installed along both sides of a taxiway, be visible at least within the 16-degree apex angle of a cone having the light source center at its apex, and in the case of those installed within a taxiway, those must at least include the light source center and must be visible in azimuth angles, up to 10 degrees leftward and rightward from a vertical plane including the taxiway centerline or the tangential line of the taxiway centerline at least 1 to 8 degrees upward from a horizontal plane comprising the light source center. 5. The effective intensity of lights must, in the case of light units installed on both sides of a taxiway, be higher than 300 candela, or in the case of light units installed within a taxiway, be higher than 200 candela. 6. The light distribution must not be too bright for an aircraft. 7. A light unit, in the case of an embedded type, must be designed to support the load of aircraft wheels passing on it and will not prevent a taxiing of aircraft on the ground, and in the case of other types, it must not cause damage to an aircraft when the aircraft runs into it, and will not affect the functions of other light units. 8. A control system must be installed. 9. A monitoring system must be installed. 10. A backup power-supply system must be provided. (x) intermediate holding position lights 1. More than three light units must be installed at a place where aircraft make a temporary stop on a straight line perpendicular to the taxiway centerline in a taxiway at almost equal intervals of approximately 1.5 meters, which must be almost symmetrical about the taxiway centerline. 2. Lights must be constant yellow lights. 3. The light units must conform to the standards prescribed in (u) 3 through 9. (y) taxiing guidance signs 1. The light units must be installed at a place near a taxiway junction, a point connecting a taxiway with a runway or apron area, or at a place where those do not prevent taxiing of an aircraft on the ground near the apron so that those can be seen from an aircraft taxing on the ground without any difficulties. 2. A sign board with symbols, Arabic numbers, or capital roman letters of a light unit must be clearly recognizable at daytime and nighttime by lighting or illuminating the board. 3. Lights must be constant red lights, yellow lights, white lights or variable white lights. 4. The following colors must be used for sign boards: a. if a sign board indicates a place where aircraft should make a temporary stop or a not-in-service area in an airport to an aircraft taxiing on the ground, white must be used for symbols and red for background. b. if a sign board indicates points other than those at which an aircraft taxiing on the ground must make a temporary stop, yellow must be used for symbols and black for background, and if the sign board is installed independently, the board must have a yellow border. c. in the case of others, black must be used for symbols, etc. and yellow for background. 5. The mean luminance of the surface of sign board must be higher than 10 candela per square meter for red, higher than 50 candela per square meter for yellow, and higher than 100 candela per square meter for white; provided, however, that the mean luminance of those used when runway visual range is less than 800 meters, must be higher than 30 candela per square meter for red, higher than 150 candela per square meter for yellow, and higher than 300 candela per square meter for white. 6. The light distribution must not be too bright for an aircraft. 7. The light unit must not affect the functions of other light units. 8. For the light units board used when runway visual range is less than 800 meters, a control system must be installed. (z) turning point identificator lights 1. The light units must be installed at a location on the edges of a turning area where a turning radius can be indicated, and 3 units must be installed on the straight line in parallel with the runway centerline passing the turning start point (meaning a point where an aircraft starts to make a turn on its turning radius;) and parallel to the runway centerline, and further 3 units must be installed with equal spacing of 5 meters on a straight line passing the turning start point and intersecting the runway centerline and from the intersection with the left side shoulder outer edge as seen from an aircraft intending to turn and from approximately 1 meter toward outside of the shoulder. 2. Lights must be constant blue lights. 3. The light distribution must not be too bright for an aircraft. 4. The light unit must not cause damage to an aircraft when the aircraft runs into it, and will not affect the functions of other light units. (aa) visual docking guidance system 1. The light units must be installed in a place where those will not prevent an aircraft taxing on the ground near an apron area in ways that an aircraft taxiing on the ground may recognize those easily. 2. The light unit must clearly display the deviation from taxiing path to parking position indicated with symbols, Arabic numbers or capital roman letters and the distance to the parking position by radiating light at daytime and nighttime. 3. Lights must be constant red lights, yellow lights, green lights, white lights or variable white lights. 4. The light distribution must not be too bright for an aircraft. (bb) taxi-channel lights 1. The light unit must be installed on a line along a taxi channel. 2. Lights must be constant blue lights and visible from all the angles up to at least 30 degrees from the horizontal plane comprising the light source center. 3. The light unit must not cause damage to an aircraft when the aircraft runs into it, and will not affect the functions of other light units. (cc) landing direction indicator lights 1. The light light must be installed at a location within an airport, etc, that is easily visible from above. 2. T day shapes or tetrahedron day shapes must be made visible by using red lights, green lights as shown in the following figures: Figure (omitted) 3. Lights must be visible from all the directions above a horizontal plane comprising the lights and their light intensity must be high enough to be recognized visually at an altitude of 300 meters. 4. T day shapes or tetrahedron day shapes must meet the criteria in terms of sizes and colors specified in the following Figure: Figure (omitted) 5. The light lights must be capable of controlling directions to be indicated. (dd) wind direction indicator lights indicator lights must radiate lights in ways that the direction indicated by the wind direction indicator can be clearly recognized from above during nighttime at an altitude of at least 300 meters. (ee) direction signal lights 1. Lights must be signal lights that can be changed to any of red lights, green lights and white lights, and can be directed to an arbitrary object. 2. The light beam angle must be from 1 to 3 degrees. 3. The intensity of a beam of light must be higher than 6,000 candela and the intensity of light in the directions greater than 3 degrees from the beam axis must be negligibly small. 4. The light unit must be capable of transmitting Morse code at a speed of 4 words or more per minute. (ff) Unserviceability lights 1. The light units, if a runway or taxiway is located in the area where use of aircraft is restricted, must be installed at both ends at almost equal intervals of less than 3 meters, and if the not-in- service area is located at a place other than a runway or a taxiway within the airport, must be installed on the boundary line of the not-in-service area or in the middle of that area. 2. Lights must be constant red lights and visible from all the angles above the horizontal plane comprising the light source center. 3. The light intensity must be higher than 10 candela. (gg) landing area flood lights 1. The light unit must be installed in a place peripheral to a landing area in ways that it will not become an obstacle to an aircraft during flight. 2. Lights must be constant lights that are variable white lights. 3. The light distribution must be designed to illuminate the entire landing area and must not be too bright for an aircraft. 4. The normal luminance at the center of an illuminated touch-down zone must be higher than 10 lux. (hh) boundary lights 1. More than eight light units must be installed on the boundary line of a landing area in the case of an onshore heliport, at almost equal intervals of 15 meters or less, and in the case of other airport, etc., those must be installed at almost equal intervals of 100 meters or less; provided, however, that in the case of a building area where part of the boundary of landing area is properly made visible by using lights for an apron area, the light units in the relevant area may be omitted. 2. Light must be constant white light or yellow lights and visible from all the angles up to at least 30 degrees from the horizontal plane comprising the light source center. 3. The light intensity must be higher than 10 candela. (ii) water boundary lights 1. The light units must be installed on the boundary line in a water landing area at equal intervals of approximately 150 meters. 2. Lights must be constant green lights and visible from all the angles up to at least 30 degrees from the horizontal plane comprising the light source center. 3. The light intensity must be higher than 10 candela. (jj) range lights 1. The light unit must be installed on a straight line perpendicular to the take-off or landing path near where the boundary line of landing area to be symmetrical about the take-off or landing path; provided, however, that if there are more than two take-off or landing paths, a different number of light units must be installed along each path. 2. Lights must be constant green lights and visible from all the angles up to at least 30 degrees from the horizontal plane comprising the light source center. 3. The light intensity must be over 50% of the intensity of a boundary light. (kk) water range lights 1. The light unit must be installed on the straight line perpendicular to take off or landing path near the crossing where take-off or landing path meet up with the boundary line of landing area, to be symmetrical about the take-off or landing path. 2. Lights must be constant yellow lights and visible from all the angles up to at least 30 degrees from the horizontal plane comprising the light source center. 3. The light intensity must be higher than 10 candela. (2) The provisions of paragraph (2) of Article 99 apply mutatis mutandis to the installation of aerodrome lighting. In this case, the term "preceding paragraph" in that paragraph is deemed to be replaced with "paragraph (1) of Article 117" and the "radio navigation aids" is deemed to be replaced with "aerodrome lighting."

(Types of Obstacle Lights and Criteria for Installation) Article 127 (1) Obstacle lights to be installed pursuant to the provisions of paragraphs (1) and (2) of Article 51 of the Act (including as applied mutatis mutandis pursuant to the provisions of paragraph (2) or (3) of Article 55-2 of the Act) must include high intensity obstacle lights, medium intensity white obstacle lights, medium intensity red obstacle lights, and low intensity white obstacle lights, and the criteria for installation are as follows: (i) performance characteristics of obstacle lights are classified as shown below for high intensity obstruction light, medium intensity white obstacle lights, medium intensity red obstacle lights, and low intensity obstacle lights, respectively: (a) high intensity obstacle lights 1. Lights must be flashing white lights and visible from all the directions upward from 5 degrees below horizontal plane comprising the light source center. 2. The number of flashes per minute must be 40 to 60. 3. Effective intensity of lights must conform to the standards specified below: a. the maximum effective intensity of lights must be lower than 250,000 candela. b. the effective intensity of lights on the horizontal plane comprising the light source must be higher than 150,000 candela and lower than 250,000 candela. c. the effective intensity of lights at 1 degree below the horizontal plane comprising the light source must be higher than 75,000 candela and lower than 112,500 candela. d. the effective intensity of lights at 10 degrees below the horizontal plane comprising the light source must be lower than 7,500 candela. e. the effective intensity thereof may be changed pursuant to the provisions of Article 128, item (vii). 4. If more than two obstacle lights are installed for a single object, these lights must be capable of emitting flashing lights simultaneously. (b) medium intensity white obstacle lights 1. Lights must flashing white lights and visible from all the directions upward from 5 degrees below horizontal plane comprising the light source center. 2. The number of flashes per minute must be 20 to 60. 3. Effective intensity of lights must conform to the standards specified below: a. the maximum effective intensity of lights must be lower than 25,000 candela. b. the effective intensity of lights on the horizontal plane comprising the light source must be higher than 15,000 candela and lower than 25,000 candela. c. the effective intensity of lights at 1 degree below the horizontal plane comprising the light source must be higher than 7,500 candela and lower than 11,250 candela. d. the effective intensity of lights at 10 degrees below the horizontal plane comprising the light source must be lower than 750 candela. e. the effective intensity thereof may be changed pursuant to the provisions of Article 128, item (viii). 4. If more than two obstacle lights are installed for a single object, these lights must be capable of emitting flashing lights simultaneously. (c) medium intensity red obstacle lights 1. Light must be blinking red lights and visible from all the directions upward from 15 degrees below horizontal plane comprising the light source center. 2. The number of blinks per minute must be 20 to 60. 3. Effective intensity of lights must conform to the standards specified below; provided, however, that if the Minister of Land, Infrastructure, Transport and Tourism fins that it is technically difficult to install a light having an intensity prescribed in a, b and c, the intensity of the light must the one set forth by the Minister of Land, Infrastructure, Transport and Tourism. a. the maximum effective intensity of lights must be lower than 2,500 candela. b. the effective intensity of lights on the horizontal plane comprising the light source center must be higher than 1,500 candela and lower than 2,500 candela. c. the effective intensity of lights at 1 degree below the horizontal plane comprising the light source center must be higher than 750 candela and lower than 1,125 candela. (d) low intensity obstacle lights 1. Lights must be constant red lights and visible from all the directions upward from 15 degrees below horizontal plane comprising the light source center. 2. The intensity of lights must conform to the standards specified below: a. in the case of obstacle lights used at a location prescribed in item (x), sub-item "a" and those used for the object referred to in item (xi), at the alternate location prescribed in sub-item "c" of that item that is lower than the location prescribed in item (x), sub-item "a" (except for the lowest location), the light intensity at 10 degrees above the horizontal plane comprising the light source center must be higher than 100 candela, and at 3 degrees below the horizontal plane comprising the light source center must be higher than 100 candela and less than 150 candela. b. in the case of medium intensity red obstacle lights or those used for the object prescribed in item (xi) in combination with those prescribed in sub-item "a" (except those prescribed in sub-item "a"), the light intensity at 6 degrees and 10 degrees above the horizontal plane comprising the light source center must be higher than 32 candela. c. Ii the case of obstacle lights other than those prescribed in sub-item "a" and "b", the light intensity at 6 degrees and 10 degrees above the horizontal plane comprising the light source center must be higher than 10 candela. (ii) in the case of objects specified in Article 132-2, paragraph (1), items (i), (ii) and (v) (except branch lines) and those higher than 150 meters (except those for which the Minister of Land, Infrastructure, Transport and Tourism finds that it is not appropriate to install high intensity obstacle lights in relation to terrain, in relation to existing objects, or how the relevant object is installed), in the locations specified below (an object (except lightening rod; hereafter referred to as "supporting object") that supports the objects listed in paragraph (1), item (ii) of Article 132-2, sub-item (a) is excluded), one or more high intensity obstacle light(s) must be installed so that the object can be recognized by an aircraft in all the directions. (a) top of an object (except lightning rods; hereafter the same applies to this item, item (iv), a, b and c, item (v), a, b and c, and item (x), a, b, c and d); provided, however, that, when installing a high intensity obstacle lights on top of a stack or other tall object, if there is a risk of affecting the functions of the light, those must be installed 1.5 to 3 meters below its top and if the Minister of Land, Infrastructure, Transport and Tourism finds that it is technically difficult to install a high intensity obstacle lights, the lights must be installed at the highest position. (b) in the case of an object of which location prescribed in (a) (limited to that of which vertical distance of the section corresponding to the prescriptions in paragraph (1) item (i), (ii) and (v) of Article 132-2) is higher than 150 meters, at locations almost equal intervals less than vertically 105 meters between the relevant location to the bottom of the object. (c) in the case of a bridge or similar other object of which width is remarkably greater than its height, at a location prescribed in sub-item (a) or (b) and locations that the Minister of Land, Infrastructure, Transport and Tourism finds appropriate (iii) in the case of an object that the Minister of Land, Infrastructure, Transport and Tourism finds it difficult to install high intensity obstacle lights on its top pursuant to the proviso to the preceding item, sub-item "a", the vertical distance between the highest location where a high intensity obstacle lights can be installed (hereinafter referred to as "mountable location") and the top exceeds 12 meters, one or more medium intensity white obstacle lights must be installed at the highest possible location between the mountable location and the top; provided, however, that this does not apply for an object on which the Minister of Land, Infrastructure, Transport and Tourism finds it technically difficult to install a medium intensity white obstacle lights. (iv) in the case of objects specified in Article 132-2, paragraph (2), items (i), (ii) and (v) (except branch lines) and those higher than 150 meters (except those on which the Minister of Land, Infrastructure, Transport and Tourism finds it inappropriate to install a medium intensity obstacle lights and those for which obstacle markings are indicated due to geography, in relation to existing objects, or how the object is installed), one or more medium intensity white obstacle light(s) must be installed in the locations specified below (in the case of a supporting object, sub-item "a" must be excluded) so that the object can be recognized by an aircraft in all the directions. (a) top of an object; provided, however, that, when installing a medium intensity white obstacle lights on top of a stack or other tall object, and if there is a risk of affecting the functions of the obstacle lights, those must be installed 1.5 to 3 meters below the top and in case of an object down below the approach surface or transition surface, the nearest location to these surfaces, and in the case of an antenna and object that the Minister of Land, Infrastructure, Transport and Tourism finds it technically difficult to install medium intensity white obstacle lights on its top, those must be installed at the highest possible position. (b) in the case of an object of which installation height prescribed in (a) exceeds 105 meters (limited to those of which vertical distance of the part that falls under Article 132-2, paragraph (1), item (i), (ii) and (v) exceeds 105 meters), between the location from the relevant position to the bottom of the object at almost equal intervals. (c) in the case of a bridge or other object of which width is remarkably greater than its height, at a location prescribed in sub-item (a) or (b) and location that the Minister of Land, Infrastructure, Transport and Tourism finds it appropriate (v) on the objects other than those prescribed in item (ii) and the preceding item (limited to those listed in each item of paragraph (1) of Article 132 (excluding item (iii))), one or more medium intensity red obstacle light(s) or low intensity obstacle light(s) must be installed on the location(s) specified below (in the case of a supporting object, item (a) is excluded) so that an aircraft in all directions may recognize the object(s). (a) top of an object; provided, however, that, when installing a medium intensity red obstacle lights or low intensity obstacle lights on top of a stack or other tall object, in the case of an object that may affect the functions of the light, those must be installed 1.5 to 3 meters below the top, in the case of an object that is down below an approach surface or transition surface, those must be installed at the nearest location to the relevant surface. (b) in the case of an object higher than 45 meters, the lights must be installed at a location having a vertical distance of 52.5 meters or less between the top of the object and the ground at almost equal intervals. (c) in the case of an object having a width exceeding 45 meters at an elevation of 45 meters, or an object having a width of 45 meters at a point that is extremely close to an approach surface, transition surface or horizontal plane, the lights must be installed at points that indicate the general form of the object and the neighboring points do not exceed a horizontal distance of 45 meters. (vi) some of the objects specified below (limited to those specified in the preceding item), at positions of an object prescribed in item (a) (excluding the case where the object is a supporting object) which are deemed particularly dangerous for an aircraft in flight by the Minister of Land, Infrastructure, Transport and Tourism and every other position downward from the position prescribed in item (b) (excluding the lowest position), medium intensity red obstacle lights must be installed. (a) objects higher than 9 meters (b) a gas tank, oil tank, and other object that may cause serious disaster when an aircraft collides with it (c) objects located in the path of aircraft frequently flying at a low altitude (vii) for the objects specified in Article 132-2, paragraph (1), item (iii), on top of a supporting object (excluding those that the Minister of Land, Infrastructure, Transport and Tourism finds it inappropriate to install high intensity obstacle lights because of the terrain, in relation to existing objects or how the object is installed) instead of the object, one of more high intensity obstacle light(s) must be installed so that an aircraft in all directions may recognize the object; provided, however, that if the intervals of the objects (limited to those lower than 150 meters) are 1,200 meters or less and the Minister of Land, Infrastructure, Transport and Tourism find it appropriate, one or more medium intensity white obstacle light(s) must be installed on top of the object so that an aircraft in all directions may recognize the object. (viii) on an supporting object other than those prescribed in the preceding item, one or more medium intensity red obstacle light(s) must be installed on top of the object so that an aircraft in all directions may recognize the object. (ix) some of the objects prescribed in items (ii) and (iv) and the supporting objects prescribed in item (vii), which the Minister of Land, Infrastructure, Transport and Tourism finds it inappropriate to operate high intensity obstacle light(s) or medium intensity white obstacle light(s) during nighttime, the light(s) must be substituted by, notwithstanding the provisions of items (ii) through (iv) and item (vii), a medium intensity red obstacle light(s) or a low intensity obstacle light(s) installed in the case of objects prescribed in items (ii) and (iv) during nighttime pursuant to the provisions of items (v) and (vi), and in the case of the supporting object prescribed in item (vii), a medium intensity red obstacle light(s) must be installed. (x) the objects other than those prescribed in items (ii), (iv), (v) and (vii), one or more medium intensity red obstacle light(s) or low intensity obstacle light(s) in the positions specified below (in the case of supporting object, those under sub-items (a) and (b) must be excluded) so that an aircraft in all directions may recognize the object. (a) on top of an object (excluding those installed on a tower or on the roof of similar objects; provided, however, that this does not apply to objects other than those prescribed in sub-item (d) where a medium intensity red obstacle light(s) (limited to medium intensity red obstacle light(s) in the case of an object higher than 150 meters) or low intensity obstacle light(s) are installed in the position(s) prescribed in sub-item (b)); provided, however, that in the case of an object located down below an approach surface or transition surface, those must be installed at the nearest positon to the relevant surface, and and in the case of those the Minister of Land, Infrastructure, Transport and Tourism finds it difficult to install medium intensity red obstacle light(s) or low intensity obstacle light(s) on top of the object, the lights must be installed at the highest possible position. (b) on top of an object if those are installed on a tower or on the roof of similar objects; provided, however, that this does not apply to those that are approved by the Minister of Land, Infrastructure, Transport and Tourism. (c) in the case of an object higher than 150 meters, the light(s) must be installed at positions downward from the position prescribed in sub-item (a) at almost equal intervals of 52.5 meters or less (in the case of an position on the object lower than 150 meters high, limited to the highest position). (d) in the case of an object more than 45 meters wide at an elevation of 45 meters or more, or an object more than 45 meters wide at a point that is extremely close to an approach surface, transition surface or horizontal plane, the lights must be installed at points that indicate the general form of the object (in the case of the low intensity obstacle lights to be installed at points specified in (b), the points where a horizontal distance between the neighboring points do not exceed 90 meters). (xi) Of the objects specified below (limited to those falls under those prescribed in the preceding item), at each of their positions of an object prescribed in item (a) are deemed to be particularly dangerous for an aircraft in flight by the Minister of Land, Infrastructure, Transport, one or more medium intensity red obstacle light(s) must be installed so that an aircraft in all directions may recognize the object. (a) an object higher than 150 meters (b) an object that may cause serious disaster when an aircraft collide with it (c) an object located in the path of aircraft frequently flying at a low altitude (xii) in the case of the objects specified below, a medium intensity red obstacle light(s) must be installed at locations which the Minister of Land, Infrastructure, Transport and Tourism deemed to be appropriate, notwithstanding the provisions of items (v) through the preceding item (excluding items (vii) and (viii)): (a) mountains, hills and forests (b) broadly-based object which the Minister of Land, Infrastructure, Transport and Tourism finds that making visible the object by using low intensity obstacle lights are inappropriate (2) If the installation of obstacle lights under the preceding paragraph is deemed inappropriate by the Minister of Land, Infrastructure, Transport and Tourism because of terrain, in relation to existing objects, or the structural design of the object, the light(s) may be installed in a location or by changing its light intensity deemed appropriate by the Minister of Land, Infrastructure, Transport and Tourism, or may be omitted, notwithstanding the provisions of that paragraph.