READ TEXT I AND ANSWER QUESTION:

TEXT I

Brazilian appeals court reverses airplane ban

SAO PAULO, Brazil - An appeals court on Wednesday overturned a ban on large passenger jets at Brazil’s busiest airport that had been set by a judge citing safety concerns.

The federal court ruled the ban on three types of planes was too harsh because it would have severe economic ramifications, and that there were not enough safety concerns to prevent the planes from landing and taking off at Congonhas airport.

The court sided with Brazilian Civil Aviation Authority, or ANAC, which said that measures are being taken to improve a runway that has proven too short for some jets when it rains heavily.

(from http://www.msnbc.msn.com/id/17013807/ March 10, 2007)

According to the text, ANAC and the Federal Court:

READ TEXT II AND ANSWER QUESTION

TEXT II

Legal Developments in International Civil Aviation

Much of the law regarding civil aviation has been developed through a combination of domestic laws and international agreements between the United States and other nations. In 1992, the United States Department of Transportation (DOT) introduced the “Open Skies” initiative and began negotiating and entering into modern civil aviation agreements with foreign countries, as well as individual members of the European Union (EU). As a result of a 2002 European Court of Justice ruling that several portions of these “Open Skies” Agreements violated EU law, the United States and the EU have been negotiating a new Open Skies

Agreement. A tentative agreement appears to exist between the parties that if enacted would, among other things, allow every EU and U.S. airline to fly between every city in the European Union and every city in the United States and would permit U.S. and EU airlines to determine the number of flights, their routes, and fares

according to market demand.

Despite this development, there appears to remain several areas of international civil aviation law that the tentative agreementdoes not address. Among them are the issues of foreign ownership and control, participation in the Civil Reserve Air Fleet Program, and cabotage. Presently, U.S. law requires that to operate as an air carrier in the United States, an entity must be a citizen of the United States. To be considered a citizen for civil aviation purposes, an entity must be owned either by an individual U.S. citizen, a partnership of persons who are each U.S. citizens, or a

corporation (1) whose president and at least two-thirds of the board of directors and other managing officers are U.S. citizens, (2) that is under the actual control of U.S. citizens, and (3) has at least 75 percent of its stock owned or controlled by U.S. citizens. Recently, however, the DOT released a Notice of Proposed Rulemaking (NPRM) that would change its interpretation of what constitutes “actual control.” If adopted, this new interpretation could have major implications for U.S. and international civil aviation.

(from //www.fas.org/sgp/crs/misc/RL33255.pdf, March 10, 2007)

When the text says the agreements “violated EU laws” it means the laws were:

READ TEXT II AND ANSWER QUESTION

TEXT II

Legal Developments in International Civil Aviation

Much of the law regarding civil aviation has been developed through a combination of domestic laws and international agreements between the United States and other nations. In 1992, the United States Department of Transportation (DOT) introduced the “Open Skies” initiative and began negotiating and entering into modern civil aviation agreements with foreign countries, as well as individual members of the European Union (EU). As a result of a 2002 European Court of Justice ruling that several portions of these “Open Skies” Agreements violated EU law, the United States and the EU have been negotiating a new Open Skies

Agreement. A tentative agreement appears to exist between the parties that if enacted would, among other things, allow every EU and U.S. airline to fly between every city in the European Union and every city in the United States and would permit U.S. and EU airlines to determine the number of flights, their routes, and fares

according to market demand.

Despite this development, there appears to remain several areas of international civil aviation law that the tentative agreementdoes not address. Among them are the issues of foreign ownership and control, participation in the Civil Reserve Air Fleet Program, and cabotage. Presently, U.S. law requires that to operate as an air carrier in the United States, an entity must be a citizen of the United States. To be considered a citizen for civil aviation purposes, an entity must be owned either by an individual U.S. citizen, a partnership of persons who are each U.S. citizens, or a

corporation (1) whose president and at least two-thirds of the board of directors and other managing officers are U.S. citizens, (2) that is under the actual control of U.S. citizens, and (3) has at least 75 percent of its stock owned or controlled by U.S. citizens. Recently, however, the DOT released a Notice of Proposed Rulemaking (NPRM) that would change its interpretation of what constitutes “actual control.” If adopted, this new interpretation could have major implications for U.S. and international civil aviation.

(from //www.fas.org/sgp/crs/misc/RL33255.pdf, March 10, 2007)

The statement “Despite this development” may be considered:

READ TEXT II AND ANSWER QUESTION

TEXT II

Legal Developments in International Civil Aviation

Much of the law regarding civil aviation has been developed through a combination of domestic laws and international agreements between the United States and other nations. In 1992, the United States Department of Transportation (DOT) introduced the “Open Skies” initiative and began negotiating and entering into modern civil aviation agreements with foreign countries, as well as individual members of the European Union (EU). As a result of a 2002 European Court of Justice ruling that several portions of these “Open Skies” Agreements violated EU law, the United States and the EU have been negotiating a new Open Skies

Agreement. A tentative agreement appears to exist between the parties that if enacted would, among other things, allow every EU and U.S. airline to fly between every city in the European Union and every city in the United States and would permit U.S. and EU airlines to determine the number of flights, their routes, and fares

according to market demand.

Despite this development, there appears to remain several areas of international civil aviation law that the tentative agreementdoes not address. Among them are the issues of foreign ownership and control, participation in the Civil Reserve Air Fleet Program, and cabotage. Presently, U.S. law requires that to operate as an air carrier in the United States, an entity must be a citizen of the United States. To be considered a citizen for civil aviation purposes, an entity must be owned either by an individual U.S. citizen, a partnership of persons who are each U.S. citizens, or a

corporation (1) whose president and at least two-thirds of the board of directors and other managing officers are U.S. citizens, (2) that is under the actual control of U.S. citizens, and (3) has at least 75 percent of its stock owned or controlled by U.S. citizens. Recently, however, the DOT released a Notice of Proposed Rulemaking (NPRM) that would change its interpretation of what constitutes “actual control.” If adopted, this new interpretation could have major implications for U.S. and international civil aviation.

(from //www.fas.org/sgp/crs/misc/RL33255.pdf, March 10, 2007)

either in “either by an individual U.S. citizen” signals to the reader that there will be a(n):

READ TEXT II AND ANSWER QUESTION

TEXT II

Legal Developments in International Civil Aviation

Much of the law regarding civil aviation has been developed through a combination of domestic laws and international agreements between the United States and other nations. In 1992, the United States Department of Transportation (DOT) introduced the “Open Skies” initiative and began negotiating and entering into modern civil aviation agreements with foreign countries, as well as individual members of the European Union (EU). As a result of a 2002 European Court of Justice ruling that several portions of these “Open Skies” Agreements violated EU law, the United States and the EU have been negotiating a new Open Skies

Agreement. A tentative agreement appears to exist between the parties that if enacted would, among other things, allow every EU and U.S. airline to fly between every city in the European Union and every city in the United States and would permit U.S. and EU airlines to determine the number of flights, their routes, and fares

according to market demand.

Despite this development, there appears to remain several areas of international civil aviation law that the tentative agreementdoes not address. Among them are the issues of foreign ownership and control, participation in the Civil Reserve Air Fleet Program, and cabotage. Presently, U.S. law requires that to operate as an air carrier in the United States, an entity must be a citizen of the United States. To be considered a citizen for civil aviation purposes, an entity must be owned either by an individual U.S. citizen, a partnership of persons who are each U.S. citizens, or a

corporation (1) whose president and at least two-thirds of the board of directors and other managing officers are U.S. citizens, (2) that is under the actual control of U.S. citizens, and (3) has at least 75 percent of its stock owned or controlled by U.S. citizens. Recently, however, the DOT released a Notice of Proposed Rulemaking (NPRM) that would change its interpretation of what constitutes “actual control.” If adopted, this new interpretation could have major implications for U.S. and international civil aviation.

(from //www.fas.org/sgp/crs/misc/RL33255.pdf, March 10, 2007)

The subject of “if enacted” is:

READ TEXT II AND ANSWER QUESTION

TEXT II

Legal Developments in International Civil Aviation

Much of the law regarding civil aviation has been developed through a combination of domestic laws and international agreements between the United States and other nations. In 1992, the United States Department of Transportation (DOT) introduced the “Open Skies” initiative and began negotiating and entering into modern civil aviation agreements with foreign countries, as well as individual members of the European Union (EU). As a result of a 2002 European Court of Justice ruling that several portions of these “Open Skies” Agreements violated EU law, the United States and the EU have been negotiating a new Open Skies

Agreement. A tentative agreement appears to exist between the parties that if enacted would, among other things, allow every EU and U.S. airline to fly between every city in the European Union and every city in the United States and would permit U.S. and EU airlines to determine the number of flights, their routes, and fares

according to market demand.

Despite this development, there appears to remain several areas of international civil aviation law that the tentative agreementdoes not address. Among them are the issues of foreign ownership and control, participation in the Civil Reserve Air Fleet Program, and cabotage. Presently, U.S. law requires that to operate as an air carrier in the United States, an entity must be a citizen of the United States. To be considered a citizen for civil aviation purposes, an entity must be owned either by an individual U.S. citizen, a partnership of persons who are each U.S. citizens, or a

corporation (1) whose president and at least two-thirds of the board of directors and other managing officers are U.S. citizens, (2) that is under the actual control of U.S. citizens, and (3) has at least 75 percent of its stock owned or controlled by U.S. citizens. Recently, however, the DOT released a Notice of Proposed Rulemaking (NPRM) that would change its interpretation of what constitutes “actual control.” If adopted, this new interpretation could have major implications for U.S. and international civil aviation.

(from //www.fas.org/sgp/crs/misc/RL33255.pdf, March 10, 2007)

According to the text, law in civil aviation is mostly based on:

READ TEXT I AND ANSWER QUESTION:

TEXT I

Brazilian appeals court reverses airplane ban

SAO PAULO, Brazil - An appeals court on Wednesday overturned a ban on large passenger jets at Brazil’s busiest airport that had been set by a judge citing safety concerns.

The federal court ruled the ban on three types of planes was too harsh because it would have severe economic ramifications, and that there were not enough safety concerns to prevent the planes from landing and taking off at Congonhas airport.

The court sided with Brazilian Civil Aviation Authority, or ANAC, which said that measures are being taken to improve a runway that has proven too short for some jets when it rains heavily.

(from http://www.msnbc.msn.com/id/17013807/ March 10, 2007)

The verb form in “are being taken” is in the same form as in:

READ TEXT II AND ANSWER QUESTION

TEXT II

Legal Developments in International Civil Aviation

Much of the law regarding civil aviation has been developed through a combination of domestic laws and international agreements between the United States and other nations. In 1992, the United States Department of Transportation (DOT) introduced the “Open Skies” initiative and began negotiating and entering into modern civil aviation agreements with foreign countries, as well as individual members of the European Union (EU). As a result of a 2002 European Court of Justice ruling that several portions of these “Open Skies” Agreements violated EU law, the United States and the EU have been negotiating a new Open Skies

Agreement. A tentative agreement appears to exist between the parties that if enacted would, among other things, allow every EU and U.S. airline to fly between every city in the European Union and every city in the United States and would permit U.S. and EU airlines to determine the number of flights, their routes, and fares

according to market demand.

Despite this development, there appears to remain several areas of international civil aviation law that the tentative agreementdoes not address. Among them are the issues of foreign ownership and control, participation in the Civil Reserve Air Fleet Program, and cabotage. Presently, U.S. law requires that to operate as an air carrier in the United States, an entity must be a citizen of the United States. To be considered a citizen for civil aviation purposes, an entity must be owned either by an individual U.S. citizen, a partnership of persons who are each U.S. citizens, or a

corporation (1) whose president and at least two-thirds of the board of directors and other managing officers are U.S. citizens, (2) that is under the actual control of U.S. citizens, and (3) has at least 75 percent of its stock owned or controlled by U.S. citizens. Recently, however, the DOT released a Notice of Proposed Rulemaking (NPRM) that would change its interpretation of what constitutes “actual control.” If adopted, this new interpretation could have major implications for U.S. and international civil aviation.

(from //www.fas.org/sgp/crs/misc/RL33255.pdf, March 10, 2007)

The underlined expression in “as well as individual members” marks an:

READ TEXT II AND ANSWER QUESTION

TEXT II

Legal Developments in International Civil Aviation

Much of the law regarding civil aviation has been developed through a combination of domestic laws and international agreements between the United States and other nations. In 1992, the United States Department of Transportation (DOT) introduced the “Open Skies” initiative and began negotiating and entering into modern civil aviation agreements with foreign countries, as well as individual members of the European Union (EU). As a result of a 2002 European Court of Justice ruling that several portions of these “Open Skies” Agreements violated EU law, the United States and the EU have been negotiating a new Open Skies

Agreement. A tentative agreement appears to exist between the parties that if enacted would, among other things, allow every EU and U.S. airline to fly between every city in the European Union and every city in the United States and would permit U.S. and EU airlines to determine the number of flights, their routes, and fares

according to market demand.

Despite this development, there appears to remain several areas of international civil aviation law that the tentative agreementdoes not address. Among them are the issues of foreign ownership and control, participation in the Civil Reserve Air Fleet Program, and cabotage. Presently, U.S. law requires that to operate as an air carrier in the United States, an entity must be a citizen of the United States. To be considered a citizen for civil aviation purposes, an entity must be owned either by an individual U.S. citizen, a partnership of persons who are each U.S. citizens, or a

corporation (1) whose president and at least two-thirds of the board of directors and other managing officers are U.S. citizens, (2) that is under the actual control of U.S. citizens, and (3) has at least 75 percent of its stock owned or controlled by U.S. citizens. Recently, however, the DOT released a Notice of Proposed Rulemaking (NPRM) that would change its interpretation of what constitutes “actual control.” If adopted, this new interpretation could have major implications for U.S. and international civil aviation.

(from //www.fas.org/sgp/crs/misc/RL33255.pdf, March 10, 2007)

The underlined expression in “the tentative agreement does not address” can be replaced by:

TEXTO – MAQUIAGEM

Nesta época, no ano passado, começou a se constatar nas prateleiras dos supermercados uma “maquiagem” de produtos. Consistia, basicamente, em reduzir a quantidade de mercadoria embalada, mantendo o preço de venda.

O assunto despertou celeuma entre associações de consumidores, fábricas e autoridades governamentais. O Ministério da Justiça acabou por reagir, multando empresas que, segundo seu entendimento, haviam ludibriado a boa-fé dos consumidores. Um ano depois, pode-se dizer que houve alguma melhora na situação.

Houve alguma confusão acerca do que estava errado na prática da “maquiagem”. Uma empresa tem todo direito de diminuir, quando e quanto quiser, o volume contido na embalagem de seus produtos. O que estava errado na prática da “maquiagem”, e que configura um desrespeito ao Código de Defesa do Consumidor, era que as empresas mudaram os seus produtos sem avisar clara e antecipadamente o consumidor do que estavam fazendo.

Nem todas as “maquiagens” foram desfeitas, mas o resultado daqueles embates, um ano depois, serviu para fortalecer ainda mais a cultura de que o cidadão, enquanto consumidor, tem uma série de direitos que têm de ser respeitados.

Folha de São Paulo, dezembro de 2002

O segundo período do primeiro parágrafo do texto: