English to Spanish and English to French professional translators specializing in engineering, mechanics and medical care.

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Gerardo Lucas Robles
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Cordoba, Cordoba, Argentina

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Accounting	Law (general)
IT (Information Technology)	Certificates, Diplomas, Licenses, CVs
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Automotive / Cars & Trucks	Engineering: Industrial
Mechanics / Mech Engineering	Energy / Power Generation

English to French - Rates: 0.04 - 0.06 EUR per word / 20 - 30 EUR per hour
English to Spanish - Rates: 0.04 - 0.06 EUR per word / 20 - 30 EUR per hour
French to Spanish - Rates: 0.04 - 0.06 EUR per word / 20 - 30 EUR per hour
French to English - Rates: 0.04 - 0.06 EUR per word / 20 - 30 EUR per hour
Spanish to English - Rates: 0.04 - 0.06 EUR per word / 20 - 30 EUR per hour

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PRO-level points: 88, Questions answered: 70, Questions asked: 23

1 entry

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Sample translations submitted: 2

Italian to English: Description of Prosecco, a sparkling wine from Treviso, Italy General field: Art/Literary Detailed field: Wine / Oenology / Viticulture
Source text - Italian I vigneti si trovano ad un’altitudine variabile tra i 200 e i 250 metri s.l.m., esposizione sud-est, coltivati su terreni di medio impasto tendente all’argilloso, in tali vigneti la produzione è stata gradualmente ridotta negli ultimi tre anni per ottenere uve migliori dal punto di vista organolettico. Raccolta manuale ad inizio settembre. Solo mosto di sgrondo gravitazionale, decantazione statica a freddo dello stesso (5-7 °C) e avvio alla fermentazione alcolica a temperatura media di 16/17 °C. Successiva sosta sui lieviti per 2 mesi circa con un unico travaso. Presa di spuma in autoclavi con una rifermentazione di circa 50 giorni a temperatura di 13 °C. Ulteriore sosta sui lieviti di 3 mesi con sollevamento periodico degli stessi. Successivo affinamento in bottiglia di 30 giorni prima dell’immissione nel mercato. Acciaio. Colore paglierino scarico ravvivato dal perlate fine e persistente, profumo delicato fruttato con sfumature floreali, sapore asciutto, sapido, minerale. Retrogusto piacevole e persistente. Da aperitivo per eccellenza, si abbina anche con i primi piatti leggeri, minestre e frutti di mare. Servire a 7-8 °C.	Translation - English The vineyards grow at an altitude ranging from 200 to 250 metres above sea level, facing South-East exposure and are cultivated on medium-texture soils with a clayey tendency. In these vineyards, production is gradually reduced in the three last years to obtain better grapes from an organoleptic point of view. Handpicking begins in the first days of September. Must drained by gravitation, cold static decantation (5-7° C) and beginning of alcoholic fermentation at an average temperature of 16/17 °C. Then, rest on yeast for about 2 months with single decanting. Second fermentation in autoclaves for about 50 days at a temperature of 13° C. Final rest on yeast for 3 months with periodic lifting. Subsequent fining in bottle for 30 days before launching the product in the market. Steel. Straw-yellow colour rekindled by a fine and lingering pearly colour, delicate fruity scent with floral shades, dry, savoury, and mineral taste. Pleasant and lingering aftertaste. Aperitif par excellence, it is best served with light starters, soups, and seafood. Serve at a temperature of 7-8° C.
Italian to English: Exhibit on female aviators General field: Art/Literary Detailed field: Tourism & Travel
Source text - Italian Ekaterina Vasilievna Budanova Nata a Konoplanka nel 1916, Ekaterina V. Budanova lavora in una fabbrica d’aeroplani a Mosca e si appassiona all'aviazione. Ottiene il brevetto civile di pilotaggio, nel 1937 diventa istruttrice e partecipa a parate aeree. Offertasi volontaria dopo l'aggressione nazista, è assegnata al 586º Reggimento da caccia in linea nel settore di Saratov. Con l’arrivo ai reparti di altri tipi di aerei le ragazze addestrate a volare sullo Yakovlev Yak-1 cambiano unità, passando al 437º Reggimento, poi al 9º della Guardia e infine al 296º, trasformato poi in 73º della Guardia. Il numero delle vittorie ottenute dalla Budanova cresce e, assieme a Lydia Litviak, ha l'onore della copertina del settimanale “Ogonek” il 20 aprile 1943. Quando il mattino del successivo 19 luglio decolla per la sua ultima missione ne ha all’attivo 11, molte più di quante servano per la qualifica di “asso”. La pattuglia sovietica ingaggia un rabbioso duello con la caccia tedesca nel corso del quale la Budanova abbatte un altro avversario. Il suo aereo è però gravemente colpito: riattraversa le linee e compie un atterraggio d'emergenza nei pressi del villaggio di Novokrasnosvka. I soccorritori la estraggono dall'abitacolo già priva di vita. Decorata due volte dell'Ordine della Guerra Patriottica e proposta per il titolo di Eroe dell’Unione Sovietica, riceve quest'ultimo nel 1993, quando ormai si chiama Eroe della Federazione Russa. Judith Arlene Resnik e Christa McAuliffe La contorta nuvola di vapori dell’esplosione dello Shuttle Challenger il 28 gennaio 1986 ricorda a tutti che i viaggi spaziali sono ancora ben lontani dall'essere una tranquilla routine. Nel lancio della missione STS-51-L perdono la vita, con il comandante Francis Dick Scobee, gli astronauti Gregory Jarvis, Christa McAuliffe, Ronald McNair, Ellison Onizuka, Judith Resnik e Michael J. Smith. La McAuliffe (nella foto 2ª da sn.), insegnante impegnata nel programma Teacher in Space Project, e la Resnick (4ª da sn.), ingegnere della NASA, sono le prime donne a perdere la vita nell'ultima frontiera del volo umano. Judith Arlene Resnik, nata ad Akron, Ohio, il 5 aprile 1949, era stata assunta dall’ente spaziale statunitense nel 1978 ed è alla sua seconda esperienza avendo volato per sei giorni, 56 minuti e 4 secondi nel viaggio inaugurale del Discovery il 30 agosto 1984. Era così diventata la seconda astronauta statunitense dopo Sally Ride, che l’aveva preceduta il 18 giugno 1983 a bordo dello stesso Challenger. Quella mattina di gennaio il cedimento di un particolare di uno dei razzi a propellente solido porta alla distruzione del vettore 73 secondi dopo il lancio senza lasciare scampo ai sette membri dell'equipaggio. Il 1º febbraio 2003 sarebbero morte a bordo del Columbia, assieme ai colleghi Michael P. Anderson, David M. Brown, Rick D. Husband, William C. McCool ed Ilan Ramon, altre due astronaute: Laurel Clark e Kalpana Chawla. Amelia Earhart Nata a Atkinson, Kansas, il 24 luglio 1898, quando gli Stati Uniti entrano in guerra presta servizio come infermiera in un ospedale militare in Canada. Studia un anno medicina, poi si trasferisce con la madre in California. Si iscrive a una scuola di volo dopo avere assistito a un raduno aeronautico presso il Daugherty Airfield a Long Beach. Ottenuto il brevetto di pilota, a 24 anni realizza la sua prima impresa sportiva conquistando un record femminile di quota con 4.600 m. Nel 1928 il capitano Railey le propone di diventare la prima donna ad attraversare l’Atlantico. Entusiasta, si imbarca il 17 giugno sul trimotore Fokker Friendship col pilota Wilmer Stultz e il meccanico Lou Gordon. Dopo un volo di 20 ore e 40 minuti raggiungono Burry Port sulla costa del Galles. Anche se non la vede protagonista come pilota, il volo le dà celebrità e la spinge a sensibilizzare l’opinione pubblica sul ruolo della donna in aviazione. Dopo avere stabilito due primati internazionali femminili di velocità nel 1930, “Lady Lindy” - questo è il soprannome che le viene attribuito - progetta di attraversare da sola l’Atlantico. Il 20 maggio 1932, cinque anni dopo il volo di Lindbergh, decolla col suo Lockheed Vega da Harbor Grace, Terranova, e dopo 14 ore e 56 minuti, percorsi 3.100 km, atterra a Londonderry in Irlanda. Il 24 agosto dello stesso anno compie la trasvolata costa a costa senza scalo degli Stati Uniti stabilendo un nuovo record. In seguito è la prima donna a sorvolare il Pacifico, da Oakland in California a Honolulu nelle Hawai. Nel 1937 si sente pronta alla grande sfida: il giro del mondo. Parte a bordo di un Lockheed Electra con secondo pilota Fred Noonan. Raggiunge Porto Rico, l’Africa, attraversa il Mar Rosso e giunge dopo 17 giorni a Calcutta. Dirige per Rangoon, poi per Bangkok e Singapore. Si ferma a Bandoeng per noie agli strumenti di bordo. Riparte verso l’Australia e in due giorni raggiunge la Nuova Guinea. Per completare il giro resta la traversata del Pacifico. All’alba del 2 luglio, in prossimità dell’isola di Howland dove è stata dislocata la Guardia Costiera per eventuali soccorsi, Amelia comunica che il carburante sta finendo. L’aeroplano e i due aviatori scompaiono per sempre ed entrano nella leggenda. Amelia Earhart col suo biplano, l’Avro 594 Avian III con matricola G-EBUG, in sosta su un aeroporto italiano nel maggio 1928. Amy Johnson Quella che diventerà una delle più grandi aviatrici, Amy Johnson, prende il brevetto di pilotaggio per hobby a Londra nel 1929. Nata a Kingston Upon Hull 26 anni prima, si è laureata in economia a Sheffield per poi trovare lavoro come segretaria in uno studio legale. Acquista un biplano De Havilland Gipsy Moth di seconda mano - al quale dà il nome di Jason - e nel 1930 diventa celebre in quanto prima donna a volare da sola dalla Gran Bretagna all’Australia comprendo circa 18 mila km. L’anno dopo su un D.H. Puss Moth, assieme a Jack Humphreys, va da Londra a Mosca in sol giorno: 2.830 km in circa 21 ore. Poi i due proseguono attraverso la Siberia fino al Giappone stabilendo un nuovo primato. Nel 1932 sposa il pilota scozzese Jim Mollison e, dopo averne battuto il tempo sul collegamento Londra-Città del Capo, ne condividerà voli, avventure e successi. Nel 1933 con un D.H. Dragon Rapide volano dal Galles agli Stati Uniti e rimangono feriti in un atterraggio d’emergenza, nel 1934 collegano a tempo di record l’Inghilterra all’India su un D.H.88 Comet, ma sono costretti a ritirarsi dal Britain to Australia MacRobertson Trophy Air Race per noie meccaniche. Nel 1936 Amy riconquista il record sul collegamento Gran Bretagna-Sud Africa. Il 5 gennaio 1941, durante un volo per l’Air Transport Auxiliary da Blackpool a Kidlington vicino a Oxford, incontra condizioni meteo avverse e, stando alla ricostruzione dell’accaduto, si lancia col paracadute annegando nel Tamigi. Hanna Reisch “Non sarà mai un buon pilota”: mai giudizio come quello espresso dai primi istruttori nei confronti di Hanna Reisch si rivelerà tanto sbagliato. Avrà modo di dimostrarlo con abilità e coraggio tali da non temere confronti. Nata a Hirscheberg, in Slesia, nel 1912, appena terminati gli studi si iscrive a un corso di volo a vela a Grunau, compie ardite manovre acrobatiche per la lavorazione di un film e già nel 1933, a poco più di vent’anni, fa parte di una spedizione scientifica in Sud America incaricata di studiare le correnti e le condizioni meteorologiche sulle rotte che interessano la Lufthansa. Al rientro in patria si è già fatta un nome e le viene proposto di sperimentare in volo un nuovo tipo di freni aerodinamici sugli alianti. Nel 1937, già insignita del titolo onorifico di Flugkapitan, lo stesso Ernst Udet la chiama a Rechlin a far parte dei collaudatori della Luftwaffe. Ha così modo di volare sulle macchine più diverse e avanzate che l’industria sta mettendo a punto - pur fra le limitazioni imposte alla Germania dopo la fine della Grande guerra - compreso quello che può essere considerato il primo elicottero: il Focke Angelis Fw 61. Batte alcuni primati mondiali e scampa a un grave incidente collaudando un dispositivo che, piazzato alle estremità alari di un Dornier Do 17, dovrebbe tranciare i cavi dei palloni di sbarramento. Nel 1942 affronta le prove in volo ai comandi del razzo Messerschmitt Me 163, un compito che è già costato la vita ad altri piloti abilissimi. Anch’ella è vittima di un incidente che le provoca numerose fratture. Nell’estate del 1944, con Otto Skorzeny, è una tenace sostenitrice della versione pilotata della V1, la bomba volante messa a punto dalla Fieseler. I tentativi non portano ai risultati sperati e ancora una volta la Reisch rischia di rimetterci la pelle. Grande ammiratrice di Adolf Hitler (non stima invece Hermann Goering), è testimone degli ultimi giorni del nazismo e dei suoi capi. Lo stesso Hitler l’incarica, Il giorno prima di uccidersi lo stesso Hitler l’incarica di arrestare Himmler. Catturata dagli americani, dopo la guerra torna a volare come istruttrice e ancora nel 1970 primeggia in competizioni di volo a vela. Muore a 67 anni nel 1979. Lydia Vladimirovna Litvyak Nata a Mosca nel 1921, Lydia V. Litvyak prende le prime lezioni di volo ad appena 14 anni e alla fine degli anni Trenta è già istruttore di pilotaggio. Quando la Germania attacca l'Unione Sovietica tenta di arruolarsi: ci riesce aggiungendo cento inesistenti ore di volo al proprio libretto. E’ destinata al 586º Reggimento femminile di Marina Raskova, montato su caccia Yakovlev Yak-1. Affronta il battesimo del fuoco nell'estate 1942 nel settore di Saratov, poi è trasferita con alcune colleghe ad una unità mista. Fin dalle prime missioni compiute con il 437º Reggimento, la Litvyak mostra la sua classe cogliendo le prime vittorie fra le quali, secondo alcune fonti, il Messerschmitt Bf 109G di un asso tedesco con 11 abbattimenti al suo attivo, il Feldwebel Erwin Maier, che, catturato, mostra non poca sorpresa nel conoscere l'avversario. Passata al 9º Reggimento della Guardia, la Litvyak continua a cogliere successi, mentre la stampa racconta le imprese del “Giglio bianco di Leningrado”. Trasferita all’inizio del 1943 al 296º Reggimento per continuare a volare sugli Yak, è promossa sottotenente e decorata con l’Ordine della Stella Rossa. Ferita in combattimento, in giugno è nominata comandante della 3ª Squadriglia del Reggimento, ora diventato 73º della Guardia. Ferita ancora il 16 luglio, rifiuta la convalescenza abbattendo altri due aerei, ma il 1º agosto decolla da Krasnyi Luch, in Ucraina, per la missione, la quarta quel giorno, dalla quale non farà ritorno. Aveva al suo attivo un numero di vittorie compreso fra 11 e 18. Fiorenza De Bernardi Autentica figlia d’arte - suo padre Mario è stato pilota da caccia durante la Grande Guerra, vincitore dell’edizione 1926 della Coppa Schneider, collaudatore, recordman, protagonista del primo volo a reazione in Italia a bordo del Campini Caproni CC.2 - Fiorenza De Bernardi nasce a Firenze nel 1928. Appassionata di roccia, sci e vita all'aria aperta, inizia a volare col padre nel 1951 per poi partecipare ad eventi aeronautici in Italia e in Europa sovente in copia con un’altra aviatrice, Graziella Sartori, accostandosi anche al volo a vela negli anni ‘60. Nel 1966 l’Aeronautica Militare offre l’opportunità ad alcuni piloti civili già esperti di seguire alla Scuola di Alghero un corso di pilotaggio strumentale basico e l’anno dopo è la prima pilota di linea in Italia. Assunta nel 1969 da Airtirrena, diventa il primo comandante donna nel nostro Paese volando ai comandi degli Yakovlev Yak-40 sui quale ha conseguito l'abilitazione a Mosca. Nel 1971 la ditta costruttrice chiede alla compagnia aerea di effettuare un volo di presentazione dello Yak-40 fino all'Estremo Oriente e all'Australia, compiuto dalla De Bernardi in 45 giorni. Ai suoi già invidiabili primati l'aviatrice aggiunge quello di prima donna in Italia con licenza di pilota di ghiacciai. Nel 1985 un brutto incidente d'auto la costringe ad abbandonare la cloche, ma non l'aviazione: continua a spendersi senza risparmio per far conoscere il ruolo della donna nel volo in tutte le sue espressioni. E’ presidente dell’Associazione Donne dell'Aria.	Translation - English Ekaterina Vasilievna Budanova Born in Konoplanka in 1916, Ekaterina V. Budanova worked in an aircraft factory in Moscow and became very fond of aviation. She was awarded her civil pilot licence and in 1937, she became an instructor and took part in air parades. She volunteered after the Nazi attack and joined the 586th fighter Regiment in the area of Saratov. With the arrival of units from other types of aircrafts, the girls trained in flying Yakovlev Yak-1 aircrafts were sent to another unit, joining the 437th Regiment, then the 9th Guards unit, and finally the 296th, which then became the 73rd Guard unit. The number of victories obtained by Budanova was on the rise and, jointly with Lydia Litviak, they received the honour of appearing on the cover of the “Ogonek” weekly on 20 April 1943. When she took off on the morning of 19 July to accomplish her last mission, she already had 11 victories to her credit, many more than are necessary to be called an “ace”. A fierce battle was raging between the Soviet patrol and the German fighters when Budanova shot down another enemy. Her aircraft was seriously hit, though: She went back through the lines and made an emergency landing near the village of Novokrasnosvka. The rescuers took her out of the cockpit lifeless. Twice decorated with the Order of the Patriotic War and nominated for the distinction of Hero of the Soviet Union, she was awarded this distinction in 1993 –then known as Hero of the Russian Federation. Judith Arlene Resnik and Christa McAuliffe The twisting cloud of steam given off by the explosion of the Challenger Shuttle on 28 January 1986 reminds us all that space voyages are far from being a quiet routine. The launch of mission STS-51-L resulted in the death of Commander Francis Dick Scobee, astronauts Gregory Jarvis, Christa McAuliffe, Ronald McNair, Ellison Onizuka, Judith Resnik, and Michael J. Smith. McAuliffe (the second from the left), was a teacher selected to participate in the Teacher in Space Project, and Resnick (the fourth from the left) was a NASA engineer. They are the first two women to lose life in the last frontier of human flight. Judith Arlene Resnik was born in Akron, Ohio, on 5 April 1949. She was recruited by NASA in 1978 and was having her second experience as an astronaut after having flown for six days, 56 minutes and 4 seconds in the maiden voyage of Discovery on 30 August 1984. She was therefore the second American female astronaut after Sally Ride, who had made a voyage on 18 June 1983 on the Challenger space shuttle. On that morning of January, the failure of one the solid-fuel rocket boosters resulted in the destruction of the shuttle 73 seconds after launch, resulting in the death of the seven crew members who had no time to escape. On 1 February 2003, the Columbia disaster claimed the lives of two more women, in addition to their colleagues Michael P. Anderson, David M. Brown, Rick D. Husband, William C. McCool, and Ilan Ramon: Laurel Clark and Kalpana Chawla. Amelia Earhart Born in Atkinson, Kansas, on 24 July 1898, she worked as a nurse in a military hospital in Canada when the United States went to war. She studied medicine for year and then moved to California with her mother. She enrolled on a flight school after attending an aeronautical meeting at Daugherty Airfield in Long Beach. After being awarded her pilot licence, she undertook her first sports enterprise at the age of 24 by setting the record as the first female pilot to fly at an altitude of 4,600 m. In 1928, Capt. Railey offered her to become the first woman to fly across the Atlantic. She enthusiastically jumped on board the Trimotor Fokker Friendship accompanying pilot Wilmer Stultz and mechanic Lou Gordon. After a flight of 20 hours and 40 minutes, they landed in Burry Port, Wales. Even if she was not the protagonist as the pilot, the flight would make her gain recognition and constrain her to sensitize public opinion on the role played by women in aviation. After setting two international female speed records in 1930, “Lady Lindy” –the nickname with which she was known¬– intended flying across the Atlantic on her own. On 20 May 1932, five years after Lindbergh’s flight, she took off in her Lockheed Vega from Harbor Grace, Newfoundland, and landed in Londonderry, Ireland after flying 3,100 km in 14 hours and 56 minutes. On August 24, she flew non-stop the United States from coast to coast setting a new record. After that, she became the first woman to fly the Pacific, from Oakland, California to Honolulu, Hawaii. In 1937, she felt ready to take on a huge challenge: A world flight. She took off in a Lockheed Electra with Fred Noonan as second navigator. She reached Puerto Rico, Africa, she flew across the Red Sea and landed in Calcutta 17 days later. She flew to Rangoon, Bangkok, and Singapore. She made a stopover in Bandoeng due to problems in the airborne instruments. She took off again to fly to Australia and arrived to New Guinea two days afterwards. To complete the tour, she had to fly across the Pacific. At dawn on 2 July, near Howland Island where the Coast Guard was on station to rescue the crew if necessary, Amelia communicated that they were running out of fuel. The aircraft and its two aviators disappeared for ever and became legends. Amelia Earhart with her biplane, Avro 594 Avian III with identification G-EBUG, at a stop off in an Italian airport in May 1928. Amy Johnson Amy Johnson, who would become one of the greatest female aviators, received her pilot licence in London in 1929, after being introduced to flying as a hobby. Born in Kingston Upon Hull 26 years ago, she graduated with a degree in economy in Sheffield and then worked as a secretary in a law firm. She purchased a second-hand De Havilland Gipsy Moth biplane she named Jason. In 1930, she achieved recognition as the first woman to fly about 18,000 km from Britain to Australia. On the following year she flew a D.H. Puss Moth, with Jack Humphreys, to go from London to Moscow in one day: completing 2830 km in about 21 hours. From then, they continued across Siberia and on to Japan, setting a new record. In 1932, Johnson married Scottish pilot Jim Mollison, with whom she would share flights, adventures, and successes. Johnson broke her husband record time for the flight from London to Cape Town. In 1933, they flew a D.H. Dragon Rapide from Wales to the United States and were wounded during an emergency landing. In 1934, they connected England with India in a D.H.88 Comet, but were forced to retire from the Britain to Australia MacRobertson Trophy Air Race because of engine troubles. In 1936, Amy regained her Britain-to-South-Africa record. On January 1941, while flying for the Air Transport Auxiliary from Blackpool to RAF Kidlington near Oxford, Johnson found adverse weather conditions and –according to the reconstruction of the event–drowned after bailing out into the Thames. Hanna Reisch “She will never be a good pilot”: Seldom has such an opinion –given on Hanna Reisch by her first instructors– proved to be so wrong. She would have the opportunity to show with skill and courage that she was beyond compare. Born in Hirscheberg, Silesia in 1912, she enrolled on a hang-gliding course in Grunau as soon as she completed her studies. She performed bold aerobatic manoeuvres for the shooting of a film and by 1933, when she was slightly over 20, she took part in a scientific expedition in South America to learn about the currents and weather conditions in the routes Lufthansa was interested in. Back to her home country, she had already made a name for herself by then and was asked to experiment in flight a new type of aerodynamic brakes on gliders. By 1937, she was already awarded the honorary distinction of Flugkapitan, and was summoned by Ernst Udet himself in Rechlin to join in as collaborator of Luftwaffe. Despite the restrictions imposed to Germany at the end of the Great War, she had the chance of flying on the most diverse and advanced aircrafts that the industry was fine-tuning, including what may be deemed the first helicopter: The Focke Angelis Fw 61. She beat some world records and survived a serious accident while testing a device positioned in the wing tips of a Dornier Do 17, which should cut the barrage balloons cables. In 1942, she performed the in-flight testing of the Messerschmitt Me 163 rocket, a task that had already claimed the lives of other highly skilled pilots. Even she was the victim of an accident that caused her many fractures. In the summer of 1944, she was –jointly with Otto Skorzeny– a fervent supporter of the V1 manned version, the flying bomb fine-tuned by Fieseler. The tests did not live up to the expectations and Reisch risked her life once more. As a great admirer of Adolf Hitler –she has no esteem for Hermann Goering, though– she witnessed the last days of Nazism and Nazi chiefs. Hitler himself commissioned her to arrest Himmler before committing suicide. Captured by the Americans, she resumed flying after the war as an instructor and participated in hang-gliding contests until 1970. She died in 1979 at the age of 67. Lydia Vladimirovna Litvyak Born in Moscow in 1921, Lydia V. Litvyak took her first flight lessons when she was only 14; by the end of the 30s, she was already a pilot instructor. She tried to enrol in the air force when Germany attacked the Soviet Union: She succeeded by adding a hundred of flight hours in her own booklet. She joined the 586th Female Regiment of Marina Raskova, which was equipped with Yakovlev Yak-1 fighters. She got her fire baptism in the summer of 1942 in the area of Saratov and she was assigned to a mixed unit with some colleagues. Since the first missions she accomplished with the 437th Regiment, Litvyak demonstrated her skills with her first victories, among which, according to certain sources, we find the Messerschmitt Bf 109G of a German ace, the Feldwebel Erwin Maier, who looked extremely surprised when meeting the enemy that had shot him down. She is credited to have shot down 11 aircrafts. Assigned to the 9th Regiment of the Guard, Litvyak continued to achieve success as the press was telling the deeds of the “White Lily of Leningrad”. In the beginning of 1943, she was moved to the 296th Regiment so that she could still fly the Yaks. She was awarded the Order of the Red Star and promoted to the rank of junior lieutenant. Wounded in combat, she was appointed flight commander of the 3rd Aviation Squadron of the Regiment, which had become the 73rd Regiment of the Guard. Wounded again on 16 July, she refused to take medical leave and shot down two more aircrafts. On August 1, she took off from Krasnyi Luch, Ukraine for the fourth sortie of the day and did not return to the base. She had between 11 and 18 victories to her credit. Fiorenza De Bernardi Born into the profession –her father Mario had been a fighter pilot during the Great War, winner of the 1926 edition of the Schneider Trophy, tester, record holder, pilot of the first motorjet aircraft on its first flight in Italy on the Campini Caproni CC.2, Fiorenza De Bernardi was born in Florence on 1928. Very fond of rock-climbing, skiing, and open-air life, she started flying with her father in 1951 and took part in aeronautical events across Italy and Europe, often accompanied with Graziella Sartori. She even started to learn hang-gliding in the 1960s. In 1966, the Air Force offered some experienced civil pilots the chance to take an elementary instrumental pilot course at Scuola di Alghero and she became the first female pilot of Italy on the following year. Hired in 1969 by Airtirrena, she became the first female commander of Italy, flying Yakovlev Yak-40s for which she sought qualification in Moscow. In 1971, the building company asked the airline to perform a presentation flight of Yak-40 to the Middle-East and Australia, which was completed by De Bernardi in 45 days. Not content with her already enviable records, the aviator became the first woman in Italy to hold a glacier pilot licence. In 1985, a severe car accident forced her out of gear levers but not of aviation: She continues relentlessly to do her utmost to promote all the facets of the role of women in flying. She is the president of Associazione Donne dell'Aria.

Engineering [General], Foreign Trade

Graduate diploma - Universidad Nacional de Córdoba [UNC]

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About me

I was born in Córdoba, Argentina and moved shortly afterwards to France, where I lived 13 years. I became bilingual after acquiring native proficiency in French. After completing secondary education, I enrolled in the five-year curriculm course of the School of Languages of the National University of Córdoba (degree in-between a BA and a Master's Degree) and graduated in May 2009 as a Sworn Translator of English. I started working as an in-house translator for an Italy-based translation company specializing in industrial engineering and mechanics, which gradually allowed me to acquire reading comprehension in Ialian. There, I mostly translated and edited safety procedure manuals of power plants, machinery, and automobiles for major European multinationals in the automotive and industrial sectors. I was very appreciated at work for my versatility to handle nine different combinations of linguistic pairs, and for the gradual specialization I gained in the field of engineering. After completing this gratifying initial experience in the world of translation, I went freelance and started working as a translator in English, Spanish, French, and Italian for another Italian company located in Treviso. My experience with this new company has allowed me to take on new responsibilities and to be soon promoted to a new position, that of Project Manager of the French Department. I am now fronting a small team of translators and am responsible for the distribution and quality assurance of all translations from and into French. I also frequently work for other companies from Argentina and the world.

If you are interested in a reliable and dedicated professional translator with the required credential, experience, and positive attitude do not hesitate to contact me.

This user has earned KudoZ points by helping other translators with PRO-level terms. Click point total(s) to see term translations provided.

Total pts earned: 88 (All PRO level)
Top languages (PRO)
English to Spanish	36
Spanish to English	16
French to English	12
English to French	12
Spanish to French	8
Pts in 1 more pair >
Top general fields (PRO)
Tech/Engineering	36
Law/Patents	20
Other	20
Bus/Financial	8
Medical	4
Top specific fields (PRO)
Law (general)	20
Law: Contract(s)	12
Construction / Civil Engineering	8
Engineering (general)	8
Engineering: Industrial	8
Finance (general)	8
Medical (general)	8
Pts in 4 more flds >
See all points earned >

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Profile last updated
May 18, 2011

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