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Normally, air must become saturated for condensation or sublimation to occur. Saturation may result from cooling temperature, increasing dew point, or both. Cooling is far more predominant. In aviation community the clouds are classified as 14 sorts. They are cumulus, cumulus congestus, cumulonimbus, fractocumulus, stratus, stratocumulus, nimbostratus, fractostratus, fractonimbus, altocumulus, altostratus, cirrus, cirrocumulus and cirrostratus. Clouds are the weather signposts in the sky to the pilots. They give them an indication of air motion, stability, and moisture. Clouds help to visualize weather conditions and potential weather hazards pilots might encounter in flight. Let’s examine these signposts and how to identify them. For identification purposes, you need be concerned only with the more basic cloud types, which are divided into four families. The families are: high clouds, middle clouds, low clouds. The first three families are further classified according to the way they are formed. Clouds formed by vertical currents in unstable air are cumulus meaning accumulation or heap; they are characterized by their lumpy, billowy appearance. Clouds formed by the cooling of a stable layer are stratus meaning stratified or layered; they are characterized by their uniform, sheet-like appearance. In addition to the above, the prefix nimbo or the suffix nimbus means raincloud. Thus, stratified clouds from which rain is falling are nimbostratus. A heavy, swelling cumulus type cloud which produces precipitation is cumulonimbus. Clouds broken into fragments are often identified by adding the prefix fractus; for example, fragmentary cumulus is fractocumulus. The high cloud family is cirriform and includes cirrus, cirrocumulus, and cirrostratus. They are composed almost entirely of ice crystals. The height of the bases of these clouds ranges from above 20,000 feet in middle latitudes. In the middle cloud family are altostratus and altocumulus. These clouds are primarily water, much of which may be supercooled. The height of the bases of these clouds ranges from about 6,500 to 20,000 feet in middle latitudes. In the low cloud family are the cumulus, cumulus congestus, cumulonimbus, fractocumulus, stratus, stratocumulus, nimbostratus, fractostratus，fractonimbus. Low clouds are almost entirely water, but at times the water may be supercooled. Low clouds at subfreezing temperatures can also contain snow and ice particles. The bases of these clouds range from near the surface to about 6,500 feet in middle latitudes. The vertically developed cloud includes cumulus congestus and cumulonimbus. These clouds usually contain supercooled water above the freezing level. But when a cumulus grows to great heights, water in the upper part of the cloud freezes into ice crystals forming a cumulonimbus. The heights of cumuliform cloud bases range from 1,000 feet or less to above 10,000 feet.4. What state is the water present in low clouds? （ ）
Normally, air must become saturated for condensation or sublimation to occur. Saturation may result from cooling temperature, increasing dew point, or both. Cooling is far more predominant. In aviation community the clouds are classified as 14 sorts. They are cumulus, cumulus congestus, cumulonimbus, fractocumulus, stratus, stratocumulus, nimbostratus, fractostratus, fractonimbus, altocumulus, altostratus, cirrus, cirrocumulus and cirrostratus. Clouds are the weather signposts in the sky to the pilots. They give them an indication of air motion, stability, and moisture. Clouds help to visualize weather conditions and potential weather hazards pilots might encounter in flight. Let’s examine these signposts and how to identify them. For identification purposes, you need be concerned only with the more basic cloud types, which are divided into four families. The families are: high clouds, middle clouds, low clouds. The first three families are further classified according to the way they are formed. Clouds formed by vertical currents in unstable air are cumulus meaning accumulation or heap; they are characterized by their lumpy, billowy appearance. Clouds formed by the cooling of a stable layer are stratus meaning stratified or layered; they are characterized by their uniform, sheet-like appearance. In addition to the above, the prefix nimbo or the suffix nimbus means raincloud. Thus, stratified clouds from which rain is falling are nimbostratus. A heavy, swelling cumulus type cloud which produces precipitation is cumulonimbus. Clouds broken into fragments are often identified by adding the prefix fractus; for example, fragmentary cumulus is fractocumulus. The high cloud family is cirriform and includes cirrus, cirrocumulus, and cirrostratus. They are composed almost entirely of ice crystals. The height of the bases of these clouds ranges from above 20,000 feet in middle latitudes. In the middle cloud family are altostratus and altocumulus. These clouds are primarily water, much of which may be supercooled. The height of the bases of these clouds ranges from about 6,500 to 20,000 feet in middle latitudes. In the low cloud family are the cumulus, cumulus congestus, cumulonimbus, fractocumulus, stratus, stratocumulus, nimbostratus, fractostratus，fractonimbus. Low clouds are almost entirely water, but at times the water may be supercooled. Low clouds at subfreezing temperatures can also contain snow and ice particles. The bases of these clouds range from near the surface to about 6,500 feet in middle latitudes. The vertically developed cloud includes cumulus congestus and cumulonimbus. These clouds usually contain supercooled water above the freezing level. But when a cumulus grows to great heights, water in the upper part of the cloud freezes into ice crystals forming a cumulonimbus. The heights of cumuliform cloud bases range from 1,000 feet or less to above 10,000 feet.3. The high cloud family includes （ ）.
Normally, air must become saturated for condensation or sublimation to occur. Saturation may result from cooling temperature, increasing dew point, or both. Cooling is far more predominant. In aviation community the clouds are classified as 14 sorts. They are cumulus, cumulus congestus, cumulonimbus, fractocumulus, stratus, stratocumulus, nimbostratus, fractostratus, fractonimbus, altocumulus, altostratus, cirrus, cirrocumulus and cirrostratus. Clouds are the weather signposts in the sky to the pilots. They give them an indication of air motion, stability, and moisture. Clouds help to visualize weather conditions and potential weather hazards pilots might encounter in flight. Let’s examine these signposts and how to identify them. For identification purposes, you need be concerned only with the more basic cloud types, which are divided into four families. The families are: high clouds, middle clouds, low clouds. The first three families are further classified according to the way they are formed. Clouds formed by vertical currents in unstable air are cumulus meaning accumulation or heap; they are characterized by their lumpy, billowy appearance. Clouds formed by the cooling of a stable layer are stratus meaning stratified or layered; they are characterized by their uniform, sheet-like appearance. In addition to the above, the prefix nimbo or the suffix nimbus means raincloud. Thus, stratified clouds from which rain is falling are nimbostratus. A heavy, swelling cumulus type cloud which produces precipitation is cumulonimbus. Clouds broken into fragments are often identified by adding the prefix fractus; for example, fragmentary cumulus is fractocumulus. The high cloud family is cirriform and includes cirrus, cirrocumulus, and cirrostratus. They are composed almost entirely of ice crystals. The height of the bases of these clouds ranges from above 20,000 feet in middle latitudes. In the middle cloud family are altostratus and altocumulus. These clouds are primarily water, much of which may be supercooled. The height of the bases of these clouds ranges from about 6,500 to 20,000 feet in middle latitudes. In the low cloud family are the cumulus, cumulus congestus, cumulonimbus, fractocumulus, stratus, stratocumulus, nimbostratus, fractostratus，fractonimbus. Low clouds are almost entirely water, but at times the water may be supercooled. Low clouds at subfreezing temperatures can also contain snow and ice particles. The bases of these clouds range from near the surface to about 6,500 feet in middle latitudes. The vertically developed cloud includes cumulus congestus and cumulonimbus. These clouds usually contain supercooled water above the freezing level. But when a cumulus grows to great heights, water in the upper part of the cloud freezes into ice crystals forming a cumulonimbus. The heights of cumuliform cloud bases range from 1,000 feet or less to above 10,000 feet.2. What does nimbo mean?
Normally, air must become saturated for condensation or sublimation to occur. Saturation may result from cooling temperature, increasing dew point, or both. Cooling is far more predominant. In aviation community the clouds are classified as 14 sorts. They are cumulus, cumulus congestus, cumulonimbus, fractocumulus, stratus, stratocumulus, nimbostratus, fractostratus, fractonimbus, altocumulus, altostratus, cirrus, cirrocumulus and cirrostratus. Clouds are the weather signposts in the sky to the pilots. They give them an indication of air motion, stability, and moisture. Clouds help to visualize weather conditions and potential weather hazards pilots might encounter in flight. Let’s examine these signposts and how to identify them. For identification purposes, you need be concerned only with the more basic cloud types, which are divided into four families. The families are: high clouds, middle clouds, low clouds. The first three families are further classified according to the way they are formed. Clouds formed by vertical currents in unstable air are cumulus meaning accumulation or heap; they are characterized by their lumpy, billowy appearance. Clouds formed by the cooling of a stable layer are stratus meaning stratified or layered; they are characterized by their uniform, sheet-like appearance. In addition to the above, the prefix nimbo or the suffix nimbus means raincloud. Thus, stratified clouds from which rain is falling are nimbostratus. A heavy, swelling cumulus type cloud which produces precipitation is cumulonimbus. Clouds broken into fragments are often identified by adding the prefix fractus; for example, fragmentary cumulus is fractocumulus. The high cloud family is cirriform and includes cirrus, cirrocumulus, and cirrostratus. They are composed almost entirely of ice crystals. The height of the bases of these clouds ranges from above 20,000 feet in middle latitudes. In the middle cloud family are altostratus and altocumulus. These clouds are primarily water, much of which may be supercooled. The height of the bases of these clouds ranges from about 6,500 to 20,000 feet in middle latitudes. In the low cloud family are the cumulus, cumulus congestus, cumulonimbus, fractocumulus, stratus, stratocumulus, nimbostratus, fractostratus，fractonimbus. Low clouds are almost entirely water, but at times the water may be supercooled. Low clouds at subfreezing temperatures can also contain snow and ice particles. The bases of these clouds range from near the surface to about 6,500 feet in middle latitudes. The vertically developed cloud includes cumulus congestus and cumulonimbus. These clouds usually contain supercooled water above the freezing level. But when a cumulus grows to great heights, water in the upper part of the cloud freezes into ice crystals forming a cumulonimbus. The heights of cumuliform cloud bases range from 1,000 feet or less to above 10,000 feet.1. How many sorts are the clouds classified into in the aviation community?
In the U.S., airline schedules are challenging even on good weather days. When bad weather limits the capacities of airports and airspace, U.S. Federal Aviation Administration (FAA) Traffic Flow Management (TFM) specialists at the Air Traffic Control System Command Center (ATCSCC) may institute various TFM initiatives to manage excess demand. These actions are undertaken as part of a collaborative decision-making (CDM) process involving the FAA and major airlines. FAA TFM actions can be divided into strategic actions, which are typically taken at least 2 hours before weather is expected to affect operations and tactical actions, which are taken within 2 hours of weather. Strategic TFM actions include ground delay programs (GDPs), which reduce the demand to a given airport by spreading out the original schedule over time, and playbook actions, which reroute large blocks of traffic around regions of en-route airspace according to predefined plans. Tactical TFM actions include ground stops (GSs), which stop flight on the ground that are due to arrive later at given airport, coded departure routes (CDRs), which reroutes specific flights from a given airport, and reroutes around the weather. In addition, airlines may respond to weather or forecast weather with flight cancellations and, if necessary, diversions. Strategic TFM decision making may take place in the context of significant uncertainty with respect to both demand and weather information. With the advent of CDM, there has been an overall improvement in the extent and quality of information exchanged regarding departure times and cancellations.5. In the context of significant uncertainty with respect to both demand and weather information, （ ） may take place.
In the U.S., airline schedules are challenging even on good weather days. When bad weather limits the capacities of airports and airspace, U.S. Federal Aviation Administration (FAA) Traffic Flow Management (TFM) specialists at the Air Traffic Control System Command Center (ATCSCC) may institute various TFM initiatives to manage excess demand. These actions are undertaken as part of a collaborative decision-making (CDM) process involving the FAA and major airlines. FAA TFM actions can be divided into strategic actions, which are typically taken at least 2 hours before weather is expected to affect operations and tactical actions, which are taken within 2 hours of weather. Strategic TFM actions include ground delay programs (GDPs), which reduce the demand to a given airport by spreading out the original schedule over time, and playbook actions, which reroute large blocks of traffic around regions of en-route airspace according to predefined plans. Tactical TFM actions include ground stops (GSs), which stop flight on the ground that are due to arrive later at given airport, coded departure routes (CDRs), which reroutes specific flights from a given airport, and reroutes around the weather. In addition, airlines may respond to weather or forecast weather with flight cancellations and, if necessary, diversions. Strategic TFM decision making may take place in the context of significant uncertainty with respect to both demand and weather information. With the advent of CDM, there has been an overall improvement in the extent and quality of information exchanged regarding departure times and cancellations.4. Airlines may not respond to weather or forecast weather with （ ）.
In the U.S., airline schedules are challenging even on good weather days. When bad weather limits the capacities of airports and airspace, U.S. Federal Aviation Administration (FAA) Traffic Flow Management (TFM) specialists at the Air Traffic Control System Command Center (ATCSCC) may institute various TFM initiatives to manage excess demand. These actions are undertaken as part of a collaborative decision-making (CDM) process involving the FAA and major airlines. FAA TFM actions can be divided into strategic actions, which are typically taken at least 2 hours before weather is expected to affect operations and tactical actions, which are taken within 2 hours of weather. Strategic TFM actions include ground delay programs (GDPs), which reduce the demand to a given airport by spreading out the original schedule over time, and playbook actions, which reroute large blocks of traffic around regions of en-route airspace according to predefined plans. Tactical TFM actions include ground stops (GSs), which stop flight on the ground that are due to arrive later at given airport, coded departure routes (CDRs), which reroutes specific flights from a given airport, and reroutes around the weather. In addition, airlines may respond to weather or forecast weather with flight cancellations and, if necessary, diversions. Strategic TFM decision making may take place in the context of significant uncertainty with respect to both demand and weather information. With the advent of CDM, there has been an overall improvement in the extent and quality of information exchanged regarding departure times and cancellations.3. Rerouting large blocks of traffic around regions of en-route airspace according to predefined plans is （ ）.
In the U.S., airline schedules are challenging even on good weather days. When bad weather limits the capacities of airports and airspace, U.S. Federal Aviation Administration (FAA) Traffic Flow Management (TFM) specialists at the Air Traffic Control System Command Center (ATCSCC) may institute various TFM initiatives to manage excess demand. These actions are undertaken as part of a collaborative decision-making (CDM) process involving the FAA and major airlines. FAA TFM actions can be divided into strategic actions, which are typically taken at least 2 hours before weather is expected to affect operations and tactical actions, which are taken within 2 hours of weather. Strategic TFM actions include ground delay programs (GDPs), which reduce the demand to a given airport by spreading out the original schedule over time, and playbook actions, which reroute large blocks of traffic around regions of en-route airspace according to predefined plans. Tactical TFM actions include ground stops (GSs), which stop flight on the ground that are due to arrive later at given airport, coded departure routes (CDRs), which reroutes specific flights from a given airport, and reroutes around the weather. In addition, airlines may respond to weather or forecast weather with flight cancellations and, if necessary, diversions. Strategic TFM decision making may take place in the context of significant uncertainty with respect to both demand and weather information. With the advent of CDM, there has been an overall improvement in the extent and quality of information exchanged regarding departure times and cancellations.2. As a type of TFM actions, tactical actions are taken（ ）.
In the U.S., airline schedules are challenging even on good weather days. When bad weather limits the capacities of airports and airspace, U.S. Federal Aviation Administration (FAA) Traffic Flow Management (TFM) specialists at the Air Traffic Control System Command Center (ATCSCC) may institute various TFM initiatives to manage excess demand. These actions are undertaken as part of a collaborative decision-making (CDM) process involving the FAA and major airlines. FAA TFM actions can be divided into strategic actions, which are typically taken at least 2 hours before weather is expected to affect operations and tactical actions, which are taken within 2 hours of weather. Strategic TFM actions include ground delay programs (GDPs), which reduce the demand to a given airport by spreading out the original schedule over time, and playbook actions, which reroute large blocks of traffic around regions of en-route airspace according to predefined plans. Tactical TFM actions include ground stops (GSs), which stop flight on the ground that are due to arrive later at given airport, coded departure routes (CDRs), which reroutes specific flights from a given airport, and reroutes around the weather. In addition, airlines may respond to weather or forecast weather with flight cancellations and, if necessary, diversions. Strategic TFM decision making may take place in the context of significant uncertainty with respect to both demand and weather information. With the advent of CDM, there has been an overall improvement in the extent and quality of information exchanged regarding departure times and cancellations.1. In the U.S., collaborative decision-making (CDM) process for TFM actions mainly involves （ ）.
Two aircraft with similar sounding call signs on the same frequency can dramatically complicate communications. Similar sounding call signs can happen at any airport, but the probability increases at airports where an airline has a hub or where a flight school has several aircraft whose call signs only differ by a digit or two. Listen carefully to the frequency chatter and be alert for any other aircraft that has a call sign that is similar to yours. NXX67H taxied out to a hold short position for Runway 13 via Taxiway A. While NXX67H was holding short, Tower Control (TC) was controlling several other aircraft including NYY67H. Using only 67H as the call sign, TC cleared NYY67H for departure and subsequently for a turn on course and frequency change. A transmission (possibly from NYY67H) was partially blocked but the final portion was heard as ...67H, right turn westbound. Following this transmission, NXX67H assuming the instruction was intended for them, entered Runway 13 and departed without contacting TC. NXX67H’s departure conflicted with Cessna C152 on 1/8 mile final. The Cessna 152 saw NXX67H, initiated a go-around, and then side-stepped to avoid over flying NXX67H.5. The Cessna 152 saw NXX67H, initiated a go-around, and then side-stepped to avoid over flying NXX67H. Here, initiate means .
