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Considere as três afirmações abaixo, relacionadas aos sistemas de bibliotecas:
I. Por encontrar-se a coordenação geralmente distante do dia-a-dia das bibliotecas, é absolutamente indispensável que planeje seu relatório de forma a contar com dados verdadeiros e coerentes.
II. Os dados utilizados pela coordenação dos sistemas devem ser definidos a partir de critérios básicos que sirvam de padrão para a coleta de dados.
III. É preciso que haja um entendimento único de cada termo definido no relatório e da natureza de cada serviço, a fim de não se darem nomes diferentes a coisas iguais e vice-versa.
Estão corretas as afirmativas
O acrônimo SWOT, derivado das iniciais de quatro palavras em inglês, é utilizado em planejamento estratégico para analisar estudo do ambiente organizacional, referindo- se
A biblioteca X possui um diretor ao qual estão subordinados os seguintes departamentos: Processos Técnicos, Aquisição e Referência; cada departamento tem duas seções que lhe são subordinadas; o Diretor tem dois assessores (Jurídico e Marketing). Neste caso, pode-se dizer que essa unidade de informação tem uma estrutura
Segundo Tanaka e Mello (2001), indicadores podem ser definidos como variáveis, características ou atributos capazes de sintetizar, representar ou dar maior significado ao que se quer avaliar. Na avaliação de serviços de informação, costuma-se utilizar dois tipos de indicadores: os quantitativos, que podem ser representados por variáveis numéricas, e os qualitativos, que expressam variáveis ou dimensões que não podem ser representadas apenas por números. O uso de indicadores quantitativos ou qualitativos depende
Uma série de falhas pode ocorrer em todas as fases do processo de referência, prejudicando, em última instância, o objetivo final da biblioteca, qual seja, satisfazer a necessidade de informação do seu usuário. Basicamente, essas falhas envolvem fatores humanos e técnicos que diretamente interferem no serviço de referência, por exemplo,
A propósito do serviço de referência, D. J. Grogan afirma que: O usuário irá negociar a sua questão com o interlocutor [o bibliotecário], para que se chegue a um acordo sobre a forma mais inteligível de apresentá-la [à unidade de informação]. Uma questão mal formulada poderá acarretar o malogro do processo de referência.
Com o objetivo de garantir o êxito desse processo, o bibliotecário de referência, durante a fase de negociação da questão, deve
Um usuário está interessado em acompanhar o processo legislativo de um projeto de lei do Senado Federal sobre direito à greve e procura a biblioteca jurídica da sua instituição. O bibliotecário de referência deverá orientá-lo a
Considere as seguintes afirmativas sobre catalogação:
I. Um registro catalográfico consiste de três partes: ponto de acesso, descrição bibliográfica e localização. O ponto de acesso conduz o usuário ao documento desejado; a descrição permite que o usuário identifique o documento e decida se o item lhe interessa ou não; e a localização indica a forma sob a qual um documento pode ser procurado pelo usuário.
II. A descrição catalográfica segue princípios preestabelecidos que determinam quais elementos devem ser registrados e a ordem em que devem aparecer; para isso, o ISBD é o padrão mais conhecido e universalmente utilizado.
III. Ao catalogar um documento usando o AACR-2, o primeiro passo do bibliotecário é definir o tipo de documento.
IV. Enquanto o AACR-2 é usado para descrever fisicamente um documento e definir a forma das suas entradas, o padrão MARC organiza esses mesmos dados para que possam ser processados por linguagens de marcação.
V. O AACR-2 divide-se em 2 partes: áreas e elementos do registro bibliográfico e pontuação prescrita.
Estão corretas APENAS as afirmativas
Considere as seguintes afirmativas relativas à Classificação Decimal Universal (CDU):
I. A Ordem de Citação ou de Classificação define a sintaxe ou a disposição em que os elementos são combinados para formar um número composto, de maneira que os de maior importância precedam os demais.
II. A Ordem de Arquivamento ou Vertical determina o arranjo das fichas nos catálogos, bem como dos livros nas estantes, procedendo do mais geral para o mais específico.
Ocorre que
De acordo com a Classificação Decimal Universal, o assunto Jurisprudência no Direito do Trabalho é classificado em 349.2(094.9), uma notação
O uso da linguagem natural ou da linguagem controlada em bases de dados apresenta vantagens e desvantagens, pois, entre outros fatores, os termos preferidos pelos indexadores muitas vezes não são os termos utilizados pelos usuários em situações específicas de busca. Entre as desvantagens do uso da linguagem controlada nesse contexto, temos
Considere as seguintes afirmativas sobre linguagem de indexação:
I. Em biblioteconomia, há pelo menos duas correntes teóricas voltadas ao estudo da linguagem: a primeira pesquisa o uso da linguagem natural para a recuperação de informações e a segunda trabalha no desenvolvimento de linguagens documentárias.
II. Os tesauros são sistemas de linguagem documentária cuja estrutura se baseia em relações semânticas entre termos.
III. Os mecanismos de busca da Internet usam a linguagem natural para a indexação dos documentos, o que gera, para os usuários, uma dificuldade em determinar os contextos informacionais e identificar a pertinência da informação.
IV. Linguagens controladas podem ser definidas como o conjunto de termos organizados de forma hierárquica e/ou alfabética, visando a recuperação de informações e reduzindo a diversidade de terminologia.
V. Para o desenvolvimento de linguagens documentárias, utiliza-se preferencialmente a definição terminológica, porque ela descreve, delimita e distingue os conceitos.
Estão corretas as afirmativas
Instruções: As questões de números 56 a 60 referem-se ao texto abaixo.
Southwest pilot suspended for slur-laced rant on air-traffic frequency
By Ben Mutzabaugh, USA TODAY
Southwest Airlines says it has suspended a pilot after he went on an obscenity-laden rant from the cockpit, NBC affiliate KPRC Channel 2 of Houston reports.
The March 25 rant was inadvertently broadcast over a Houston air traffic control frequency after the pilot failed to shut off his flight's communications link with air traffic control, a move that also tied up the frequency for other flights in the area, according to NBC 2.
NBC 2 says the unidentified pilot "could be heard talking to his co-pilot in the cockpit, expressing frustration over the airline hiring so many flight attendants that he found to be unsuitable for dating."
An air traffic controller tried to interrupt the pilot's rant several times, though the pilot appeared to be unaware of the attempts.
NBC 2 says the tape became public after "air traffic controllers in Houston first alerted Federal Aviation Administration supervisors on March 25, 2011, around 1:30 p.m. and those supervisors forwarded a tape of the episode to Southwest Airlines to take action against the pilot."
After the rant ended, several other pilots on the frequency were quick to say the rant didn't come from their flight.
Speaking about the incident, the FAA issued a statement to NBC 2 saying "the incident occurred during a phase of flight in which personal conversations are permitted in the cockpit."
However, the FAA did not appear to be pleased with what had happened.
"Nevertheless, the FAA expects a higher level of professionalism from flight crews, regardless of the circumstances," the statement concluded.
(Adapted from: http://travel.usatoday.com/flights/post/2011/06/ southwest-pilot/175250/1)
Segundo o texto,
Instruções: As questões de números 56 a 60 referem-se ao texto abaixo.
Southwest pilot suspended for slur-laced rant on air-traffic frequency
By Ben Mutzabaugh, USA TODAY
Southwest Airlines says it has suspended a pilot after he went on an obscenity-laden rant from the cockpit, NBC affiliate KPRC Channel 2 of Houston reports.
The March 25 rant was inadvertently broadcast over a Houston air traffic control frequency after the pilot failed to shut off his flight's communications link with air traffic control, a move that also tied up the frequency for other flights in the area, according to NBC 2.
NBC 2 says the unidentified pilot "could be heard talking to his co-pilot in the cockpit, expressing frustration over the airline hiring so many flight attendants that he found to be unsuitable for dating."
An air traffic controller tried to interrupt the pilot's rant several times, though the pilot appeared to be unaware of the attempts.
NBC 2 says the tape became public after "air traffic controllers in Houston first alerted Federal Aviation Administration supervisors on March 25, 2011, around 1:30 p.m. and those supervisors forwarded a tape of the episode to Southwest Airlines to take action against the pilot."
After the rant ended, several other pilots on the frequency were quick to say the rant didn't come from their flight.
Speaking about the incident, the FAA issued a statement to NBC 2 saying "the incident occurred during a phase of flight in which personal conversations are permitted in the cockpit."
However, the FAA did not appear to be pleased with what had happened.
"Nevertheless, the FAA expects a higher level of professionalism from flight crews, regardless of the circumstances," the statement concluded.
(Adapted from: http://travel.usatoday.com/flights/post/2011/06/ southwest-pilot/175250/1)
Segundo o texto, o piloto foi punido por ter
Instruções: As questões de números 56 a 60 referem-se ao texto abaixo.
Southwest pilot suspended for slur-laced rant on air-traffic frequency
By Ben Mutzabaugh, USA TODAY
Southwest Airlines says it has suspended a pilot after he went on an obscenity-laden rant from the cockpit, NBC affiliate KPRC Channel 2 of Houston reports.
The March 25 rant was inadvertently broadcast over a Houston air traffic control frequency after the pilot failed to shut off his flight's communications link with air traffic control, a move that also tied up the frequency for other flights in the area, according to NBC 2.
NBC 2 says the unidentified pilot "could be heard talking to his co-pilot in the cockpit, expressing frustration over the airline hiring so many flight attendants that he found to be unsuitable for dating."
An air traffic controller tried to interrupt the pilot's rant several times, though the pilot appeared to be unaware of the attempts.
NBC 2 says the tape became public after "air traffic controllers in Houston first alerted Federal Aviation Administration supervisors on March 25, 2011, around 1:30 p.m. and those supervisors forwarded a tape of the episode to Southwest Airlines to take action against the pilot."
After the rant ended, several other pilots on the frequency were quick to say the rant didn't come from their flight.
Speaking about the incident, the FAA issued a statement to NBC 2 saying "the incident occurred during a phase of flight in which personal conversations are permitted in the cockpit."
However, the FAA did not appear to be pleased with what had happened.
"Nevertheless, the FAA expects a higher level of professionalism from flight crews, regardless of the circumstances," the statement concluded.
(Adapted from: http://travel.usatoday.com/flights/post/2011/06/ southwest-pilot/175250/1)
O tópico central do texto é
Instruções: As questões de números 56 a 60 referem-se ao texto abaixo.
Southwest pilot suspended for slur-laced rant on air-traffic frequency
By Ben Mutzabaugh, USA TODAY
Southwest Airlines says it has suspended a pilot after he went on an obscenity-laden rant from the cockpit, NBC affiliate KPRC Channel 2 of Houston reports.
The March 25 rant was inadvertently broadcast over a Houston air traffic control frequency after the pilot failed to shut off his flight's communications link with air traffic control, a move that also tied up the frequency for other flights in the area, according to NBC 2.
NBC 2 says the unidentified pilot "could be heard talking to his co-pilot in the cockpit, expressing frustration over the airline hiring so many flight attendants that he found to be unsuitable for dating."
An air traffic controller tried to interrupt the pilot's rant several times, though the pilot appeared to be unaware of the attempts.
NBC 2 says the tape became public after "air traffic controllers in Houston first alerted Federal Aviation Administration supervisors on March 25, 2011, around 1:30 p.m. and those supervisors forwarded a tape of the episode to Southwest Airlines to take action against the pilot."
After the rant ended, several other pilots on the frequency were quick to say the rant didn't come from their flight.
Speaking about the incident, the FAA issued a statement to NBC 2 saying "the incident occurred during a phase of flight in which personal conversations are permitted in the cockpit."
However, the FAA did not appear to be pleased with what had happened.
"Nevertheless, the FAA expects a higher level of professionalism from flight crews, regardless of the circumstances," the statement concluded.
(Adapted from: http://travel.usatoday.com/flights/post/2011/06/ southwest-pilot/175250/1)
O trecho though the pilot appeared to be unaware of the attempts significa:
Instruções: As questões de números 56 a 60 referem-se ao texto abaixo.
Southwest pilot suspended for slur-laced rant on air-traffic frequency
By Ben Mutzabaugh, USA TODAY
Southwest Airlines says it has suspended a pilot after he went on an obscenity-laden rant from the cockpit, NBC affiliate KPRC Channel 2 of Houston reports.
The March 25 rant was inadvertently broadcast over a Houston air traffic control frequency after the pilot failed to shut off his flight's communications link with air traffic control, a move that also tied up the frequency for other flights in the area, according to NBC 2.
NBC 2 says the unidentified pilot "could be heard talking to his co-pilot in the cockpit, expressing frustration over the airline hiring so many flight attendants that he found to be unsuitable for dating."
An air traffic controller tried to interrupt the pilot's rant several times, though the pilot appeared to be unaware of the attempts.
NBC 2 says the tape became public after "air traffic controllers in Houston first alerted Federal Aviation Administration supervisors on March 25, 2011, around 1:30 p.m. and those supervisors forwarded a tape of the episode to Southwest Airlines to take action against the pilot."
After the rant ended, several other pilots on the frequency were quick to say the rant didn't come from their flight.
Speaking about the incident, the FAA issued a statement to NBC 2 saying "the incident occurred during a phase of flight in which personal conversations are permitted in the cockpit."
However, the FAA did not appear to be pleased with what had happened.
"Nevertheless, the FAA expects a higher level of professionalism from flight crews, regardless of the circumstances," the statement concluded.
(Adapted from: http://travel.usatoday.com/flights/post/2011/06/ southwest-pilot/175250/1)
Um sinônimo para unsuitable conforme empregado no texto, é:
Instruções: As questões de números 53 a 55 referem-se ao texto abaixo.
Cumulonimbus (Cb)
Cumulonimbus is a heavy and dense cloud of considerable vertical extent in the form of a mountain or huge tower, often associated with heavy precipitation, lightning and thunder. The mature Cumulonimbus cloud has a distinctive flat, anvil shaped top.
Flight into a Cb is highly dangerous. The only sensible defence against the hazards associated with a Cb is therefore to avoid flying into one in the first place.
− Planning. Predicting an individual Cb cell is difficult but it is possible to predict the conditions which will trigger formation of a Cb. Forecasters are therefore able to advise flight crews and controllers of the likely timing, location, direction of movement, and height of cells and whether or not they may be embedded. Airport authorities can plan aircraft movements to take into account the disruption to operations caused by storms, and approach controllers can consider how they will manage en-route, departing, and arriving traffic when storms are in the vicinity. Flight crews can alter their routings to avoid forecast Cb activity or decide to carry extra contingency fuel in case they have to re-route in flight to avoid the storms or burn additional fuel because of the potential use of aircraft de/anti-icing systems.
− Awareness. Awareness of the conditions which lead to the formation of a Cb, recognition of a developing and mature Cb, and awareness of the signs which indicate the proximity of a Cb will help controllers and flight crews to plan operations to avoid the associated hazards.
− Weather Radar. In addition to visual recognition, Weather Radar is a particularly valuable aid to avoiding Cb clouds. Airborne weather radar enables the flight crew to identify the areas of the storm cloud which hold the largest water droplets, which indicate the areas with strongest updrafts. The area of the cloud with the most severe turbulence is where the updrafts adjoin the downdrafts; ...[C]... the pilot must avoid flying through the edge of the areas of cloud with the largest water droplets. It should be remembered that a large cloud will absorb a great deal of the radar pulse which may therefore not penetrate all of the way through the storm. This can give a false impression that there are no Cb cells beyond the cell immediately ahead of the aircraft.
− In flight avoidance. In certain circumstances, navigating through a line of Cb cells may be the only option open to a pilot, either because his destination is beyond the line of cells or because he is unable to climb over them. In such circumstances, the aircraft may have to diverge from track by many, perhaps hundreds of miles, in order to find a gap in the wall of Cb clouds. The aircraft captain will need to judge the least hazardous track to follow through a line of cells, something which will absorb the whole crew’s attention. The Weather Radar is invaluable in this situation.
If the Cb cell is situated over the destination aerodrome, then the pilot would be well advised to hold off or divert rather than attempt a landing.
(Adapted from http://skybrary.aero/index.php/Cumulonimbus)
Aponte a afirmação correta, de acordo com o texto:
Instruções: As questões de números 53 a 55 referem-se ao texto abaixo.
Cumulonimbus (Cb)
Cumulonimbus is a heavy and dense cloud of considerable vertical extent in the form of a mountain or huge tower, often associated with heavy precipitation, lightning and thunder. The mature Cumulonimbus cloud has a distinctive flat, anvil shaped top.
Flight into a Cb is highly dangerous. The only sensible defence against the hazards associated with a Cb is therefore to avoid flying into one in the first place.
− Planning. Predicting an individual Cb cell is difficult but it is possible to predict the conditions which will trigger formation of a Cb. Forecasters are therefore able to advise flight crews and controllers of the likely timing, location, direction of movement, and height of cells and whether or not they may be embedded. Airport authorities can plan aircraft movements to take into account the disruption to operations caused by storms, and approach controllers can consider how they will manage en-route, departing, and arriving traffic when storms are in the vicinity. Flight crews can alter their routings to avoid forecast Cb activity or decide to carry extra contingency fuel in case they have to re-route in flight to avoid the storms or burn additional fuel because of the potential use of aircraft de/anti-icing systems.
− Awareness. Awareness of the conditions which lead to the formation of a Cb, recognition of a developing and mature Cb, and awareness of the signs which indicate the proximity of a Cb will help controllers and flight crews to plan operations to avoid the associated hazards.
− Weather Radar. In addition to visual recognition, Weather Radar is a particularly valuable aid to avoiding Cb clouds. Airborne weather radar enables the flight crew to identify the areas of the storm cloud which hold the largest water droplets, which indicate the areas with strongest updrafts. The area of the cloud with the most severe turbulence is where the updrafts adjoin the downdrafts; ...[C]... the pilot must avoid flying through the edge of the areas of cloud with the largest water droplets. It should be remembered that a large cloud will absorb a great deal of the radar pulse which may therefore not penetrate all of the way through the storm. This can give a false impression that there are no Cb cells beyond the cell immediately ahead of the aircraft.
− In flight avoidance. In certain circumstances, navigating through a line of Cb cells may be the only option open to a pilot, either because his destination is beyond the line of cells or because he is unable to climb over them. In such circumstances, the aircraft may have to diverge from track by many, perhaps hundreds of miles, in order to find a gap in the wall of Cb clouds. The aircraft captain will need to judge the least hazardous track to follow through a line of cells, something which will absorb the whole crew’s attention. The Weather Radar is invaluable in this situation.
If the Cb cell is situated over the destination aerodrome, then the pilot would be well advised to hold off or divert rather than attempt a landing.
(Adapted from http://skybrary.aero/index.php/Cumulonimbus)
A palavra que completa corretamente a lacuna ...[C]... é:
Instruções: As questões de números 53 a 55 referem-se ao texto abaixo.
Cumulonimbus (Cb)
Cumulonimbus is a heavy and dense cloud of considerable vertical extent in the form of a mountain or huge tower, often associated with heavy precipitation, lightning and thunder. The mature Cumulonimbus cloud has a distinctive flat, anvil shaped top.
Flight into a Cb is highly dangerous. The only sensible defence against the hazards associated with a Cb is therefore to avoid flying into one in the first place.
− Planning. Predicting an individual Cb cell is difficult but it is possible to predict the conditions which will trigger formation of a Cb. Forecasters are therefore able to advise flight crews and controllers of the likely timing, location, direction of movement, and height of cells and whether or not they may be embedded. Airport authorities can plan aircraft movements to take into account the disruption to operations caused by storms, and approach controllers can consider how they will manage en-route, departing, and arriving traffic when storms are in the vicinity. Flight crews can alter their routings to avoid forecast Cb activity or decide to carry extra contingency fuel in case they have to re-route in flight to avoid the storms or burn additional fuel because of the potential use of aircraft de/anti-icing systems.
− Awareness. Awareness of the conditions which lead to the formation of a Cb, recognition of a developing and mature Cb, and awareness of the signs which indicate the proximity of a Cb will help controllers and flight crews to plan operations to avoid the associated hazards.
− Weather Radar. In addition to visual recognition, Weather Radar is a particularly valuable aid to avoiding Cb clouds. Airborne weather radar enables the flight crew to identify the areas of the storm cloud which hold the largest water droplets, which indicate the areas with strongest updrafts. The area of the cloud with the most severe turbulence is where the updrafts adjoin the downdrafts; ...[C]... the pilot must avoid flying through the edge of the areas of cloud with the largest water droplets. It should be remembered that a large cloud will absorb a great deal of the radar pulse which may therefore not penetrate all of the way through the storm. This can give a false impression that there are no Cb cells beyond the cell immediately ahead of the aircraft.
− In flight avoidance. In certain circumstances, navigating through a line of Cb cells may be the only option open to a pilot, either because his destination is beyond the line of cells or because he is unable to climb over them. In such circumstances, the aircraft may have to diverge from track by many, perhaps hundreds of miles, in order to find a gap in the wall of Cb clouds. The aircraft captain will need to judge the least hazardous track to follow through a line of cells, something which will absorb the whole crew’s attention. The Weather Radar is invaluable in this situation.
If the Cb cell is situated over the destination aerodrome, then the pilot would be well advised to hold off or divert rather than attempt a landing.
(Adapted from http://skybrary.aero/index.php/Cumulonimbus)
NÃO corresponde ao significado de hazards, no texto:
Conheça nossos planos