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Instruções: As questões de números 50 a 52 referem-se ao texto abaixo.
Crucial part of new US air traffic system in trouble
By JOAN LOWY
WASHINGTON (AP) – An information-sharing program essential to government plans for a new national air traffic control system is about $105 million over budget and has been delayed two years, a government watchdog said Thursday.
The first phase of the Federal Aviation Administration program known as System-Wide Information Management, or SWIM, was supposed to be completed by 2013, but has now been pushed back to 2015, said a report by the Transportation Department's Office of Inspector General.
The FAA is in the midst of switching from an air traffic system based on World War II-era radar technology to one that uses GPS. The transition, which is expected to take more than a decade to complete, was to cost the government as much as $22 billion. The cost to the airline industry to equip their planes to use the new system is likely to be almost as much.
Crucial to that transition is a program to share information, including which airports are experiencing delays, which runways are closed, weather reports, pilot observations, flight plans and security restrictions on where planes can fly.
The idea is to create a one-stop place for FAA employees, the military, other government agencies, airlines and the international aviation community to get real-time information.
(Adapted from http://mb.com.ph/node/323714/crucial-part-new-u)
Conforme empregado no texto, a one-stop place tem o sentido de
Instruções: As questões de números 50 a 52 referem-se ao texto abaixo.
Crucial part of new US air traffic system in trouble
By JOAN LOWY
WASHINGTON (AP) – An information-sharing program essential to government plans for a new national air traffic control system is about $105 million over budget and has been delayed two years, a government watchdog said Thursday.
The first phase of the Federal Aviation Administration program known as System-Wide Information Management, or SWIM, was supposed to be completed by 2013, but has now been pushed back to 2015, said a report by the Transportation Department's Office of Inspector General.
The FAA is in the midst of switching from an air traffic system based on World War II-era radar technology to one that uses GPS. The transition, which is expected to take more than a decade to complete, was to cost the government as much as $22 billion. The cost to the airline industry to equip their planes to use the new system is likely to be almost as much.
Crucial to that transition is a program to share information, including which airports are experiencing delays, which runways are closed, weather reports, pilot observations, flight plans and security restrictions on where planes can fly.
The idea is to create a one-stop place for FAA employees, the military, other government agencies, airlines and the international aviation community to get real-time information.
(Adapted from http://mb.com.ph/node/323714/crucial-part-new-u)
Segundo o texto,
Instruções: As questões de números 50 a 52 referem-se ao texto abaixo.
Crucial part of new US air traffic system in trouble
By JOAN LOWY
WASHINGTON (AP) – An information-sharing program essential to government plans for a new national air traffic control system is about $105 million over budget and has been delayed two years, a government watchdog said Thursday.
The first phase of the Federal Aviation Administration program known as System-Wide Information Management, or SWIM, was supposed to be completed by 2013, but has now been pushed back to 2015, said a report by the Transportation Department's Office of Inspector General.
The FAA is in the midst of switching from an air traffic system based on World War II-era radar technology to one that uses GPS. The transition, which is expected to take more than a decade to complete, was to cost the government as much as $22 billion. The cost to the airline industry to equip their planes to use the new system is likely to be almost as much.
Crucial to that transition is a program to share information, including which airports are experiencing delays, which runways are closed, weather reports, pilot observations, flight plans and security restrictions on where planes can fly.
The idea is to create a one-stop place for FAA employees, the military, other government agencies, airlines and the international aviation community to get real-time information.
(Adapted from http://mb.com.ph/node/323714/crucial-part-new-u)
O novo programa de compartilhamento de informações
Instruções: As questões de números 45 a 49 referem-se ao texto abaixo.
Radio Discipline
Communication between pilots and air traffic controllers is a process that is vital for the safe and efficient control of air traffic. Pilots must report their situation, intentions and requests to the controller in a clear and unambiguous way; and the controller must respond by issuing instructions that are equally clear and unambiguous. ...[B]... data link communication has reached an advanced stage of development, verbal communication is likely to remain the prime means of air-ground communication for many years.
t is of course important that radio equipment should be reliable and easy to use, and should be capable of conveying the spoken word clearly and without distortion over long distances. However, the process of communication is equally important and must be successful even in the most difficult conditions.
Of the many factors involved in the process of communication, phraseology is perhaps the most important, because it enables us to communicate quickly and effectively despite differences in language and reduces the opportunity for misunderstanding. Standardised phraseology reduces the risk that a message will be misunderstood and aids the readback/ hear-back process so that any error is quickly detected.
Radio communications (including party-line communications) contribute to building the pilot’s and the controller’s situational awareness. Flight crew and controllers may prevent misunderstandings by providing each other with timely information, for better anticipation.
Good radio discipline is essential to this process. Poor radio discipline is the most common cause of breakdown in the RTF communication process.
Aspects of Radio Discipline
1. Always listen out before transmitting − unless flight crew listen out before making a first call on a new frequency, they may interrupt an exchange between other traffic and ATC.
2. Always use standard phraseology.
3. Follow best practice on message format and content.
4. Ensure the use of a high standard of English language and pronounce as clearly as possible whilst speaking at a sensible pace.
5. Do not communicate with aircraft in the national language when there is a risk of loss of situational awareness for nonlocal pilots.
6. Follow best-practice with regard to speed and timeliness of communication.
7. Always apply the read-back/hear-back procedure. 8. Always request a repeat of a transmission when in any doubt as to the content or meaning of it.
(Adapted from http://www.skybrary.aero/ bookshelf/books/113.pdf)
Examine the situation below and point what might have led to it.
The ATC issues a clearance: “Rushair 1234, climb FL240 heading 260”.
As a consequence, the pilot climbs to FL260, instead of to FL240.
Instruções: As questões de números 45 a 49 referem-se ao texto abaixo.
Radio Discipline
Communication between pilots and air traffic controllers is a process that is vital for the safe and efficient control of air traffic. Pilots must report their situation, intentions and requests to the controller in a clear and unambiguous way; and the controller must respond by issuing instructions that are equally clear and unambiguous. ...[B]... data link communication has reached an advanced stage of development, verbal communication is likely to remain the prime means of air-ground communication for many years.
t is of course important that radio equipment should be reliable and easy to use, and should be capable of conveying the spoken word clearly and without distortion over long distances. However, the process of communication is equally important and must be successful even in the most difficult conditions.
Of the many factors involved in the process of communication, phraseology is perhaps the most important, because it enables us to communicate quickly and effectively despite differences in language and reduces the opportunity for misunderstanding. Standardised phraseology reduces the risk that a message will be misunderstood and aids the readback/ hear-back process so that any error is quickly detected.
Radio communications (including party-line communications) contribute to building the pilot’s and the controller’s situational awareness. Flight crew and controllers may prevent misunderstandings by providing each other with timely information, for better anticipation.
Good radio discipline is essential to this process. Poor radio discipline is the most common cause of breakdown in the RTF communication process.
Aspects of Radio Discipline
1. Always listen out before transmitting − unless flight crew listen out before making a first call on a new frequency, they may interrupt an exchange between other traffic and ATC.
2. Always use standard phraseology.
3. Follow best practice on message format and content.
4. Ensure the use of a high standard of English language and pronounce as clearly as possible whilst speaking at a sensible pace.
5. Do not communicate with aircraft in the national language when there is a risk of loss of situational awareness for nonlocal pilots.
6. Follow best-practice with regard to speed and timeliness of communication.
7. Always apply the read-back/hear-back procedure. 8. Always request a repeat of a transmission when in any doubt as to the content or meaning of it.
(Adapted from http://www.skybrary.aero/ bookshelf/books/113.pdf)
Point out what is likely to happen as a direct consequence of failure to follow best-practice with regard to speed and timeliness of communication (aspect 6 above).
Instruções: As questões de números 45 a 49 referem-se ao texto abaixo.
Radio Discipline
Communication between pilots and air traffic controllers is a process that is vital for the safe and efficient control of air traffic. Pilots must report their situation, intentions and requests to the controller in a clear and unambiguous way; and the controller must respond by issuing instructions that are equally clear and unambiguous. ...[B]... data link communication has reached an advanced stage of development, verbal communication is likely to remain the prime means of air-ground communication for many years.
t is of course important that radio equipment should be reliable and easy to use, and should be capable of conveying the spoken word clearly and without distortion over long distances. However, the process of communication is equally important and must be successful even in the most difficult conditions.
Of the many factors involved in the process of communication, phraseology is perhaps the most important, because it enables us to communicate quickly and effectively despite differences in language and reduces the opportunity for misunderstanding. Standardised phraseology reduces the risk that a message will be misunderstood and aids the readback/ hear-back process so that any error is quickly detected.
Radio communications (including party-line communications) contribute to building the pilot’s and the controller’s situational awareness. Flight crew and controllers may prevent misunderstandings by providing each other with timely information, for better anticipation.
Good radio discipline is essential to this process. Poor radio discipline is the most common cause of breakdown in the RTF communication process.
Aspects of Radio Discipline
1. Always listen out before transmitting − unless flight crew listen out before making a first call on a new frequency, they may interrupt an exchange between other traffic and ATC.
2. Always use standard phraseology.
3. Follow best practice on message format and content.
4. Ensure the use of a high standard of English language and pronounce as clearly as possible whilst speaking at a sensible pace.
5. Do not communicate with aircraft in the national language when there is a risk of loss of situational awareness for nonlocal pilots.
6. Follow best-practice with regard to speed and timeliness of communication.
7. Always apply the read-back/hear-back procedure. 8. Always request a repeat of a transmission when in any doubt as to the content or meaning of it.
(Adapted from http://www.skybrary.aero/ bookshelf/books/113.pdf)
Segundo o texto, é possível inferir que:
Instruções: As questões de números 45 a 49 referem-se ao texto abaixo.
Radio Discipline
Communication between pilots and air traffic controllers is a process that is vital for the safe and efficient control of air traffic. Pilots must report their situation, intentions and requests to the controller in a clear and unambiguous way; and the controller must respond by issuing instructions that are equally clear and unambiguous. ...[B]... data link communication has reached an advanced stage of development, verbal communication is likely to remain the prime means of air-ground communication for many years.
t is of course important that radio equipment should be reliable and easy to use, and should be capable of conveying the spoken word clearly and without distortion over long distances. However, the process of communication is equally important and must be successful even in the most difficult conditions.
Of the many factors involved in the process of communication, phraseology is perhaps the most important, because it enables us to communicate quickly and effectively despite differences in language and reduces the opportunity for misunderstanding. Standardised phraseology reduces the risk that a message will be misunderstood and aids the readback/ hear-back process so that any error is quickly detected.
Radio communications (including party-line communications) contribute to building the pilot’s and the controller’s situational awareness. Flight crew and controllers may prevent misunderstandings by providing each other with timely information, for better anticipation.
Good radio discipline is essential to this process. Poor radio discipline is the most common cause of breakdown in the RTF communication process.
Aspects of Radio Discipline
1. Always listen out before transmitting − unless flight crew listen out before making a first call on a new frequency, they may interrupt an exchange between other traffic and ATC.
2. Always use standard phraseology.
3. Follow best practice on message format and content.
4. Ensure the use of a high standard of English language and pronounce as clearly as possible whilst speaking at a sensible pace.
5. Do not communicate with aircraft in the national language when there is a risk of loss of situational awareness for nonlocal pilots.
6. Follow best-practice with regard to speed and timeliness of communication.
7. Always apply the read-back/hear-back procedure. 8. Always request a repeat of a transmission when in any doubt as to the content or meaning of it.
(Adapted from http://www.skybrary.aero/ bookshelf/books/113.pdf)
Sobre comunicações de rádio, segundo o texto, é INCORRETO afirmar:
Instruções: As questões de números 45 a 49 referem-se ao texto abaixo.
Radio Discipline
Communication between pilots and air traffic controllers is a process that is vital for the safe and efficient control of air traffic. Pilots must report their situation, intentions and requests to the controller in a clear and unambiguous way; and the controller must respond by issuing instructions that are equally clear and unambiguous. ...[B]... data link communication has reached an advanced stage of development, verbal communication is likely to remain the prime means of air-ground communication for many years.
t is of course important that radio equipment should be reliable and easy to use, and should be capable of conveying the spoken word clearly and without distortion over long distances. However, the process of communication is equally important and must be successful even in the most difficult conditions.
Of the many factors involved in the process of communication, phraseology is perhaps the most important, because it enables us to communicate quickly and effectively despite differences in language and reduces the opportunity for misunderstanding. Standardised phraseology reduces the risk that a message will be misunderstood and aids the readback/ hear-back process so that any error is quickly detected.
Radio communications (including party-line communications) contribute to building the pilot’s and the controller’s situational awareness. Flight crew and controllers may prevent misunderstandings by providing each other with timely information, for better anticipation.
Good radio discipline is essential to this process. Poor radio discipline is the most common cause of breakdown in the RTF communication process.
Aspects of Radio Discipline
1. Always listen out before transmitting − unless flight crew listen out before making a first call on a new frequency, they may interrupt an exchange between other traffic and ATC.
2. Always use standard phraseology.
3. Follow best practice on message format and content.
4. Ensure the use of a high standard of English language and pronounce as clearly as possible whilst speaking at a sensible pace.
5. Do not communicate with aircraft in the national language when there is a risk of loss of situational awareness for nonlocal pilots.
6. Follow best-practice with regard to speed and timeliness of communication.
7. Always apply the read-back/hear-back procedure. 8. Always request a repeat of a transmission when in any doubt as to the content or meaning of it.
(Adapted from http://www.skybrary.aero/ bookshelf/books/113.pdf)
A palavra que preenche corretamente a lacuna ...[B]..., no texto, é:
Instruções: As questões de números 41 a 44 referem-se ao texto abaixo.
Industry gets the floor: Developing future Air Traffic Flow and Capacity Management Systems (ATFCM)
One of the key SESAR projects in the area of Air Traffic Flow and Capacity Management Systems (ATFCM) is Project 13.1.4, managed by Dominique Latgé, from Thales. He explained how the project will enable industry to contribute to future ATFCM systems through SESAR.
The project addresses the evolution of the Network Information Management System (NIMS) from a centralised regional system to a more collaborative and distributed system based on the Functional Airspace Blocks (FABs). One of its objectives is to help the transformation of the current regional CFMU system into marketable technical solutions for the subregional and local levels.
Project 13.1.4 also aims to define the collaborative decision making processes needed by this new organisation of the network. Driven by the new roles and responsibilities at the different levels (regional, sub-regional and local), the project ensures that each actor will find the right information at the right time to take the right decision.
Industry gets the floor
Project 13.1.4 is led by industry. Industry contributors will use the knowledge and experience they have developed in other parts of the world and with Air Navigation Service Providers (ANSPs) at a local level in Europe.
Thales will use experience from work with South Africa’s air traffic & navigation system, where they helped to specify, develop and validate a sub-regional system for ...[A]... : CAMU (South Africa Central Airspace Management Unit). Indra, one of the other project partners, will use knowledge gained from work with Aena on local short term prediction tools and airspace management tools.
The project raises many questions, such as what products are needed inside Europe and at FAB level? What do we need to take into account for areas outside Europe?
The position of manufacturing industry in SESAR projects, in particular in system projects related to air traffic control (WP 10), airports (WP 12) and SWIM (WP 14), makes it a strong technical enabler for information sharing.
(Adaptado de Sesar Magazine, N. 6, Junho 2011, p. 6)
O pronome it, no último parágrafo do texto, substitui
Instruções: As questões de números 41 a 44 referem-se ao texto abaixo.
Industry gets the floor: Developing future Air Traffic Flow and Capacity Management Systems (ATFCM)
One of the key SESAR projects in the area of Air Traffic Flow and Capacity Management Systems (ATFCM) is Project 13.1.4, managed by Dominique Latgé, from Thales. He explained how the project will enable industry to contribute to future ATFCM systems through SESAR.
The project addresses the evolution of the Network Information Management System (NIMS) from a centralised regional system to a more collaborative and distributed system based on the Functional Airspace Blocks (FABs). One of its objectives is to help the transformation of the current regional CFMU system into marketable technical solutions for the subregional and local levels.
Project 13.1.4 also aims to define the collaborative decision making processes needed by this new organisation of the network. Driven by the new roles and responsibilities at the different levels (regional, sub-regional and local), the project ensures that each actor will find the right information at the right time to take the right decision.
Industry gets the floor
Project 13.1.4 is led by industry. Industry contributors will use the knowledge and experience they have developed in other parts of the world and with Air Navigation Service Providers (ANSPs) at a local level in Europe.
Thales will use experience from work with South Africa’s air traffic & navigation system, where they helped to specify, develop and validate a sub-regional system for ...[A]... : CAMU (South Africa Central Airspace Management Unit). Indra, one of the other project partners, will use knowledge gained from work with Aena on local short term prediction tools and airspace management tools.
The project raises many questions, such as what products are needed inside Europe and at FAB level? What do we need to take into account for areas outside Europe?
The position of manufacturing industry in SESAR projects, in particular in system projects related to air traffic control (WP 10), airports (WP 12) and SWIM (WP 14), makes it a strong technical enabler for information sharing.
(Adaptado de Sesar Magazine, N. 6, Junho 2011, p. 6)
NÃO há respaldo no texto para a seguinte afirmação:
Instruções: As questões de números 41 a 44 referem-se ao texto abaixo.
Industry gets the floor: Developing future Air Traffic Flow and Capacity Management Systems (ATFCM)
One of the key SESAR projects in the area of Air Traffic Flow and Capacity Management Systems (ATFCM) is Project 13.1.4, managed by Dominique Latgé, from Thales. He explained how the project will enable industry to contribute to future ATFCM systems through SESAR.
The project addresses the evolution of the Network Information Management System (NIMS) from a centralised regional system to a more collaborative and distributed system based on the Functional Airspace Blocks (FABs). One of its objectives is to help the transformation of the current regional CFMU system into marketable technical solutions for the subregional and local levels.
Project 13.1.4 also aims to define the collaborative decision making processes needed by this new organisation of the network. Driven by the new roles and responsibilities at the different levels (regional, sub-regional and local), the project ensures that each actor will find the right information at the right time to take the right decision.
Industry gets the floor
Project 13.1.4 is led by industry. Industry contributors will use the knowledge and experience they have developed in other parts of the world and with Air Navigation Service Providers (ANSPs) at a local level in Europe.
Thales will use experience from work with South Africa’s air traffic & navigation system, where they helped to specify, develop and validate a sub-regional system for ...[A]... : CAMU (South Africa Central Airspace Management Unit). Indra, one of the other project partners, will use knowledge gained from work with Aena on local short term prediction tools and airspace management tools.
The project raises many questions, such as what products are needed inside Europe and at FAB level? What do we need to take into account for areas outside Europe?
The position of manufacturing industry in SESAR projects, in particular in system projects related to air traffic control (WP 10), airports (WP 12) and SWIM (WP 14), makes it a strong technical enabler for information sharing.
(Adaptado de Sesar Magazine, N. 6, Junho 2011, p. 6)
A melhor tradução para Project 13.1.4 also aims to define the collaborative decision making processes needed by this new organisation of the network é:
Instruções: As questões de números 41 a 44 referem-se ao texto abaixo.
Industry gets the floor: Developing future Air Traffic Flow and Capacity Management Systems (ATFCM)
One of the key SESAR projects in the area of Air Traffic Flow and Capacity Management Systems (ATFCM) is Project 13.1.4, managed by Dominique Latgé, from Thales. He explained how the project will enable industry to contribute to future ATFCM systems through SESAR.
The project addresses the evolution of the Network Information Management System (NIMS) from a centralised regional system to a more collaborative and distributed system based on the Functional Airspace Blocks (FABs). One of its objectives is to help the transformation of the current regional CFMU system into marketable technical solutions for the subregional and local levels.
Project 13.1.4 also aims to define the collaborative decision making processes needed by this new organisation of the network. Driven by the new roles and responsibilities at the different levels (regional, sub-regional and local), the project ensures that each actor will find the right information at the right time to take the right decision.
Industry gets the floor
Project 13.1.4 is led by industry. Industry contributors will use the knowledge and experience they have developed in other parts of the world and with Air Navigation Service Providers (ANSPs) at a local level in Europe.
Thales will use experience from work with South Africa’s air traffic & navigation system, where they helped to specify, develop and validate a sub-regional system for ...[A]... : CAMU (South Africa Central Airspace Management Unit). Indra, one of the other project partners, will use knowledge gained from work with Aena on local short term prediction tools and airspace management tools.
The project raises many questions, such as what products are needed inside Europe and at FAB level? What do we need to take into account for areas outside Europe?
The position of manufacturing industry in SESAR projects, in particular in system projects related to air traffic control (WP 10), airports (WP 12) and SWIM (WP 14), makes it a strong technical enabler for information sharing.
(Adaptado de Sesar Magazine, N. 6, Junho 2011, p. 6)
A expressão que completa corretamente a lacuna ...[A]... é:
Os vértices do triângulo A, B e C são localidades desenhadas em um mapa cuja escala é 1 : 1.100.000. Estão indicadas as distâncias entre as localidades, obtidas no mapa.
Na situação real, o número de quilômetros necessários para contornar plenamente o triângulo formado por essas localidades, supondo trajetórias retas, é
Os pontos x, y, z, k e w são pontos da circunferência λ de centro P e raio 2 cm. As semi-retas r, s e t são concorrentes em Q e, conforme indica a figura, passam por x, y, z, w, k e P. Sabe-se ainda que s divide ao meio o ângulo agudo formado por r e t com vértice em Q.
Com relação à situação descrita, é correto afirmar que a distância entre
Atenção: A questão refere-se ao texto apresentado abaixo.
A Laptop Designed to Take a Licking and Keep on Ticking
By JOHN BIGGS
“All terrain” is not usually a designation associated with things as delicate as hard drives and high-speed memory chips. Dell, however, is betting that its Latitude ATG D620 − the ATG stands for All-Terrain Grade − can change that.
The ATG D620, which Dell says is designed to military specifications, includes a spill-resistant keyboard, heavy-duty case and 14-inch screen, which is visible in direct sunlight. It weighs about 6 pounds with the optical disk drive and battery installed, and is about 2 inches thick.
The laptop comes in a metal-and-black finish with protective coverings on its serial, video out, modem, Ethernet and four U.S.B. ports.
Inside the hard shell is an Intel Core 2 Duo processor, running at up to 2 gigahertz, and up to 4 gigabytes of memory. The least expensive model ($2,499) runs at 1.6 gigahertz and includes an 80-gigabyte drive and 512 megabytes of memory.
Dell includes a fingerprint scanner for security, while military and other security-conscious users can enable the laptop’s built-in Smart Card reader and other data encryption technology.
...... it won’t survive a dunk in the deep, the ATG D620 can survive a splash of mud or a good, hard drop.
(Adapted from The New York Times, January 25, 2007)
Segundo o texto, o ATG D620
Atenção: A questão refere-se ao texto apresentado abaixo.
A Laptop Designed to Take a Licking and Keep on Ticking
By JOHN BIGGS
“All terrain” is not usually a designation associated with things as delicate as hard drives and high-speed memory chips. Dell, however, is betting that its Latitude ATG D620 − the ATG stands for All-Terrain Grade − can change that.
The ATG D620, which Dell says is designed to military specifications, includes a spill-resistant keyboard, heavy-duty case and 14-inch screen, which is visible in direct sunlight. It weighs about 6 pounds with the optical disk drive and battery installed, and is about 2 inches thick.
The laptop comes in a metal-and-black finish with protective coverings on its serial, video out, modem, Ethernet and four U.S.B. ports.
Inside the hard shell is an Intel Core 2 Duo processor, running at up to 2 gigahertz, and up to 4 gigabytes of memory. The least expensive model ($2,499) runs at 1.6 gigahertz and includes an 80-gigabyte drive and 512 megabytes of memory.
Dell includes a fingerprint scanner for security, while military and other security-conscious users can enable the laptop’s built-in Smart Card reader and other data encryption technology.
...... it won’t survive a dunk in the deep, the ATG D620 can survive a splash of mud or a good, hard drop.
(Adapted from The New York Times, January 25, 2007)
No texto, security-conscious users são usuários que
Atenção: A questão refere-se ao texto apresentado abaixo.
A Laptop Designed to Take a Licking and Keep on Ticking
By JOHN BIGGS
“All terrain” is not usually a designation associated with things as delicate as hard drives and high-speed memory chips. Dell, however, is betting that its Latitude ATG D620 − the ATG stands for All-Terrain Grade − can change that.
The ATG D620, which Dell says is designed to military specifications, includes a spill-resistant keyboard, heavy-duty case and 14-inch screen, which is visible in direct sunlight. It weighs about 6 pounds with the optical disk drive and battery installed, and is about 2 inches thick.
The laptop comes in a metal-and-black finish with protective coverings on its serial, video out, modem, Ethernet and four U.S.B. ports.
Inside the hard shell is an Intel Core 2 Duo processor, running at up to 2 gigahertz, and up to 4 gigabytes of memory. The least expensive model ($2,499) runs at 1.6 gigahertz and includes an 80-gigabyte drive and 512 megabytes of memory.
Dell includes a fingerprint scanner for security, while military and other security-conscious users can enable the laptop’s built-in Smart Card reader and other data encryption technology.
...... it won’t survive a dunk in the deep, the ATG D620 can survive a splash of mud or a good, hard drop.
(Adapted from The New York Times, January 25, 2007)
Segundo o texto, qual das alternativas abaixo NÃO tem relação com possíveis danos que o ATG D620 possa sofrer?
Conheça nossos planos