Según mi teacher de Notingham
hay 4 cerdos por cada danés
la gracia está en que no recuerdo cómo lo ha expuesto en Inglés pero ha hecho un juego de palabras en el que se podía entender que los daneses son unos cerdos
oleole
sábado, 20 de noviembre de 2010
terroncitos
El azúcar lo venden en el 90% de los casos en terroncitos.
Como se acerca la Navidad el envoltorio es rojito navideño.
Por cierto, en Dinamarca las cenas de Navidad empiezan en Diciembre y hacen como mil y una antes del día 25.
cortes de pelo
Cómo averiguar con un total de 95% de certeza si alguien ( un tío ) ha vuelto a su país natal durante estos 3 meses??
Fácil, fíjate en cuán largo tiene el pelo.
Pelo largo y desordenado -à no se han movido de Dinamarca
Pelo corto à volvieron a casa
El otro 5% o ha pagado unos 100000000000000000 Coronas a un peluquero de aquí o bien ha dejado que experimenten sus compañeros de habitación al modo Llongueras.
A mí me han ofrecido teñirme el pelo de Azul. He de decir que siempre quise teñirme de Azul ( pero en plan reflejos) , me hace gracia xe.
El caso es que no me fío, no me gustaría verme como un Pitufo….
Tengo el pelo tan largo como estropeado.
Mamà, te va encantar lo gitana que estic feta!
viernes, 19 de noviembre de 2010
emoticonos
The most widely used is :)
Other common ones are :( (frowning)
:-> biting sarcasm
;-) winky smile
Less common ones are : *) ( user is drunk)
:´( ( user is crying)
+:-& ( user is tongue-tied)
+:-& ( user is tongue-tied)
Acronyms are also used to save time and space
TTBOMK ( to the best of my knowledge)
ROFL ( rolling on floor laughing)
TANJ ( there ain´t no justice)
Concorde
Uno de los textos interesantes de clase de inglés ( igual me parece interesante porque el nivel es bajo y lo entiendo y todo...) Vale, si no fuera mis deberes igual yo tampoco lo leería. Lo publico porque me sirve de recuerdo
Concorde
One of the best-loved engineering design projects of the 20th century, CONCORDE (1976-2003) is a rare example of successful international collaboration. Its Anglo-French designers produced the world’s first supersonic commercial passenger aircraft which at its fastest flew from New York to London in less than three hours.
When the British government established the Supersonic Transport Aircraft Committee in 1956 to explore the possibility of developing the world’s first passenger aircraft able to fly faster than the speed of sound, it could take as long as eighteen hours for a commercial jet to fly from London to New York.
It was to take nearly twenty years for the committee’s work to culminate in the first commercial flight of a supersonic aircraft, but the subsequent performance of that jet, Concorde, exceeded even the most optimistic expectations. Routinely flying faster than twice the speed of sound, Concorde sported a take-off speed of 250 mph (400 kmph) and a cruising speed of 1,350 mph (2,160 kmph) at an altitude of up to 60,000 feet, twice the height of Mount Everest. At its fastest on 7 February 1996, Concorde flew from New York to London in just 2 hours, 52 minutes and 59 seconds, less than a sixth of the time that the same journey would have taken by air in 1956.
Hailed for its beauty as well as its speed, Concorde seemed to belong less to the modern world than to the future. During 27 years of commercial service from 1976 to 2003, it became one of the best-loved engineering design projects of the 20th century. An exemplar of technological excellence, Concorde struck such a strong emotional chord with the public that children cheered whenever they spotted it in the sky.
Concorde was Britain and France’s response to the space race in which the US and the Soviet Union had battled for supremacy throughout the late 1950s and 1960s. Aircraft production had flourished during World War II, and in the late 1940s and 1950s many of the technologies developed for military use were adapted to make passenger aircraft faster and more powerful. The next logical step was to develop a supersonic passenger aircraft capable of flying faster than the speed of sound. The British government formed the Supersonic Transport Aircraft Committee in 1956 and the Bristol Aeroplane Company started work on the development of the Type 233 supersonic jet. The French were pursuing the same goal with Sud Aviation’s Super-Caravelle and, in 1962, the two countries decided to collaborate in the interests of efficiency and economy.
The agreement was formalised as a treaty between the British and French governments, rather than a commercial contract. By this time both the Bristol Aeroplane Company and Sud Aviation had merged with other companies to become the British Aircraft Corporation and Aerospatiale respectively. The name Concorde was first used by President De Gaulle of France in 1963, and the British initially spelt it without an ‘e’. In 1967 Tony Benn, the minister for technology, announced that Britain would adopt the French spelling and squashed nationalistic protests by proclaiming that the ‘e’ stood for “excellence, England, Europe and entente (cordiale)”. When an irate Scot wrote an angry letter demanding to know what ‘e’ represented to his country, Benn replied that it was ‘Ecosse’, the French word for Scotland.
The technical challenges facing the British engineers at Filton, Gloucestershire and their French peers in Toulouse were immense, as were the political and economic problems that dogged the project from the start. When the collaboration began in 1962 Concorde was expected to cost between £150 and £170 million. The first prototype was scheduled to fly in late 1966 and the Certificate of Airworthiness to be issued at the end of 1969. France was to complete 60% of the work on the airframe and 40% of the engine, and Britain 40% of the airframe and 60% of the engine.
In reality the project was so complex that it took much longer and cost far more. The radical implications of Concorde’s extraordinary speed for its weight, shape, noise and components meant that every element of its design was dramatically different from that of a conventional jet, as were the safety requirements. An early design decision was that its wings should be a slender, swept-back triangular shape, rather than rectangular like a Boeing 747’s, to allow Concorde to move easily through the air at exceptionally high speed. These triangular or ‘delta’ wings not only optimised speed by reducing drag, but provided sufficient lift for take-off and landing at subsonic speed, and enough stability during flight to eradicate the need to install horizontal stabilisers on the tail.
The shape of the wings had important implications for the design of one of Concorde’s most famous features – its long needle-shaped nose. A delta-winged aircraft has to take off and land at steeper angles than one with rectangular wings, and Concorde’s pilots would have been unable to see the runway if its nose had been conventional in shape. To resolve this and to maximise aerodynamic efficiency, Concorde’s nose was designed to tilt by 13 degrees. During flight the nose was raised, and when Concorde landed it was lowered to give the pilots an unobstructed view of the runway.
The problem of the noise emitted by the powerful engines developed for Concorde by Rolls-Royce in Britain and SNECMA in France proved less tractable. It was a struggle from the start to secure approval for Concorde to be permitted to fly to and from New York, and the noise issue meant that the number of airports where it was authorised to operate remained restricted.
Similarly, Concorde’s development was marked by the struggle to squeeze in as many seats and as much cargo as possible, to optimise its potential for income generation, while minimising its size and weight. Made mostly from aluminium, the resulting aircraft was 203 feet 9 inches (62.1 metres) long, 37 feet 1 inch (11.3 metres) high with a wingspan of 83 feet 8 inches (25.5 metres). Concorde stretched between 6 and 10 inches during flight as the airframe heated – with the cabin becoming perceptibly warmer – even though it was coated in a white paint specially developed to dissipate the heat.
In an era when luxury was still equated with the grandeur of size, one of the most surprising elements to Concorde passengers was to discover that the cabin was so small, as were the seats. The cabin was only 1.8 metres high with space for just 100 seats – 40 in the front section and 60 in the rear – with no space for overhead storage, which meant that cabin baggage was tightly restricted. Each seat on Concorde was considerably narrower than its equivalent in the first and business class cabins of British Airways and Air France. As Concorde only flew during the day, its compact seats did not cause too much discomfort as passengers did not sleep on them overnight.
Each of the four Rolls-Royce/SNECMA Olympus 593 engines produced 38,000 pounds of thrust. The most powerful pure jet engines in commercial flight, they used reheat technology to add fuel to the final stage of the journey, thereby providing extra power for take-off and for the transition to supersonic flight. Part of the fun for Concorde passengers was hearing the pilot’s description of its progress during the flight as it gathered speed and gained height, eventually cruising at Mach 2, 1,350 mph or 2,160 kmph, twice the speed of sound, as high as 60,000 feet or twice the height of Mount Everest.
Each Concorde had a range of 4,143 miles (6,667 km) and the capacity to carry 26,286 gallons (119,500 litres) of fuel. Typically it consumed some 5,638 gallons (25,629 litres) of fuel during each hour of flight.
On 2 March 1969, Concorde 001 set off on its first test flight from Toulouse and the first supersonic flight was completed on 1 October that year. It then took another six years to secure the Certificate of Airworthiness. The testing of Concorde was unprecedented and is still unsurpassed today. The prototype, pre-production and first production aircraft undertook 5,335 flight hours, some 2,000 of which were supersonic. As a result Concorde was submitted to four times as many tests as standard commercial aircraft.
The delays and political problems – from successive changes of British governments, to the sustained disapproval of Britain’s principal ally, the US – contributed to an escalation of the development budget, which is believed to have reached to £1 billion by 1976, when Concorde finally began commercial flights. At the start of the Anglo-French collaboration, airlines from over a dozen countries had expressed interest in ordering Concorde, but by the end of its development only two remained, British Airways and Air France.
Bookings opened for the first commercial supersonic flights on 14 October 1975. The British Airways Concorde flew from London to Bahrain on 21 January 1976 and the Air France Concorde from Paris from Rio de Janeiro. As flights to New York were banned because of noise concerns, British Airways and Air France began Concorde’s US flights to Washington, but by late 1977 New York had succumbed by allowing Concorde to fly there.
A total of 20 Concordes were constructed: six for development and 14 for commercial service. More than 2.5 million passengers flew supersonically on the British Airways Concorde alone between 1976 and 2003. A typical flight from London to New York was three hours and 20 minutes, compared with seven hours for a Boeing 747 jumbo jet. As Concorde flew twice as high as conventional long haul jets, turbulence was rare and passengers could see the curvature of the earth through the windows. Nicknamed ‘Big Bird’, Concorde was cherished as a national design treasure in both Britain and France, and was soon used for celebratory flypasts on special occasions.
Concorde held the distinction of being the world’s safest working passenger aircraft until 25 July 2000 when Air France Flight 4590 crashed in France killing 113 people including all of the passengers and flight crew. Air France suspended Concorde flights, as did British Airways. After an overhaul British Airways resumed flights on 11 September 2001. On the same day, the World Trade Center in New York was destroyed by terrorists. International travel declined steeply and the relaunched Concorde struggled financially.
Another problem was that, as no supersonic competitors had emerged, there had been no pressure to upgrade Concorde or to invest in new suppliers and sub-contractors. As a result, maintenance costs had risen steadily and keeping Concorde in flight was increasingly expensive. On 10 April 2003, British Airways and Air France announced that they were withdrawing Concorde from service by the end of the year. On 24 October 2003 Concorde completed its final supersonic flight as the world’s fastest passenger aircraft.
© Design Museum, 2006
Concorde
Supersonic Passenger Aircraft (1976-2003)
Designing Modern Britain - Design Museum
Until 26 November 2006
Designing Modern Britain - Design Museum
Until 26 November 2006
When the British government established the Supersonic Transport Aircraft Committee in 1956 to explore the possibility of developing the world’s first passenger aircraft able to fly faster than the speed of sound, it could take as long as eighteen hours for a commercial jet to fly from London to New York.
It was to take nearly twenty years for the committee’s work to culminate in the first commercial flight of a supersonic aircraft, but the subsequent performance of that jet, Concorde, exceeded even the most optimistic expectations. Routinely flying faster than twice the speed of sound, Concorde sported a take-off speed of 250 mph (400 kmph) and a cruising speed of 1,350 mph (2,160 kmph) at an altitude of up to 60,000 feet, twice the height of Mount Everest. At its fastest on 7 February 1996, Concorde flew from New York to London in just 2 hours, 52 minutes and 59 seconds, less than a sixth of the time that the same journey would have taken by air in 1956.
Hailed for its beauty as well as its speed, Concorde seemed to belong less to the modern world than to the future. During 27 years of commercial service from 1976 to 2003, it became one of the best-loved engineering design projects of the 20th century. An exemplar of technological excellence, Concorde struck such a strong emotional chord with the public that children cheered whenever they spotted it in the sky.
Concorde was Britain and France’s response to the space race in which the US and the Soviet Union had battled for supremacy throughout the late 1950s and 1960s. Aircraft production had flourished during World War II, and in the late 1940s and 1950s many of the technologies developed for military use were adapted to make passenger aircraft faster and more powerful. The next logical step was to develop a supersonic passenger aircraft capable of flying faster than the speed of sound. The British government formed the Supersonic Transport Aircraft Committee in 1956 and the Bristol Aeroplane Company started work on the development of the Type 233 supersonic jet. The French were pursuing the same goal with Sud Aviation’s Super-Caravelle and, in 1962, the two countries decided to collaborate in the interests of efficiency and economy.
The agreement was formalised as a treaty between the British and French governments, rather than a commercial contract. By this time both the Bristol Aeroplane Company and Sud Aviation had merged with other companies to become the British Aircraft Corporation and Aerospatiale respectively. The name Concorde was first used by President De Gaulle of France in 1963, and the British initially spelt it without an ‘e’. In 1967 Tony Benn, the minister for technology, announced that Britain would adopt the French spelling and squashed nationalistic protests by proclaiming that the ‘e’ stood for “excellence, England, Europe and entente (cordiale)”. When an irate Scot wrote an angry letter demanding to know what ‘e’ represented to his country, Benn replied that it was ‘Ecosse’, the French word for Scotland.
The technical challenges facing the British engineers at Filton, Gloucestershire and their French peers in Toulouse were immense, as were the political and economic problems that dogged the project from the start. When the collaboration began in 1962 Concorde was expected to cost between £150 and £170 million. The first prototype was scheduled to fly in late 1966 and the Certificate of Airworthiness to be issued at the end of 1969. France was to complete 60% of the work on the airframe and 40% of the engine, and Britain 40% of the airframe and 60% of the engine.
In reality the project was so complex that it took much longer and cost far more. The radical implications of Concorde’s extraordinary speed for its weight, shape, noise and components meant that every element of its design was dramatically different from that of a conventional jet, as were the safety requirements. An early design decision was that its wings should be a slender, swept-back triangular shape, rather than rectangular like a Boeing 747’s, to allow Concorde to move easily through the air at exceptionally high speed. These triangular or ‘delta’ wings not only optimised speed by reducing drag, but provided sufficient lift for take-off and landing at subsonic speed, and enough stability during flight to eradicate the need to install horizontal stabilisers on the tail.
The shape of the wings had important implications for the design of one of Concorde’s most famous features – its long needle-shaped nose. A delta-winged aircraft has to take off and land at steeper angles than one with rectangular wings, and Concorde’s pilots would have been unable to see the runway if its nose had been conventional in shape. To resolve this and to maximise aerodynamic efficiency, Concorde’s nose was designed to tilt by 13 degrees. During flight the nose was raised, and when Concorde landed it was lowered to give the pilots an unobstructed view of the runway.
The problem of the noise emitted by the powerful engines developed for Concorde by Rolls-Royce in Britain and SNECMA in France proved less tractable. It was a struggle from the start to secure approval for Concorde to be permitted to fly to and from New York, and the noise issue meant that the number of airports where it was authorised to operate remained restricted.
Similarly, Concorde’s development was marked by the struggle to squeeze in as many seats and as much cargo as possible, to optimise its potential for income generation, while minimising its size and weight. Made mostly from aluminium, the resulting aircraft was 203 feet 9 inches (62.1 metres) long, 37 feet 1 inch (11.3 metres) high with a wingspan of 83 feet 8 inches (25.5 metres). Concorde stretched between 6 and 10 inches during flight as the airframe heated – with the cabin becoming perceptibly warmer – even though it was coated in a white paint specially developed to dissipate the heat.
In an era when luxury was still equated with the grandeur of size, one of the most surprising elements to Concorde passengers was to discover that the cabin was so small, as were the seats. The cabin was only 1.8 metres high with space for just 100 seats – 40 in the front section and 60 in the rear – with no space for overhead storage, which meant that cabin baggage was tightly restricted. Each seat on Concorde was considerably narrower than its equivalent in the first and business class cabins of British Airways and Air France. As Concorde only flew during the day, its compact seats did not cause too much discomfort as passengers did not sleep on them overnight.
Each of the four Rolls-Royce/SNECMA Olympus 593 engines produced 38,000 pounds of thrust. The most powerful pure jet engines in commercial flight, they used reheat technology to add fuel to the final stage of the journey, thereby providing extra power for take-off and for the transition to supersonic flight. Part of the fun for Concorde passengers was hearing the pilot’s description of its progress during the flight as it gathered speed and gained height, eventually cruising at Mach 2, 1,350 mph or 2,160 kmph, twice the speed of sound, as high as 60,000 feet or twice the height of Mount Everest.
Each Concorde had a range of 4,143 miles (6,667 km) and the capacity to carry 26,286 gallons (119,500 litres) of fuel. Typically it consumed some 5,638 gallons (25,629 litres) of fuel during each hour of flight.
On 2 March 1969, Concorde 001 set off on its first test flight from Toulouse and the first supersonic flight was completed on 1 October that year. It then took another six years to secure the Certificate of Airworthiness. The testing of Concorde was unprecedented and is still unsurpassed today. The prototype, pre-production and first production aircraft undertook 5,335 flight hours, some 2,000 of which were supersonic. As a result Concorde was submitted to four times as many tests as standard commercial aircraft.
The delays and political problems – from successive changes of British governments, to the sustained disapproval of Britain’s principal ally, the US – contributed to an escalation of the development budget, which is believed to have reached to £1 billion by 1976, when Concorde finally began commercial flights. At the start of the Anglo-French collaboration, airlines from over a dozen countries had expressed interest in ordering Concorde, but by the end of its development only two remained, British Airways and Air France.
Bookings opened for the first commercial supersonic flights on 14 October 1975. The British Airways Concorde flew from London to Bahrain on 21 January 1976 and the Air France Concorde from Paris from Rio de Janeiro. As flights to New York were banned because of noise concerns, British Airways and Air France began Concorde’s US flights to Washington, but by late 1977 New York had succumbed by allowing Concorde to fly there.
A total of 20 Concordes were constructed: six for development and 14 for commercial service. More than 2.5 million passengers flew supersonically on the British Airways Concorde alone between 1976 and 2003. A typical flight from London to New York was three hours and 20 minutes, compared with seven hours for a Boeing 747 jumbo jet. As Concorde flew twice as high as conventional long haul jets, turbulence was rare and passengers could see the curvature of the earth through the windows. Nicknamed ‘Big Bird’, Concorde was cherished as a national design treasure in both Britain and France, and was soon used for celebratory flypasts on special occasions.
Concorde held the distinction of being the world’s safest working passenger aircraft until 25 July 2000 when Air France Flight 4590 crashed in France killing 113 people including all of the passengers and flight crew. Air France suspended Concorde flights, as did British Airways. After an overhaul British Airways resumed flights on 11 September 2001. On the same day, the World Trade Center in New York was destroyed by terrorists. International travel declined steeply and the relaunched Concorde struggled financially.
Another problem was that, as no supersonic competitors had emerged, there had been no pressure to upgrade Concorde or to invest in new suppliers and sub-contractors. As a result, maintenance costs had risen steadily and keeping Concorde in flight was increasingly expensive. On 10 April 2003, British Airways and Air France announced that they were withdrawing Concorde from service by the end of the year. On 24 October 2003 Concorde completed its final supersonic flight as the world’s fastest passenger aircraft.
© Design Museum, 2006
potaje
Que tu madre se enfade porque estás cocinando potaje....
pero qué clase de broma?
Si cocino porque cocino, si no cocino porque no cocino.... conclusión: hay que hacer lo que te salga de las pelotas
Con lo contenta que estaba yo por haber encontrado Garbanzos
... pues saben a Gloria oye
pero qué clase de broma?
Si cocino porque cocino, si no cocino porque no cocino.... conclusión: hay que hacer lo que te salga de las pelotas
Con lo contenta que estaba yo por haber encontrado Garbanzos
... pues saben a Gloria oye
jueves, 18 de noviembre de 2010
Pedra y la loba
Me va a matar de un susto. La criatura grita.
Y cuando digo grita es GRITA…. Irene irene
- AHhhhhhhhhhhhhhhhhhhhhhhhh!
Me asusto, lo dejo todo y voy corriendo.
Nada, si no es que quiera ayuda, no se ha quemado cocinando, nada d nada
Los motivos favoritos: No encuentra una pinza, se ha caído al suelo un cubierto, o , si es un caso extremadamente grave grita porque no queda Philadelphia.
Venga chao
Esto es como Pedro y el Lobo. Algún día la liará y no estaré allí para ayudar.
Que te entra sueño en clase, te pones en la mesa a dormir…
Que te entra sueño en clase, te pones en la mesa a dormir… no hace falta que disimules, la gente se tumba en la mesa con el profesor delante, no importa!
Incluso he vivido el entrar Cervezas a la clase…
Luego dicen que los españoles somos impresentables ( pues mira a otros países xe)
Unhealthy
Me declaro en huelga, oficialmente no pienso fregar ni un plato más.
Que me coma la mierda si es necesario porque desde hace tiempo se Presupuso : “Blanca Friega”. Y Blanca Friega TODO, todo todo todo… y será que la señorita no ensucia ( que gasta 3 tenedores 5 platos y todas las sartenes para cocinar una miseria) ( y lleva 3 vasos de agua a la vez divididos por todo el territorio d la habitación)
Y no, oye, que das la mano y te cogen no el brazo. Te cogen entera.
Eso de trabajar como chinos es MENTIRAAA, macho, no vas agobiada, no tienes escusa. Friega!
No sabe lo que es el jabón… es unhealthy….
Esto es la guerra ( y, dentro de poco nacerán bichos alienígenas del fregadero)
PIPI IN YOUR EYES
En la última fiesta de cumpleaños que asistí era Wednesday. La gente en general se defecó ampliamente en ir a clase al día siguiente ( porque la mayoría de Erasmus hacen vida Erasmus y no como yo con mi programa…¬¬) bueno, que la gente quería salir de fiesta.
Yo al día siguiente a las 7.30h salí con prisas de mi habitación.
Mientras corría pasillo arriba por mi residencia I realised una nota en la puerta del cumpleañero:
I do no t want to know anything about Viktor
For me he doesn´t exist
Y el Gran detalle , en la parte inferior del folio DOS OJOS “MEÁNDOSE”
((2 OJOS MEÁNDOSE, lo que viene siendo PIPI IN YOUR EYES
Me entró un ataque de risa considerable ante Tan Gráfica explicación. No me paré porque tenía prisa.
Se supone que es una traducción literal de una expresión alemana.
Si te haces pipi in your eyes significa algo así como que te has rajao, te has cagao en hacer algo que deberías haber cumplido ))
A los 10 segundos pasé por delante de la habitación del susodicho Viktor
Entonces sí tuve que parar a reírme agusto:
DOS PEAZO OJOS MEÁNDOSE.
Cuando volví de clase y ano estaban los carteles… qué lástima no haber inmortalizado Tal momento con una foto como prueba del delito.
Y este fue el día en el que Viktor se hizo pipi in his eyes.
Yo al día siguiente a las 7.30h salí con prisas de mi habitación.
Mientras corría pasillo arriba por mi residencia I realised una nota en la puerta del cumpleañero:
I do no t want to know anything about Viktor
For me he doesn´t exist
Y el Gran detalle , en la parte inferior del folio DOS OJOS “MEÁNDOSE”
((2 OJOS MEÁNDOSE, lo que viene siendo PIPI IN YOUR EYES
Me entró un ataque de risa considerable ante Tan Gráfica explicación. No me paré porque tenía prisa.
Se supone que es una traducción literal de una expresión alemana.
Si te haces pipi in your eyes significa algo así como que te has rajao, te has cagao en hacer algo que deberías haber cumplido ))
A los 10 segundos pasé por delante de la habitación del susodicho Viktor
Entonces sí tuve que parar a reírme agusto:
DOS PEAZO OJOS MEÁNDOSE.
Cuando volví de clase y ano estaban los carteles… qué lástima no haber inmortalizado Tal momento con una foto como prueba del delito.
Y este fue el día en el que Viktor se hizo pipi in his eyes.
Spanish mistakes
Mira guapo, estoy harta de que me vengas con los “Spanish mistakes”
Cada X tiempo hacemos una big presentation.
De hecho esta semana, he ido muy agobiada, he olvidado lo que es dormir más de 5 horas a diario.
Exponemos en inglés acerca de nuestro proyecto final durante unos 20 minutos en grupo, tot seguit nos someten a una lluvia de preguntas de compañeros. Hay valoraciones anónimas y hay valoraciones públicas de los profesores, que te ponen a parir cual tribunal de FAMA A BAILAR.
Entiendo que nos corrijan errores para que mejoremos, errores de cosas serias.
Pero que te tengan 5 minutos porque tu Spelling no es bueno… uuuuh
Ohhh, ya estás haciendo Spanish mistakes, y tú no eres español, qué te encuentras mal? PERDÓNAME?
Siempre igual macho, todo lo malo es siempre Spanish , y os aseguro que al a hora de la verdad el colectivo español es muy responsable y trabajador.
Los profesores Hilan TAN FINO que te bajan la nota por encontrar en 20 minutos de presentación un fallo o dos tipo
MIROPHONE ( donde debería poner Microphone )
IN VEST ( donde debería poner Invest)
Enserio que es necesario??
AHORA, IMAGINAOS EL NIVEL QUE EXIGEN…. Mama mía, saldré viva?
menos Spanish
Hace tiempo me petó el msn… no hay forma de instalarlo, qué problema tienes conmigo Windows live?
no apuestes con españoles!
Al borde de un puente:
- Si te tiras me tiro ( bromeó un Erasmus)
- Really?
( miradas de tensión )
Español subiéndose al puente con ademanes de tirarse
Luego tuve que explicar
Primera Regla a aplicar con el colectivo español
Don´t bet
que la apuesta te puede salir cara darling..........
- Si te tiras me tiro ( bromeó un Erasmus)
- Really?
( miradas de tensión )
Español subiéndose al puente con ademanes de tirarse
Luego tuve que explicar
Primera Regla a aplicar con el colectivo español
Don´t bet
que la apuesta te puede salir cara darling..........
Dormir en un iglú en la mili
Una cosa de la que no tenía ni la más remota idea y me ha sorprendido mucho es que los alemanes tienen que "servir al país" obligatoriamente así que Todos Todos mis alemanes o han hecho la "mili" o han hecho servicios a la comunidad ( como conducir ambulancias o conducir autobuses llenos de subnormalitos).
Uno que hizo "mili" me decía que estuvo durmiendo en un Iglú nosecuanto tiempo.... un Iglú IGLÚ.
Dicen que es una experiencia que te hace persona.
Todos tienen un año más de los que deberían tener porque, claro, han "perdido" un año ( no pueden estudiar mientras).
La mayoría cogen servicios comunitarios, eso sí.
Uno que hizo "mili" me decía que estuvo durmiendo en un Iglú nosecuanto tiempo.... un Iglú IGLÚ.
- Dentro sólo hacían 0 grados ºC....
- Ah! qué calentito .... estarías agusto
- Porque fuera hacía -20ºC
De puta madre.
Useful links for designers
Useful Links for designers!!
http://www.coroflot.com/ =======> esta página nos la han enseñado hoy, aquí hay como mil ejemplos de porftolios. Recomendación: no os dejéis intimidar, son diseñadores profesionales XD
http://haraldbelker.com/home.html
http://www.drawthrough.com/bio.php
http://www.coroflot.com/ =======> esta página nos la han enseñado hoy, aquí hay como mil ejemplos de porftolios. Recomendación: no os dejéis intimidar, son diseñadores profesionales XD
http://haraldbelker.com/home.html
http://www.drawthrough.com/bio.php
martes, 16 de noviembre de 2010
RUINDAD
Tengo Tanto trabajo que hacer que lo último que debería hacer es actualizar el blog
pero me veo forzada a escribir esto, o mi cabeza explota, igual así dejo de pensar en que
POR QUÉ COÑO LA GENTE NO SE ALEGRA CUANDO TE VA BIEN??
A VER, CÓMO SE PUEDE SER TAN EXTENDIDA LA RUINDAD EN EL MUNDO?
POR QUÉ SI ME VA BIEN TIENES QUE VENIR A DECIRME LO ÚNICO MALO DE MI MOMENTO Y MAGNIFICARLO HASTA EL PUNTO DE HACERME SENTIR CULPABLE.
POR QUÉ HE SENTIRME CULPABLE DE HECHOS TRIVIALES ??
ES NECESARIO HACERME SENTIR MAL? UNA VEZ TRAS OTRA UNA VEZ TRAS OTRA
DE VERDAD¿?
INCLUSO ENTRE LAS PERSONAS "BUENAS"
Soy yo, o este problema es Internacional
Anda y que os peten
pero me veo forzada a escribir esto, o mi cabeza explota, igual así dejo de pensar en que
POR QUÉ COÑO LA GENTE NO SE ALEGRA CUANDO TE VA BIEN??
A VER, CÓMO SE PUEDE SER TAN EXTENDIDA LA RUINDAD EN EL MUNDO?
POR QUÉ SI ME VA BIEN TIENES QUE VENIR A DECIRME LO ÚNICO MALO DE MI MOMENTO Y MAGNIFICARLO HASTA EL PUNTO DE HACERME SENTIR CULPABLE.
POR QUÉ HE SENTIRME CULPABLE DE HECHOS TRIVIALES ??
ES NECESARIO HACERME SENTIR MAL? UNA VEZ TRAS OTRA UNA VEZ TRAS OTRA
DE VERDAD¿?
INCLUSO ENTRE LAS PERSONAS "BUENAS"
Soy yo, o este problema es Internacional
Anda y que os peten
STOP
En los autobuses daneses hay un timbre por persona.
Osea, que al lado de cada asiento ( arriba incluso en el techo o en la barra inmediatamente más cercana) hay un STOP para solicitar parada.
Cómo se flipó el que los proyectó... se le fue el presupuesto en interruptores macho!
Osea, que al lado de cada asiento ( arriba incluso en el techo o en la barra inmediatamente más cercana) hay un STOP para solicitar parada.
Cómo se flipó el que los proyectó... se le fue el presupuesto en interruptores macho!
a deshora que es a buena hora
He comido a las 11h
Quería cenar a las 17h
Sólo he podido aguantar hasta las 18h.
Seguro que luego tengo hambre a las 23h..... ¿¿Cómo se llama comer a esas horas?? porque no se puede considerar picar
estoy evolucionando a un ser superior... lo sé
Quería cenar a las 17h
Sólo he podido aguantar hasta las 18h.
Seguro que luego tengo hambre a las 23h..... ¿¿Cómo se llama comer a esas horas?? porque no se puede considerar picar
estoy evolucionando a un ser superior... lo sé
Música por favor
Siempre habían estado presentes en mi vida, pero desde que estoy aquí me acompañan Todas las mañanas en el mp3.
Es necesidad de Gossa Sorda y Extremoduro.
Escucharles aumenta mi calidad de vida.
botas danesas
Me llena de orgullo y satisfacción las 2 gangas que he comprado, no es por avaricia, ya no podía seguir viviendo con los pies mojaos
Calzado typical danés (porque unas tienen cordones y todo!!) ( pero no tan feo, no os asustéis)
por menos de la cuarta parte del precio y son Waterproof y con Fur por dentro
Dios bendiga mi pie standard de 37-37.5!!
Calzado typical danés (porque unas tienen cordones y todo!!) ( pero no tan feo, no os asustéis)
por menos de la cuarta parte del precio y son Waterproof y con Fur por dentro
Dios bendiga mi pie standard de 37-37.5!!
LEGOLAND
Este finde toda la uni se llenøo de LEGOS porque habøia una importante competición de niæos haciendo macroconstucciones que funcionaran.
Porque Dinamarca es la tierra del LEGO, con su parque temøatico LEGOLAND (demasiado caro y demasiado lejos de Copenhague como para visitarlo )
Cesped escarchoso
Ya hay escarcha matutina en la hierba ( porque bajamos de 0 grados todos los døias )
Y se røien de møi por agacharme a tocarla
Soy una inculta del frøio
patinete en la uni
Como la uni es tan grande ( møas bien dirøia larga), el personal staff va en patinete.
En cambio en la puerta de la entrada especifica que No estøan permitidos los patines ( con un dibujito cuco tachao) … estøan poco locos
Por cierto, no tngo acentos, en estos teclados raros no søe døonde coæo (conyo) encontrarlos…………..
Quiero, NECESITO un patinete pero YA
lunes, 15 de noviembre de 2010
Monty Python - SPAM
y esto es lo q nos ponen en clase de Inglés para motivarnos XDDDDD
Viva el humor Británico
de hecho, este es el origen de la palabra SPAM usada para el correo basura. SPAM en su origen es algo así como bacon de mala calidad
Carreteras adicionales
Copenhague tiene que ser plano, no ves que está al nivel del mar??
MENTIRA
Si es cuesta continua everywhere!!
por cierto, observad la carretera adicional que existe entre la acera y la calle ( es sólo para Bicis, y pasan aventás, puedes morir atropellado con facilidad)
Suscribirse a:
Entradas (Atom)