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작성자똘아이 조회 3회 작성일 2021-04-07 23:20:26 댓글 0

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KOREAN TOPIK. 한국어능력시험 듣기 23회 중급. INTERMEDIATE

Topik.Korean topik. Intermediate level.듣기 23회
Practice test.
한국어능력시험 듣기 토픽 연습. http://www.topik.go.kr/ -International examination on Korean language
Attention all students who are learning the Korean language and want to get an international certificate!

Recently exam ownership Korean language global changes have occurred, both in structure and in content. You could even say that everything has changed, what used to prepare foreigners on training courses for delivery ekzmena what wrote the book with examples of tests, and all sites with examples of past exam questions have become useless.
Examination of the new standard will be carried out starting with 35 (thirty-fifth) of the account ekzmena, which will be held in July. This means that if you take it in April 2014 (34th exam), then you do not have to worry about anything - there is nothing changes. And the structure and the content remains the same for this exam.
Changes in levels of TOPIK: there were three levels in the old format - beginner, intermediate and high. In each level there were two sublevels. Thus, the first and second "gypy" - starting level, the third and fourth - "average", and the fifth and sixth - high. These six levels ( "gypov") also remained in the structure of the exam, but now the number of test levels dropped to two, called TOPIK I (podurovni1-2) [한국어 능력 시험 Ⅰ (1 ~ 2 급)] and TOPIK II ( sublevels 3-6) [한국어 능력 시험 ⅱ (3 ~ 6 급)]. That is, medium and high levels are now merged.
Changes in the sections TOPIK exam: As we know, in the old format was divided into four sections - "grammar and vocabulary", "email", "listening" and "reading". In the current entry-level exam removed the first two sections of "grammar and vocabulary", as a "letter" .Such way in the entry-level exam have only two sections - "reading" and "listening." And TOPIK II (sub-levels 3-6), combined medium- and high-level examination and left three sections - "reading", "hearing" and "letter". That is, according to many, ekzmen became easier - and it's fun.
Changes to the issues in time and estimates: there were thirty questions with sample data from several responses in the "grammar and vocabulary" in the old format. Ten of the same issues in the "letter" and 4-6 questions with detailed written answers. In the new format TOPIK I only 70 questions with answers, suggesting a choice of several responses Information: "Reading" - 40 questions, "listening" - 30 questions. Evaluated he dvuhsotballnoy system and now takes 100 minutes to time. In the exam TOPIK II is now 104 questions. "Reading" - 50 questions, "listening" - 50 questions. And the "letter" - 4 deployed written response to questions. It is estimated at 300-point system, and takes time to 180 minutes.
Changes in calculating a passing score: used for the exam was enough to score a minimum number of 40 points in each of the 4 sections to pass sub-levels 1, 3 or 5. score 50 points to pass the sublevels of 2, 4 or 6. If an average score above 50 for 1, 3, 5 and 70 above for 2, 4 and 6 levels. This means that if you type in any of the sections of 39 points, it does not overwhelm the entire test. This rule is not available. That is now to pass an examination you need to collect 70 percent of the highest scores in all sections in total. So even after covering one of the sections, you still have a chance to pass the exam well.
The frequency of TOPIK exam: up to 2013 test was conducted four times a year in Korea (January, April, June, October) and twice a year abroad (April and October). Now Korea's test will be carried out 5 times a year (January, April, July, October, November). Outside Korea, everything remains the same.

CNN Misled by Ethiopian Airlines P.R. Dept, Chief Pilot and "Anonymous Source".

Ethiopian Airlines’ PR department arranged for a CNN reporter to visit their facility to ‘fly’ in their 737 MAX simulator (configured as the MAX 8).

In this video, the CNN reporter gets totally snowed by the Ethiopian Airlines Chief Pilot with the help of the quoted ‘anonymous source’. We are told there is no way to “deal with MCAS” and the pilots know very little about MCAS. A deception that CNN falls for. Of course, CNN does not know the right questions to ask. The preliminary crash report confirms there is a checklist (and publishes it) that pilots must know to deal with stabilizer trim runaways.

Ethiopian airlines have intentionally been very hush hush about their low time copilots and their ‘incentivized’ Aviation Academy which mostly trains kids of the elite rich from the region to become commercial and airline pilots with optional jetliner type ratings at a VERY HIGH PRICE TAG. It is a serious income generator for the airline and provides a pool of young pilots for future hire. Trainees have the incentive of possibly being put straight into the right seat (copilot) of an Ethiopian Airlines airliner like the 737 MAX 8 upon graduation from the commercial pilot program with NO JOB EXPERIENCE - ONLY 200 hours combined flight and simulator time. This is a major safety compromising shortcut, understandably not available to pilots in Canada and the United States where high hiring standards will require an Airline Transport Pilot License or equivalent (minimum 1500 hours) and typically many many more hours, significant experience with multi-engine aircraft including as pilot in command, turbine engine experience and other career experience.

The low time of the ET302 flight’s co-pilot (approx 350 hours) was truly shocking as famed pilot Capt. Chesley “Sully” Sullenberger pointed out. The co-pilot plays a CRITICAL function in the safety of the aircraft, especially in EMERGENCY situations where experienced, clear heads are needed to concisely communicate and identify malfunctions and follow the designated emergency checklist.

The reporter, clearly unfamiliar with aviation or what pilots actually do in the cockpit, completely misses the opportunity to ask the chief pilot about key questions such as:

- what an MCAS induced stabilizer trim runaway is and how it can be stopped;
- a demonstration of the emergency checklist for a stabilizer runaway;
- will switching the STAB TRIM cutoff to OFF disable MCAS?;
- although the ET302 pilots did disabled the STAB TRIM initially, did they turn it back on making the situation worse?;
- what is the ‘Training Academy’ and how is it inter-linked to Ethiopian Airlines line pilots?;
- what level of experience must pilots have to fly at Ethiopian Airlines?;
- would having a very low experience co-pilot created confusion for the ET302 captain?
- are Ethiopian Airlines pilots fully trained and versed in modern industry standard Cockpit Resource Management (CRM) principles?

The Chief Pilot is, literally, the head pilot and is, amongst other things, responsible for the hiring, supervision, training and currency of all the pilots at Ethiopian Airlines AND the safety of the aircraft. He puts on a show to deflect interest away from the airline and to imply that Boeing is responsible for the crash. The chief pilot shamelessly flops around the QREF in a befuddled manner saying there is no procedure to deal with MCAS... the chief pilot!

THIS IS OUTRIGHT DECEPTION - A CHARADE FOR THE CAMERAS OF CNN.

There is a very short emergency checklist for stabilizer runaway which, in fact, does not require ANY knowledge about the MCAS system. It is a very effective catch-all procedure regardless of what causes the stabilizer runaway (eg. autopilot, trim, MCAS or other flight augmentation). If the pilots are highly challenged by the emergency, they can skip all but the last item on the checklist - STAB TRIM cutoff - which will immediately disconnect the electrical stabilizer motor thus disabling ALL uncommanded or autonomous or erroneous inputs to the stabilizer and allow the pilots to manually control the stabilizer with NO INTERFERENCE. Note: if not promptly executed, the pilots may find the trim so far in the pitch down position, it may be very difficult to manually correct it. Something that will be looked at I'm sure.

THIS CHECKLIST IS A MEMORY ITEM CHECKLIST. YOU CANNOT BE TYPE RATED ON ANY 737 WITHOUT RECITING/DEMONSTRATING THE CHECKLIST IN CLASS, IN A WRITTEN EXAM, IN THE SIMULATOR AND ON YOUR SIMULATOR RIDE (PRACTICAL EXAMINATION).

IRONICALLY, the cameraman, zooms in on two of the checklist items (autopilot cutoff and autothrottle cutoff) and the critical STAB TRIM cutoff switches can clearly be seen in the lower part of the video a few times.

Regardless of the actual cause or chain of events causing the crash, the practice of low time pilots with no experience or a diversity of flying experience being put in the cockpit should be a public conversation.

Overview: Microsoft Cloud App Security (CASB)

This is an overview presentation of Microsoft's Cloud Access Security Broker (CASB): Microsoft Cloud App Security (MCAS). Please feel free to read more on my blog at www.mattsoseman.com and if you have questions let me know in the comments below!

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