Postagens
❑ Welcome back to another post!
❑ PROVA DE LÍNGUA INGLESA: CESP/UnB-2009-ANAC-ESPECIALISTA EM REGULAÇÃO DE AVIAÇÃO CIVIL-19/07/2009.
❑ ESTRUTURA-PROVA:
➭ 25 Questions.
➭ Text (1) – Death grip: spin training turns tragic | www.aopa.org (10 questions)
➭ Text (2) – Information associated with the carriage of Dangerous Goods by air | www.caa.co.uk (9 questions)
➭ Text (3) – Aviation safety regulation within a European framework | www.caa.co.uk (6 questions)
❑ GABARITO:
01-C, 02-E, 03-E, 04-C, 05-E
06-C, 07-E, 08-E, 09-C, 10-E
11-C, 12-E, 13-E, 14-C, 15-E
16-E, 17-X, 18-E, 19-C, 20-E
21-C, 22-E, 23-E, 24-C, 25-C
➧ TEXT 1: This text refers to items from 01 through 10.
Death grip: spin training turns tragic
In aviation, a little fear can be a good thing. A wary appreciation for what could go wrong makes for a safer pilot than brash cockiness in the cockpit. The key is not to lethealthy fear become debilitating panic in the face of stress. Seized by overpowering fright, an impulsive pilot may overpower the one thing that could avert disaster — the more experienced pilot beside him.
On June 8, 2006, a CFI-in-training and his instructor were killed when they failed to recover from an intentional spin. The accident airplane, a Cessna 152, showed no sign of mechanical failure and had been used earlier that day for spin training without incident. The student reportedly had a history of impulsive and panicked behavior during stressful situations, including locking his grip on the yoke and refusing to give up control of the airplane.
The flight departed Phoenix Deer Valley Airport in Phoenix, Ariz., at about 2:45 p. m. The airplane proceeded northwest toward the local practice area, climbing to 6,100 feet msl. The 200-hour pilot, who held a commercial certificate, was enrolled in a multiengine CFI course that required spin training as part of the curriculum. The purpose of the instructional flight was to introduce the pilot to spins and practice spin-recovery procedures.
Based on the text, judge the items below.
Internet: <www.aopa.org> (adapted).
1 In aviation, a little fear is healthy fear.
2 In aviation, reliable prediction of what could not work out well is advisable.
3 A safer pilot is that one who shows to be rather confident in the cockpit.
4 A planned spin can be dangerous.
5 The Cessna 152 had been used for spin training the day before the accident.
According to what can be found in the text, it can be concluded that
6 despite the repeated trainee’s behaviour being known he went on being trained.
7 the training flight was supposed to last approximately 2.40 minutes.
8 spin training was an optional activity of the curriculum.
9 the student had not yet had previous spin training.
10 “accident” (R.10) and “incident” (R.12) are
➧ TEXT 2: This text refers to items from 11 through 19.
Information associated with the carriage of Dangerous Goods by air
The carriage of dangerous goods by air requires strict regulation in order to ensure safety.
The Dangerous Goods Office carries out inspections and has a scheme for the recording and investigation of incidents, as required by Annex 18. Regarding inspections, the four authorised Inspectors carry out inspections to check for compliance with all the requirements of the Technical Instructions. Audit style inspections are carried out on operators and their handling agents with a view to assessing whether adequate procedures and training are in place to ensure compliance with the operators responsibilities of the Technical Instructions. Inspections are also carried out in freight sheds/warehouses, on the ramp and in airport terminals; they are to check on packages and documents, procedures for handling dangerous goods, the state of training for those involved and the provision of adequate notices at cargo acceptance points and passenger check-in areas.
The Inspectors are empowered to seize packages of dangerous goods if there are reasonable grounds to suspect a consignment does not comply with all applicable requirements.
Internet: <www.caa.co.uk>
(adapted).
Judge the following items about the ideas and the linguistic structure of the text above.
11 The transport of hazardous goods demands well-defined rules to prevent accidents.
12 The Dangerous Goods Office undertakes actions so as not to let accidents happen.
13 Inspectors are in charge of checking the Technical
Instructions.
14 Inspections are carried out in an official manner fashion.
15 Once in action, operators and their handling agents no longer need training.
16 Inspectors can check sheds and warehouses but not ramps.
17 Inspectors do not have to look into the passengers’ documents.
18 There must be sound reasons for inspectors to suspect a consignment.
19 “seize” (R.19) means to take something and keep or hold it.
RESPOSTAS COMENTADAS
11 The transport of hazardous goods demands well-defined rules to prevent accidents. – O transporte de mercadorias perigosas exige regras bem definidas para evitar acidentes.
- CORRETO conforme, o trecho:
- [...] The carriage of dangerous goods by air requires strict regulation in order to ensure safety.
- O transporte aéreo de mercadorias perigosas exige uma regulamentação rigorosa para garantir a segurança.
➧ TERMINOLOGIA TÉCNICA:
(2) HAZARDOUS (definition: dangerous, especially to people’s health or safety ) – hazardous to health (perigoso para a saúde.) – hazardous waste (resíduos perigosos).
(3) HAZARDOUS (definition: dangerous and involving risk, especially to someone's health) – hazardous industries (indústrias perigosas) – hazardous materials (materiais perigosos) – hazardous substances (substâncias perigosas). hazardous driving conditions – condições perigosas de direção) – hazardous spills (derramamentos perigosos) – hazardous flights (voos perigosos) – hazardous environments (ambientes perigosos) – hazardous place (lugar perigoso) – hazardous things (coisas perigosas.) – a hazardous-duty robot (um robô de serviço perigoso) - against hazardous alcohol consumption (contra o consumo perigoso de álcool) – non-hazardous inorganic wastes (resíduos inorgânicos não perigosos).
➧ TEXT 3: This text refers to items from 20 through 25.
Aviation safety regulation within a European framework
The role of the CAA’s Safety Regulation Group is
to develop our UK world-class aviation safety environment, in partnership with industry, by driving continuous improvements in aviation safety in the UK and, in partnership with the European Aviation Safety Agency (EASA), across Europe.
to develop our UK world-class aviation safety environment, in partnership with industry, by driving continuous improvements in aviation safety in the UK and, in partnership with the European Aviation Safety Agency (EASA), across Europe.
The European Community established EASA in
2003 with the legal competence to be the rulemaking and standard setting organisation for all aviation safety regulation on behalf of its member states. The agency is now actively undertaking the tasks of aircraft and product certification, and it has responsibility for the rules related to the design and maintenance of aircraft products and parts, plus setting standards for those organisations involved in design, production and maintenance of these products and parts. Arrangements for further expansion of the Agency’s rulemaking role are advancing apace and the detailed Implementing Rules for aircraft operations and flight crew licensing are expected to be completed during 2009. Similarly, work has begun on developing draft (high level) Essential Requirements to cover air traffic management and aerodrome activities, and this is expected to be the third and final major phase of the transition to a coherent European rulemaking body for aviation safety regulation.
Judge the following items, about the ideas and the structure of the text above.
2003 with the legal competence to be the rulemaking and standard setting organisation for all aviation safety regulation on behalf of its member states. The agency is now actively undertaking the tasks of aircraft and product certification, and it has responsibility for the rules related to the design and maintenance of aircraft products and parts, plus setting standards for those organisations involved in design, production and maintenance of these products and parts. Arrangements for further expansion of the Agency’s rulemaking role are advancing apace and the detailed Implementing Rules for aircraft operations and flight crew licensing are expected to be completed during 2009. Similarly, work has begun on developing draft (high level) Essential Requirements to cover air traffic management and aerodrome activities, and this is expected to be the third and final major phase of the transition to a coherent European rulemaking body for aviation safety regulation.
Internet: <www.caa.co.uk>
(adapted).
20 The UK, EASA and industry joined together to assure the current environment safety procedures.
21 EASA was set up in the early 2000s.
22 EASA is thought to make aviation safety rules for all.
23 EASA is responsible for the design and maintenance of aircraft products.
24 Organizations dealing with aircraft products are to reach the standards defined by EASA.
25 Flight crew licensing is awaited to be ended in 2009.
Nenhum comentário:
Postar um comentário