Already in operation at DFW, SAN, LAX, BOS, and MCO.

The system will be operational at PHX, IAH, SEA, IAD, and LAS in 2012 and will be installed at 23 major airports nationwide by 2016.

What Are Runway Status Lights?
Runway Status Lights (RWSL) are a series of red in-pavement lights that warn pilots of high-speed aircraft or vehicles on runways. They operate independently of Air Traffic Control. Runway Status Lights have two states: ON (lights are illuminated red) and OFF (lights are off) and are switched automatically based on information from the airport surface surveillance systems. RWSL will improve airport safety by indicating when it is unsafe to enter, cross, or takeoff from a runway.
 
The RWSL system has two types of lights. Runway Entrance Lights (RELs) are installed at taxiways and Takeoff Hold Lights (THLs) on runways.
 
Runway Entrance Lights
Runway Entrance Lights (RELs) are a series of red in-pavement lights spaced evenly along the taxiway centerline from the taxiway hold line to the runway edge. One REL is placed before the hold line and one REL is placed near the runway centerline. RELs are directed toward the runway hold line and are oriented to be visible only to pilots entering or crossing the runway from that location. RELs that are ON (illuminated red) indicate that the runway ahead is not safe to enter or cross. Pilots should remain clear of a runway when RELs along their taxi route are illuminated. Lights that are off convey no meaning.
 
The system is not, at any time, intended to convey approval or clearance to proceed into a runway. Pilots remain obligated to comply with all ATC clearances, except when compliance would require crossing illuminated red RELs. In such a case, the crews should hold short of the runway for RELs, contact ATC, and await further instructions.   
 
Takeoff Hold Lights
The Takeoff Hold Light (THLs) system is composed of red in-pavement fixtures in a double row on either side of the runway centerline lighting. Fixtures are focused toward the arrival end of the runway at the “Line Up and Wait” point and extend in front of the holding aircraft beginning 375’ beyond the runway threshold and extending for 1,500’. Illuminated red lights provide a signal, to an aircraft in position for takeoff or rolling, that it is unsafe to takeoff because the runway is occupied or about to be occupied by another aircraft or ground vehicle. THLs that are ON (illuminated red) indicate that the runway ahead is not safe to takeoff. Pilots should refuse takeoff clearance if THLs are illuminated. Red THLs mean do not takeoff. Whenever a pilot observes the red lights of the THLs, the pilot will stop or remain stopped. The pilot will contact ATC for resolution if any clearance is in conflict with the lights. Lights that are off convey no meaning. The system is not, at any time, intended to convey approval or clearance to takeoff. Pilots must still receive an ATC clearance to takeoff. 
 
Pilots are encouraged to learn more about RWSL at: http://www.faa.gov/air_traffic/technology/rwsl/

See this Notice in living color at https://www.faasafety.gov/files/notices/2011/Aug/RWSL.pdf

Apparently, the sun is approaching what's known as solar maximum—the high point in its roughly 11-year cycle of activity, according to National Geographic. Scientists anticipate stronger storms around solar max, in 2013.  Flares have occurred almost daily, and may be monitored online or with iPad applications like Solar Monitor Pro.  Flares can precipitate warnings for multiple types of interest the most significant be S3 through S5 which may represent health risks to all occupants of aircraft at typical flight levels. 

Runway Crossing Procedure Change

(Update: 25 Oct 08) China implemented its permanent transition to a metric equivalent of RVSM, effective 21 Nov 2007.  Please check NOTAMS and charts if planning ops in theatre during this period. Contact IPS if you wish to purchase our table that includes both Chinese and Russian cruising altitudes. 

IPS recommends offsets in any airspace where ATC might be compromised, whether in Class I or Class II airspace.  Somewhat like SLOP, we have extended our decade old policy for Africa to any region where GPS and RVSM accuracy have the potential of delivering aircraft radome to radome with any gaps in traffic management.  Offsets are always within the containment value of the airspace (.1 to .7 nm right of course) and intended to miss other traffic. 

 See the editorial in ProPilot's December  2006, issue ( Outer Marker Inbound ).

How do you tell when you are flying over Africa? 

Seriously, traffic tripled in the 1990's and continues to grow. 

Despite recent inprovements, traffic management in Africa remains deficient--critically so in some areas.  Some controllers do not communicate effectively with aircraft under their "control".  Some centers do not communicate with one another-at times due to equipment, sometimes due to politics.

IPS seeks to communicate to all GA operators the validity and significance of SAFA inspections, currently in use in Europe and the ECAC countries*.  The method of determining aircraft to be checked may be random or targeted, and may depend upon variables such as the number of inspectors available, causal factors, suspicion of not upholding ICAO standards, et cetera.  The number of inspections will range from very few to several hundred per year, per country.  Download a copy of a SAFA form,.....