pronuncia Cómodo en inglés
Dílo en voz alta
cómo cómo??
Otra vez
sabes cómo se pronuncia realmente???
"Cónfotabol"
ni conforteibol
ni confórtabol
CÓNFOTABOL
ou yeah!
Mostrando entradas con la etiqueta Improving English. Mostrar todas las entradas
Mostrando entradas con la etiqueta Improving English. Mostrar todas las entradas
domingo, 12 de diciembre de 2010
viernes, 26 de noviembre de 2010
Longitud de onda
Entender a la gente hablando Inglés No es problema.
Entender lo que dicen los Ingleses ES problema
Machoooo que nadie les entiende
El torno de la inteligibilidad lo ocupa un inglés de mi clase que usa un registro hipr grave.
Tan grave que escucho un zumbido cuando habla.
Su longitud de onda es algo así como:
Cuando el tipo en cuestión se pone a hablar con su colegui el mejicano mi cerebro quiere morir por la frecuencia de onda que generan sus inconfundibles voces.
miércoles, 24 de noviembre de 2010
Escala del -3 al 12
I am really happy
me han puesto un 7 en una escala del -3 al 12
en mi examen de inglés
estos daneses... son raros hasta puntuando
:) yuhu, un examen menos, una asignatura menos
esto va cuesta abajo pillando velocidad
por cierto, mi conversation topic was The Concorde muajajaj qué suerte
les dije que el avión tenía una forma muy fea pero muy aerodinámica ( y m metí al jurado en el bolsillo)
también les dije que me gustaba el Concorde porque fue un gran proyecto entre 2 países y que si fuera por mis predicciones, nunca habría funcionado XDDDDDD Good example of cooperation ;)
me han puesto un 7 en una escala del -3 al 12
en mi examen de inglés
estos daneses... son raros hasta puntuando
:) yuhu, un examen menos, una asignatura menos
esto va cuesta abajo pillando velocidad
por cierto, mi conversation topic was The Concorde muajajaj qué suerte
les dije que el avión tenía una forma muy fea pero muy aerodinámica ( y m metí al jurado en el bolsillo)
también les dije que me gustaba el Concorde porque fue un gran proyecto entre 2 países y que si fuera por mis predicciones, nunca habría funcionado XDDDDDD Good example of cooperation ;)
sábado, 20 de noviembre de 2010
4cerdos por cada danés
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
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
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
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.
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?
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..........
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
domingo, 7 de noviembre de 2010
Flamenkito shulo
Enseñarle a los chinos :
Take an Apple
Look at the Apple
Look again at the apple
Bite the apple
Throw the apple
Step on the apple
Surrealista puro
Le he puesto flamenquito shulo a Irene, le he dicho, qué te parece?
me ha contestado AAAAIiiiii-Aiiiiii Aiii ( imitando jajajajjajajjajjaj)
Take an Apple
Look at the Apple
Look again at the apple
Bite the apple
Throw the apple
Step on the apple
Surrealista puro
Le he puesto flamenquito shulo a Irene, le he dicho, qué te parece?
me ha contestado AAAAIiiiii-Aiiiiii Aiii ( imitando jajajajjajajjajjaj)
miércoles, 3 de noviembre de 2010
Comidita alemana
Conocí a un tipo de Potsdam que discutía con uno de Berlín afirmando que Berlín es un suburbio de Potsdam...jajaajaj,
cómo moló la conversación
yo haciéndome la loca siguiéndole la corriente al de Postdam para hacer rabiar al de Berlín
Nos conocimos en un cumpleaños, cada invitado debía colaborar con algo de comida y uno de ellos había preparado algo simple y rico rico
pinchado en un palillo una bolita de carne ( mini mini croqueta) + un cubito de queso + una uva
Delicious!
cómo moló la conversación
yo haciéndome la loca siguiéndole la corriente al de Postdam para hacer rabiar al de Berlín
Nos conocimos en un cumpleaños, cada invitado debía colaborar con algo de comida y uno de ellos había preparado algo simple y rico rico
pinchado en un palillo una bolita de carne ( mini mini croqueta) + un cubito de queso + una uva
Delicious!
martes, 2 de noviembre de 2010
mi amigo el fantasma
El profesor de SolidWorks se queda por detrás de mí a mi derecha y pregunta... Alguna duda?
yo me giro hacia la izquierda , no le veo ( pensaba que seguía caminando, no sabía que se había parado a mi derecha)
no le veo pero igualmente contesto
-NOooOOooo -en plan Happy
se empieza a partir el culo
me giro hacia el lado correcto
le miro
me suelta:
-qué, te llevas bien con tu amigo el fantasma?
y todo el mundo riéndose.
( no sé si me entendéis, pero el caso es que , el profesor ha considerado que yo le decía NO a un ente imaginario porque le he contestado a Nadie y ha tendido que soltarla)
oleole
este tío está poco loco XDDD
yo me giro hacia la izquierda , no le veo ( pensaba que seguía caminando, no sabía que se había parado a mi derecha)
no le veo pero igualmente contesto
-NOooOOooo -en plan Happy
se empieza a partir el culo
me giro hacia el lado correcto
le miro
me suelta:
-qué, te llevas bien con tu amigo el fantasma?
y todo el mundo riéndose.
( no sé si me entendéis, pero el caso es que , el profesor ha considerado que yo le decía NO a un ente imaginario porque le he contestado a Nadie y ha tendido que soltarla)
oleole
este tío está poco loco XDDD
lunes, 1 de noviembre de 2010
Charlie the unicorn
Humor negro donde los haya.... pensad que traducido tiene menos gracia, hay que Escuchar ( sobretodo el final ) y , para quien le guste, hay 2 y 3º parte.... black humor power!!!!
viernes, 29 de octubre de 2010
Marshmallow Challenge
Esto es lo que hicimos en la primera semana, para romper el hielo entre los compis de grupo.
Vale, está en Inglés, pero, os animo a verlo, sin saber inglés se entiende por que es bastante gráfico.
Vale, está en Inglés, pero, os animo a verlo, sin saber inglés se entiende por que es bastante gráfico.
lunes, 25 de octubre de 2010
Lagy Gaga en Oslo
Vamos a reservar hostal en Oslo … algo cutrecillo ( es supuestamente la ciudad más cara del mundo)….
1º día, no problem
2º día IMPOSIBLE
Oye no puede ser…
Míralo tú…
IMPOSIBLE
Qué mala espinaaaaaa
IMPOSIBLE
Blanca haciendo la Blanca
Desesperación general.
Discutir en inglés acerca de si se puede dormir en la calle por no pagar un Hotel ( previsión de temperatura -4ºC y lluvia)
Ahora suma el cansancio asociado a una semana y media durmiendo 5h. y no por fiesta, sino por situación de trabajo rozando la esclavitud.
No hoteles en Oslo i afueras… Sólo quedaba “1 barato”
Módico precio de 47 euros por persona compartiendo habitación.
…. Y, os digo cuál era el motivo de NO haber ni una Puta habitación????
Macro Concierto de Lady Gaga
Cómo te quedas??? Menudos especímenes por la calle, imitaciones de lady gaga, purpurina y pelucas estrambóticas. Medias rotas y camisetas de fan.
PD: cuanta paciencia, eh Jaume?
PD2: Sabéis que cobran un suplemento por las sábanas ya que NO están incluidas? Oleoleole ( esto es una práctica habitual por el norte, así que, Tomen nota caballeros)
viernes, 8 de octubre de 2010
wichi wichi
Ahora cada vez canto menos en idioma wichi-wichi,
cada vez entiendo la letra de más canciones
como ésta por ejemplo,
Joé cómo se pasa MIA, es explícita 100%
Connected to the Google
Connected to the government
Headbone connects to the neckbone
Neckbone connects to the armbone
Armbone connects to the handbone
Handbone connects to the internet
Connected to the Google
Connected to the government
Y me llama la atención la situación, porq a mi compañera de habitación le Encanta MIA. pero a la vez MIA es muy crítica.
A ver, no es ningún misterio que con internet estamos "controlaos", pero ni punto de comparación con China, mucho Mucho más seria dado a la situación política que viven.
Lo curioso( realmente no es tan curioso) es q la mayoría de chinos son adeptos al régimen totalmente y no se sienten nada controlados.
Pero sin saber demasiado puedo afirmar que telita con la política, los temas tabú y las lavadas de cabeza.
Si te gusta tanto Mía, por que no te paras a escucharla?....
jueves, 7 de octubre de 2010
Perlita fina
He vuelto a sobrevivir a una clase de 3 horas de Advanced Manufacturing and Materials
Perlita fina y amigos en Inglés
Soy Indestructible, o no parece la demostración lo suficientemente impresionante?
Perlita fina y amigos en Inglés
Soy Indestructible, o no parece la demostración lo suficientemente impresionante?
lunes, 4 de octubre de 2010
Improving
Y, un día cualquiera te sorprendes contando las horas de sueño que te quedan ( inconscientemente) EN INGLÉS y te das cuenta de lo pro que eres XDDDDDD
domingo, 3 de octubre de 2010
Hablemos de Obama
Cuando el profesor te hace levantarte en clase y te empieza a hacer preguntas de la política exterior de Obama ( no sólo objetivas, de un texto si no que también personales) piensas… uh mama!
No la líes parda, que parece demócrata y puede ser un republicano encubierto XDDDD
Bueno Blanca ( sí, somos 60 pero se saben nuestro nombre ). Qué opinas acerca del incremento de tasas de los últimos meses en el estado de nosedonde ¿?
Pero bueno, salí airosa. No está mal ( quitándome el polvo de los hombros) jajajjajjajaaj
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