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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 .
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.4. ...67H, right turn westbound. This transmission comes from （ ）.
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.3. In this example, TC cleared NYY67H for （ ）and subsequently for a turn on course and frequency change.
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.2. NXX67H taxied out to a hold short position for （ ） via Taxiway A.
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.1. Similar sounding call signs can happen at any airport, but the probability increases at airports （ ）.
