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Merry Christmas Movies . . . NOT! Part 2 — Anti-Christmas Movies
In Part One of this column about the War on Christmas, I wrote that "the Jewish dominance of Hollywood is so obvious and undeniable that Los Angeles Times' columnist Joel Stein recently made it official. What else can you say when all eight major film studios are run by Jews." I've written on this theme extensively in The Occidental Quarterly (here, here, and TOQ Spring 2008). Or you could read Jewtopia: The Chosen Book for the Chosen People, based on the surprise hit play by Bryan Fogel and Sam Wolfson. Or you could listen to David Mamet: "For those who have not been paying attention, this group [Ashkenazi Jews] constitutes, and has constituted since its earliest days, the bulk of America's movie directors and studio heads."
In The Culture-Wise Family: Upholding Christian Values in a Mass Media World, Theodore Baehr and Pat Boone argued that "whoever controls the media controls the culture." And a lynchpin of that media is Hollywood and its associated TV studios and networks.
Why does it matter that Jews control Hollywood? In essence, it matters because it represents the loss of power of one group—majority white Christians—to a group with a long history of hostility toward the people and culture of the West. Jewish control of Hollywood has been a crucial means for dispossessing majority whites from their place in the country they built. As some have argued, the twentieth century was "a Jewish century," and much of this was because Jews controlled the image factory known as Hollywood.
Again, what Kevin MacDonald demonstrates in The Culture of Critique, cannot be repeated too often: "The Judaization of the West means that the peoples who created the culture and traditions of the West have been made to feel deeply ashamed of their own history — surely the prelude to their demise as a culture and as a people." And, as I argued earlier, the treatment of Christmas shows how Jews "have been able to translate this hatred of Christ and his birthday into increasingly scandalous imagery, thanks to their domination of Hollywood and TV studios."
Today I'll talk about how that has affected the kind of Hollywood films we get with respect to Christmas. In essence, it means that in the last forty or so years, the Christian aspect of the holiday has vanished on screen. The best we can hope for is a positive, feel-good portrayal of the season, such as we had in Tim Allen's The Santa Clause (1994) or Tom Hanks' The Polar Express ten years later.
Too often, however, films have associated the Christmas season with negative or even horrific stories. Perhaps the best example of this is Silent Night, Deadly Night. This is a 1984 slasher film that begins with a young boy named Billy witnessing the murder of his parents by a man dressed as Santa Claus. Billy ends up at St. Mary's Orphanage, where he is beaten by Mother Superior. Later, morphing memories of his punishment at her hands with images of Santa, Billy grows up to become a killer teenage Santa. At work, for example, he strangles a co-worker with Christmas lights and then dispatches the girl with whom the co-worker was having sex.
After a string of other Santa murders, Billy returns to the orphanage, with the police hot in pursuit. Tragically, they shoot and kill Father O'Brien, a deaf priest dressed as Santa. Sneaking into the orphanage, Billy, dressed as Santa, swings his ax at Mother Superior, but a policeman shoots him down. Imparting his central message, Billy assures viewers, "You're safe now… Santa Claus… is gone." Not exactly a happy message at Christmastime.
In 1984, such imagery was still able to rile the population. Siskel and Ebert condemned the film, going "so far as to read the film's production credits on air, saying 'shame, shame' after each one." Angry mothers protested the movie around the nation, and TriStars Pictures, its distributor, quickly ceased advertising the film.
Silent Night, Deadly Night did have antecedents. Black Christmas was a 1974 movie set in a sorority house during Christmas break. A maniac is making calls from within the house, killing the coeds one by one. The movie also takes every opportunity to pair beloved Christmas songs with chilling scenes, a phenomenon that was later repeated in Gremlins, as we will see. Another, Christmas Evil (1980), features a delusional Santa stand-in who murders three church-goers in front of a church. (He stabbed one man in the eye with a toy.) Later, while wearing a ragged Santa outfit and being chased by an angry mob, our main character drives his van off a bridge, imagining himself to be Santa in his flying sleigh.
As Austin Pearl, a Jewish reviewer, approvingly wrote, "Christmas Evil ruins Christmas unlike any other movie." In particular, this reviewer liked "all the vividly disturbing images of Santa sprinkled throughout the movie."
It's no surprise that Pearl also liked the 2003 Billy Bob Thorton film Bad Santa, which was a concerted ethnic effort to trash Christmas. Jewish director Terry Zwigoff made the film under producers Ethan and Joel Coen for the Disney subsidiary Miramax, run by two more Jewish brothers, Bob and Harvey Weinstein. Billy Bob Thornton stars as the bad Santa of the title, going about his life boozing and swearing with abandon. At one point he has anal sex with an overweight woman in a changing room, while elsewhere he goes to a mall drunk and destroys a reindeer display in a drunken rage. Ho ho ho.
Near the end of this dark film, he is shot by a group of policemen but survives. Despite his obvious guilt in numerous crimes, he is pardoned because "the Phoenix police department shooting an unarmed Santa Claus in front of children was more fucked up than Rodney King."
According to Wikipedia, critics described it as an "evil twin" of Miracle on 34th Street, the inspirational Christmas classic. No wonder Austin Pearl wrote glowingly that "Bad Santa is perhaps the most subversive, offensive Christmas movie ever made—with Thornton as a truly despicable character who, for once, does not receive a total personality transplant by the movie's end."
Director Zwigoff intended this film for impressionable teenagers, the vast majority of whom are, one would assume, Christians. When asked if he thought the film would do well, Zwigoff answered, "I think it might. Every teenager in America is dying to see this film. Though they won't be able to get in unless they have a very open-minded parent." Clearly he was aware of the film's subversive content.
Two years later came another Jewish-directed anti-Christmas movie. The Ice Harvest, Harold Ramis's "grisly black comedy/film-noir," sees Billy Bob Thornton return to a mayhem-filled Christmas. One reviewer intoned that The Ice Harvest "is a must-see for fans . . . in the mood to see one of the worst Christmas Eves in the history of cinema." Roger Ebert was also impressed. "I liked the movie for the quirky way it pursues humor through the drifts of greed, lust, booze, betrayal and spectacularly complicated ways to die." In other words, Hollywood's version of Merry Christmas stuff.
The Gremlins
Perhaps the most unsettling Christmas movie was the original Gremlins (1984). Though directed by Joe Dante, Steven Spielberg's production company, Amblin Entertainment, released it. Time magazine characterized the film as being "developed and 'presented'" by Spielberg and being one of his "children too."
Stylistically, too, this film is completely Spielbergian, beginning with a typical suburban paradise. Snow is on the ground as local residents prepare for Christmas.
The drama begins when protagonist Billy receives a cute "mogwai" from his inventor father, but the creature spawns siblings that are far from full of holiday cheer. On the contrary, they bring violence, mayhem, and death to this otherwise happy time of year. Their mischief is methodically paired with normally positive symbols of Christmas. For instance, when Billy's mom is home alone making Christmas cookies and listening to Christmas music, she is attacked by a squad of ghoulish gremlins, long in tooth and with murder on their minds. After stabbing one through the heart, she dispatches another with a deft push of the blender switch, turning the previously Christmas-cookie-aroma-filled kitchen into a bloodbath. Retreating to the living room, she is literally attacked by the Christmas tree, which is full of gremlins. This conflation of joyful Christian symbols with diabolical evil is a central device to the whole movie.
Another example comes when the police pass by Billy's neighbor's house and are greeted by the neighbor, dressed as Santa Claus, running about helplessly as gremlins eat into his brain. Next, Christmas-caroling gremlins arrive at grouchy old Miss Deagle's door, only to send her flying out the second-floor window of her house in a malfunctioning motorized chair.
The scenes which most firmly tie this movie to a distinct Jewish sensibility, however, come with two extraneous dialogues between Billy and his girlfriend Kate. Passing a group of Christmas carolers singing "Silent Night," Kate suddenly and soberly states that Christmas is a time when "a lot of people get really depressed. . . . While everybody else is opening up their presents, they're opening up their wrists. It's true. The suicide rate is always the highest around the holidays." When she volunteers that she doesn't celebrate Christmas, Billy asks, "What, are you Hindu or something?" Historically, the non-Christian group in America with mixed feelings toward Christmas is not Hindus, but Jews. Here the mask is in place but the true message is easily discernible.
Much later in the movie, after the gremlins have wreaked havoc on Kingston Falls, Kate launches into a startling horror story about Christmas, one that seems completely gratuitous since it is independent of the blood-thirsty gremlin theme. Surveying the rubble left by the marauding gremlins, Kate relates how she now has another reason to hate Christmas. It seems that when she was nine, she and her mother were decorating the tree on Christmas Eve, waiting for her father to come home from the office. They waited, but he never came.
Then, four or five days later, as the temperature dropped, Kate went to make a fire. "And that's when I noticed the smell." Thinking it was a dead cat or bird, they called the fire department to clean it out, but instead "they pulled out my father. He was dressed in a Santa Claus suit. He'd been climbing down the chimney on Christmas Eve, his arms loaded with presents. He was going to surprise us. He slipped and broke his neck, died instantly. And that's how I found out there was no Santa Claus."
"Mr. Hankey's Christmas Classics"
Finally, we arrive at what must be the most blatantly hostile and offensive portrayal of Christmas ever found in the mainstream American media. The creators of the animated series South Park concocted a Christmas character to replace Santa. This new character is "Mr. Hankey the Christmas Poo," an animated human feces. Mr. Hankey was introduced in a 1997 episode that showed the young Jewish boy Kyle brushing his teeth. Mr. Hankey, wearing a Santa hat, jumps out of the toilet bowl and sings a song about Santa and Christmas. The starkest comment in the scene comes when this animated feces writes "Noel" in excrement on the mirror. (This early version can be viewed here.)
No wonder Mr. Pearl, our Jewish reviewer, gleefully explained his motive for collecting anti-Christmas films in these terms: "It's my wanting to recognize things that are deliberately anti-Christmas. It's my wanting to take a big you know what on everyone's Christmas spirit. . . . Each one of them is so anti-Christmas that I want to share them with the world, thereby forcing everyone to realize how liberating it is to rip off the Christmas mind control device and have some laughs in the process." (Pearl provides embedded YouTube scenes of the anti-Christmas films he recommends).
Two years later, the more extensive Mr. Hankey version was released as Mr. Hankey's Christmas Classics. (A parallel CD of the songs includes the delightful "Merry Fucking Christmas"). Here Mr. Hankey besmirches the faces of children singing Christmas songs. He then introduces us to the next scene, Christmastime in Hell, where Hitler is shown crying over his Christmas tree. Later, when Jesus and Santa sing a duet, Santa gets miffed that there are far more songs about Jesus than about him, so he leaves the stage. When Jesus implores him to return, Santa speaks the cheery words, "Aw, fuck you, Jesus!" (Read the script here.)
This episode is a parody of the Charlie Brown Christmas Special in which everyone yells out "Merry Christmas, Charlie Brown!" only after Charlie has realized the true meaning of Christmas—which has Christ at its center. In the South Park version, the characters wish the Jewish boy Kyle a Merry Christmas only after he has taught everyone, through Mr. Hankey the Christmas Poo, that Christmas and Christianity are shit.
Replacing Christmas with the culture of the Holocaust
Finally, this brings us to Christmas this year. More than ever, the focus will be on Jewish themes rather than Christian. As a recent New York Times article admitted, Holocaust-themed Christmas releases have been the norm for years. Sophie's Choice, for example, debuted in December 1982, Schindler's List was released in the same month in 1993, and The Pianist opened two days after Christmas in 2002.
This year is no different: On Christmas Day the new Tom Cruise movie Valkyrie will debut. This film features Cruise as a German officer who plots to kill Hitler, prompting Cruise to joke in an interview, "Go kill Hitler on Christmas!" We will also have Defiance and Good, two more Nazi-oriented films, which will premier a week after Christmas. Then there is The Boy in the Striped Pajamas, "which tells the story of a forbidden friendship between the son of a Nazi officer and a Jewish boy imprisoned in a concentration camp." And don't miss The Reader, which features Kate Winslet being tried for her years as a concentration-camp guard. Finally, there is Adam Resurrected, starring Jeff Goldblum as a Holocaust survivor living in a mental institution. The title seems to posit the death of Jesus at Christmastime and his replacement with a Jewish resurrection.
Out with the old religion, in with the new. A friend wrote: "I've seen the previews for Valkyrie. Good grief! And to release it on Christmas Day — it really doesn't get more obvious than this. Sort of like saying, 'Don't you realize, THIS is your new religion, not all this Jesus business!'"
Three years ago, Fox News Channel host John Gibson wrote The War on Christmas: How the Liberal Plot to Ban the Sacred Christian Holiday Is Worse Than You Thought. Well, it has gotten worse than we thought. But Gibson's parting words are still the only formula for a reversal in this war. "Those who would ban Christmas and Christians should not mistake the signs on the horizon. The Christians are coming to retake their place in the public square, and the most natural battleground in this war is Christmas. The war on Christmas is joined."
And may the good guys win. It's a battle we can't afford to lose. Merry Christmas!
Edmund Connelly is a freelance writer, academic, and expert on the cinema arts. He has previously written for The Occidental Quarterly.


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Bullet Party CS 2 : GO STRIKE 1.2.8 Apk + Mod for Android
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(visited by Wolfgang Seel, Albine Koerber, Thomas Scheiderer, Tanja Scheiderer, Anna Köhler and Daniel Grabinski)
03-Mar-2008 -- Continued from 23N 25E.
This Confluence was visited around noon on 03 March 2008. It's situated 140 km S of al-Kufra in a vast sandy plain.
This location had obviously been visited before, since a collection of objects (fuel canister, ammunition) has been left here together with a stone (see foreground of group photo).
We were on the way from Jabal al-`Uwaynāt to Rabyāna 180 km to the NW. Not very much to tell about the country, but in late afternoon of the previous day a strange object caught our attention far away in the empty plain. Only from 100 m distance we were able to identify it as the carcass of a camel, which had died sitting and remarkably also remained so in this very extraordinary position.
Continued at 24N 22E.


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The Bears defense took one look at the new and improved Falcons' offense,
and then destroyed it.
The Bears sized up quarterback Matt Ryan and his new rookie receiver and his established star on the other side, and blew them up.
Blew up all the Falcons, in fact. Almost beheaded Ryan while they were doing it.
It was all you could eat for the Bears' defense. Julius Peppers was all over the line and all over the Falcons backfield. Henry Melton matched Peppers' two sacks, looking as special as Lovie Smith said he would. Amobi Okoye had a sack, as well.
There was a copyrighted forced fumble by Charles Tillman, and omygod, there was Brian Urlacher. A spectacular diving interception, a hustling fumble return for a touchdown, a bunch of tackles -- look, if Urlacher is old, get me the AARP hotline.
And like that, the Bears defense ruined one of the most-hyped offenses in the league.
As it should be.
It's probably not news that the defense will carry this year's Bears. But this was a statement. This was the chaos and havoc that Bears defensive coordinator Rod Marinelli demanded. Gang tackling. Harassing coverage. Pressure that turned Ryan into Matty Iced. And Diced. And Sliced.
The quality of the Bears starters was apparent. Same goes for the quality of the backups.
One series where that depth and playmaking ability showed came early in the second half. The Falcons were third-and-goal at the Bears' 8 on the opening drive, trailing only 13-3 despite being dominated in the first half. A touchdown there, and suddenly, hoo boy, the Falcons are another TD away from making the Bears scream about the points they left on the field in the first half.
But no.
Chicago Tribune Sports
The defense made sure of it with sure tackling and fundamentally sound coverage. Michael Turner was stuffed by everybody for a one-yard loss. Tillman smothered White on a slant while poking away the pass. Then surprising Nick Reed covered and smothered Jason Snelling into a two-yard loss to force a field goal.
The Bears offense promptly went 92 yards for a 23-6 lead, as surprising as the Bears' hellacious defensive attack was expected. The offense struggled to get touchdowns, and it looks like it will continue to struggle for a while, no matter the spasms of big plays Sunday. Cutler threw for 312 yards and two scores. Matt Forte caught and ran like a good negotiator. Roy Williams gave the Bears a game of catching and blocking they hadn't seen before he got hurt. Johnny Knox looked like a starter. And Devin Hester made a dazzling play.
But Cutler got sacked four times and was hit a lot more, and let's not even talk about that tipped pass that became a 50-yard interception return for a score.
It was left to the defense. It is always left to the defense. Gain momentum. Then regain it after something like that interception return. And regain it, the defense did, forcing the Falcons into a holding penalty and late sacking Ryan a fifth time.
The Bears went into a prevent defense with 4:42 to go and an 18-point lead. They looked awful most of the time, as all teams in prevent do. They got the lead by attacking, and then they went away from it. Hate that. Still, Peppers and Melton destroyed Ryan on one incomplete in the red zone. Do that 40 yards earlier.
But, no matter. The Bears defense stood up. The Bears defense finished. The Bears defense did not give up a touchdown then or at all Sunday, and even scored one itself. The Bears defense made good talent look bad. The Bears defense will do that a lot this year. It's probably not news, but it's great news.
Twitter @steverosenbloom


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Niko Sales & Services Centre , was established in 1994, is the premier RC Hobby Wholesaler and Retailer in Malaysia. Trusted by thousands of customers, we provide to you the most comprehensive RC models from Car, Helicopter, Airplance to Boat. To support your need, we carry full range of RC parts and accessories of which made by world's leading RC companies.
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RC Terms and Jargons
Number describing degrees in an arc. A 360 represents one full turn through an axis. A 360 turn, for example, is a flat turn where the aircraft does not roll its wings but rather just 'slides' through 360 degrees turning on rudder only.
Term describing a type of flight pattern, which is characterized by the performance of very specialized aerobatic manuevers below the model's normal stall speed. Examples include torque rolls, 'walk in the park', harriers, hangers, etc.
Slang abbreviation for flip flop flying. Similar to 3D, but without the finesse.
Aluminum-Brass-Chrome. The components used in the production of non-ringed engines. These engines use an aluminum piston, and a chrome or nickel plated brass sleeve. The engine is harder to turn over and start due to the tight fit between the piston and cylinder. This tight fit is what makes the engine more efficient, and powerful. ABC engines must be run in for best performance.
Advanced Bimetallic Liner. Specialized form of ABN. Instead of a single-step, single-material plating, the ABL Plating process is based on a layered approach made possible by two OS-developed hard-nickel alloys. The first alloy is used as the bottom (bonding) layer, to fuse the top layer to the brass liner. The second alloy, developed for superior hardness, forms the top layer. Together, they create a barrier that protects the liner against excessive heat and wear.
Aluminum-Brass-Nickel. The components used in the production of non-ringed engines. These engines use an aluminum piston, and a nickel plated brass sleeve. The engine is harder to turn over and start due to the tight fit between the piston and cylinder. This tight fit is what makes the engine more efficient, and powerful. ABN engines must be run in for best performance.
Almost Ready to Fly. A kit which is mostly pre-assembled, usually requiring installation of few parts, engine, and radio gear. Almost Ready to Fly name compares to a kit, which is a package of parts which require assembly.
Adjustable Travel Volume. Used on many radio transmitters to limit, or extend, maximum throw of a servo. ATV can indicate having a single adjustment which affects both ends of the servo (known as AST) or one adjustment for each end of the servo throw (known as EPA).
The act of performing 'acrobatic' or stunt manuevers in the air such as loops, rolls, etc. For extensive information on aerobatics, consider purchasing A Look at Aerobatics (GPMZ0220), written by two-time U.S. National IMAC Aerobatic Freestyle Champion, Mike Cross.
Towards the rear. Used such as: "…with an aft center of gravity….".
After Run Oil
A lubricant designed to displace unburned fuel in the engine after running. The fuel can accelerate corrosion on some engine parts. By using an after run oil, the fuel is displaced, and a protective coating lines sensitive engine parts. This is an inexpensive engine insurance, and promotes long engine life. There are several good after run oils on the market.
Control surfaces usually on the wing, often near the tips. Used to bank the aircraft. They work in opposite directions (when one goes up, the other goes down.) One aileron raising forces air to push that side of the wing down, causing the model to roll in that direction. So, to roll right the right aileron raises. They control the airplane around the roll axis.
The shape of the wing when looking at its profile. Usually a raindrop type shape.
An aircraft that can fly off of water or land. The wheels retract into the hull or floats, depending upon the type of aircraft. An amphibian can land on water and then extend the landing gear to allow it to pull up onto the shore. Many seaplane bases had ramps to allow the airplanes to pull up onto dry land parking areas.
Angle of Attack
The amount of pitch at which an airfoil is flying. By adjusting the angle of attack, the efficiency of the wing/blade is effected. More precisely, the angle between the chord of an airfoil and the wind.
The number of square inches (or feet) of the wing. It's the wingspan multiplied by the wing's chord. The area of a tapered wing is the wingspan multiplied by the average chord.
Aspect Ratio
The wingspan divided by the chord. Aspect ratio is important where a wing's efficiency is concerned. A short aspect ratio (short wings) is better for maneuvering, since it allows a high roll rate. Short wings are also stronger than long wings. Gliders use high-aspect ratio wings (long, skinny wings) because they are more efficient for soaring flight. Example: 10 ft. wingspan with a 1 ft. chord has an aspect ratio of 10.
The line around which a body rotates.
Ball Link
Connection using a ball, and a link which rotates on the ball. Used to connect the servo to a control surface or lever.
Term describing the amount of play between gears, or gear mesh. If too loose, the gear can slip, or strip the teeth. Too tight, and excessive wear is caused.
Barn Door Ailerons
Larger, built up ailerons rather than an aileron from a simple strip of solid wood like some kits have.
Base Load Antenna
A rigid, short antenna mounted to the model. Used to replace the longer receiver antenna.
What occurs when the friction at a joint is stronger than the linkage.
Blade Balancer
Usually called a 'prop balancer' for aircraft. Used to ensure that the propeller and spinner are equally balanced side-to-side to avoid vibration problems.
Blade Strike
Term describing the event of a propeller blade hitting another object. Although this can seem like a minor impact, the blades should be carefully and thoroughly inspected, as structural integrity is often compromised, producing an unsafe condition. If any question remains, do not fly until the blades are replaced.
Boring holes in the sky
Having fun flying an R/C airplane, without any pre-determined flight pattern.
Buddy Box
Training method utilizing two transmitter control boxes, linked together. The trainer radio has override control, which the instructor uses to take control when the trainee looses control, or becomes disoriented.
CA Glue
Cyano-Acrylate glue. This adhesive is a relatively fast-cure type, availablein various thicknesses and cure times. (Similar to "Super Glue".) There are many types used in model building. Refer to owners manual of kit to determine if used.
Center of Gravity. A measurement used when balancing blades, as well as the model overall. Describes a central point in a given body, where all weight is considered to be concentrated. A central balance point.
If you draw a line through the center of the airfoil that's exactly half-way between the top and bottom surface, you get the mean airfoil line. Depending upon the airfoil, it can be straight or curved. This curve is called the "camber" of the airfoil. If it has a lot of curve, the airfoil is said to be "highly-cambered".
The horizontal surface forward of the wing used to control pitch. It's found on very few aircraft. Also the word used to describe aircraft that have a main wing and a horizontal control surface in the nose…also called, "tail first" aircraft.
The part of the engine which controls the speed or throttle setting and lean/rich mixture via setting of the needle valve.
Center of Pressure
An imaginary point on the chord of an airfoil where the total of all aerodynamic forces are assumed to act.
Centrifugal Force
The force created by a body's tendency to to follow a straight path working against a force which causes it to move in a curve, the resultant force which pulls away from a central axis of rotation.
A very steep climbing turn where the airplane makes a 180° change of direction.
Signalling Channel
The frequency number used by the transmitter to send signals to the receiver. If radios transmit on the same frequency, or channel, glitching will occur in the active receiver on that channel. This is due to conflicting signals sent by the two radios. Flying sites should have a frequency control system to ensure that only one radio operates on any given channel at one time. This is usually a board with some type of marker for each channel. If the marker is not available, someone else is using that channel. Do not use your radio unless you are sure you are the only one on the frequency.
The number of functions your radio can control. Ex: an 8 channel radio has 8 available servo slots used for separate control surfaces or switches. These channels can also be mixed on many radios, for such functions as collective, which increases pitch when throttle is increased.
Charge Jack
The plug receptacle of the switch harness into which the charger is plugged to charge the airborne battery. An expanded scale voltmeter (ESV) can also be plugged into it to check battery voltage between flights. It is advisable to mount the charge jack in an accessible area of the fuselage so an ESV can be used without removing the wing.
Device used to recharge batteries and usually supplied with the radio if NiCad batteries are included.
Chicken Stick
A hand-held stick used to flip start a model airplane engine.
The "depth" of the wing, its distance from leading edge to trailing edge. One of the components used to determine wing area. May vary from root to tip.
Term used to describe the weighted end of the fuel pickup line in the fuel tank. The purpose of this is to ensure that the fuel pickup is always in the fuel supply, even when inverted
This effect is the bending of the rotor or propeller blades when stressed.
Control Surface
Any one of the various moveable portions of the wings, tail surfaces, or canard.
Conventional Gear
The landing gear arrangement where the airplane has a main gear and a tailwheel.
The large molded fairing around an engine. It serves two purposes when done right: It helps the airflow go smoothly around the front of the airplane, and also provides a proper path for cooling air around the engine.
Dead Stick
Slang term for a landing without engine power. An example: "I ran out of fuel at 50 feet and had to dead stick".
Dialed In
Slang term for the condition in which the model is set up to fly smoothly and predictably. This is the state where the mechanics and electronics work together to produce the best performance.
The V-shaped bend in the wing. Typically, more dihedral causes more aerodynamic stability in an airplane, and causes the rudder to control both the roll and yaw axis. This is why some trainers and sailplanes require only 3 channels of radio control—i.e., having no ailerons.
Minor dent or damage to the structure. Also, a nick in a prop. Dinged props must be replaced.
Term describing the shape of the rotary wing or propeller formed by the spinning blades.
Dorsal Fin
An extension of the vertical fin forward of the main part of the fin, and against the fuselage. On the top, or "dorsal" side of the aircraft.
Down Thrust
Downward angle of the engine relative to the centerline of the airplane. Down thrust helps overcome the normal climbing tendency caused by the torque of the engine.
The air resistance to forward motion. Drag can be increased with the use of certain types of devices installed on the aircraft, such as spoilers, airbrakes, or flaps. Old-style aircraft with lots of supporting wires had very large amounts of drag, while modern aircraft such as military jets, have very low drag.
Dual Rates
Radio function used to adjust control sensitivity.
Electric Starter
A hand-held electric motor used for starting a model airplane engine. Usually powered by a 12-volt battery.
Pitch control. Causes the model to raise or lower its nose, resulting in a climbing or diving response. Moving the elevator down causes the tail to rise, pushing the nose down and causing the model to dive. Moving the elevator up causes the tail to drop, raising the nose in reference to the tail (as if you were sitting in the aircraft).
The vertical and horizontal tail surfaces of an airplane.
The methanol or gasoline fueled power plant used in a model. Two or four-stroke gasoline and glow engines are very popular in aircraft. Four-stroke engines tend to turn higher diameter lower pitch props, and therefore tend to be used in applications requiring more torque and less speed response.
A two-part resin/hardener glue that is extremely strong. It is generally available in 6- and 30-minute formulas. Used for critical points in the aircraft where high strength is necessary.
Expanded Scale Voltmeter (ESV)
Device used to read the battery voltage of the on- board battery pack or transmitter battery pack.
This radio function allows the modeler to adjust the sensitivity of the control towards the center. This will make the small stick motions very precise, while longer stick movement moves the servo arm at a proportional rate.
Frequency Modulation. This describes the mode of transmission of radio signal from transmitter to receiver.
A PCM function which moves servos to a pre programmed position if transmitter signal is lost or corrupted.
A shaped area used to smooth out, streamline, or "fair", the joint between two members of an airplane. A wing fairing joins the wing and fuselage. A landing gear fairing streamlines the landing gear struts, and wheel fairings (wheel "pants") streamline the bulky shape of the wheels.
Field Charger
A fast battery charger designed to work from a 12-volt power source, such as a car battery.
"Figure 9"
Can be an "official" competition maneuver, or a badly-done loop. When the model flies over the top of a loop and picks up too much speed, the momentum prevents it from maintaining a loop's round shape.
Fin, Vertical Fin
The fixed portion of the vertical tail surface.
Hinged control surface located at the trailing edge of the wing inboard of the ailerons. The flaps are lowered to produce more aerodynamic lift from the wing, allowing a slower takeoff and landing speed. Flaps are often found on scale models, but usually not on basic trainers.
The point during the landing approach in which the pilot gives an increased amount of up elevator to smooth the touchdown of the airplane.
Flight Box
A special box used to hold and transport all equipment used at the flying field.
Flight Pack or Airborne Pack
All of the radio equipment installed in the airplane, i.e., Receiver, Servos, Battery, Switch harness.
Long, canoe-shaped structures that allow an airplane to land on water. They are not a part of the aircraft structure, but suspended below the fuselage on struts. Also called "Pontoons".
A phenomenon whereby the elevator or aileron control surface begins to oscillate violently in flight. This can sometimes cause the surface to break away from the aircraft and cause a crash. There are many reasons for this, but the most common are excessive hinge gap or excessive "slop" in the pushrod connections and control horns. If you ever hear a low-pitched buzzing sound, reduce throttle and land immediately.
Flying Boat
The type of aircraft where the fuselage has the lower portion shaped like a power boat. The plane lands on water directly onto the fuselage. There may be small floats suspended from the wings to keep the plane level when it's in the water.
Fore, Forward
Towards the front. Used such as: "…the forward edge of the rib…", or as in: "…with fore and aft movement…."
Frequency Control
The FCC has allowed the 72MHz (72.010 – 72.990) band to be used for R/C aircraft operations. This band is divided up into many different channels in which you can choose a radio system. You should be aware that certain areas have frequencies in which there is pager interference. This is why it is always a wise move to check with your local hobby shop to find out any channels that may be troublesome in the area you wish to fly. The FCC has allowed band 75MHz (75.410 through 75.990) for ground model use only (robots, battlebots, cars, boats), 50MHz (50.800 – 50.980) is allocated only to Amateur HAM license holders for R/C use (and only at 1W maximum power output.)
The methanol/nitromethane/lubricant mix used to fuel model engines.
Fuselage, main body
The body of an airplane.
Gyro sensitivity. When too low, the tail will not hold position well. When too high, the surface being dampened by the gyro will tend to wag, or hunt for center.
Slang for a model using a gasoline engine as a power plant.
Momentary radio problem that never happens unless you are over trees or a swamp.
Glow Fuel
A Methanol based fuel, with a lubricating agent, used in most model engines. Most model fuels also use a percentage of nitromethane.
Glow Heater
This is used to heat the element in a glow plug, and is used when starting the model engine. AKA Ni-Starter.
Glow Plug
This is the plug that is used to help ignite the fuel in a model engine. The combustion of the fuel in the engine keeps the element hot between cycles, thus the glow plug does not need to be regulated or powered while the engine is running.
Ground Effect
The cushion of air that the model rides on when close to the ground. This will decrease the amount of elevator needed to maintain a constant altitude when near the ground/landing.
A mechanical or electronic device which helps to stabilize the orientation of the model by sensing rotation, and moving the appropriate servo to compensate. This device can be used on any axis, but is most frequently used on rudder and elevator, typically used to aid in 3D and precision flying.
Header Tank
This is a small fuel tank used in line between the main tank and the carburetor. The purpose of the header tank is to ensure that the fuel fed to the carb is free of bubbles, which can be caused by foaming, or by the clunk falling away from fuel during complex maneuvers.
Heading Hold
This describes a type of Gyro which senses rotation, and maintains direction. This is accomplished by sensing the rate of motion, and the time of motion, then compensating for the distance. While this sounds complicated, the effect is that if you have the model dialed in, and point the nose north, with a heading hold gyro on the yaw axis the model will continue to face north until you command it to yaw. See also Heading Lock. (not recommended for aircraft use while in flight due to the requirement to use YAW (rudder) command to turn the model. Often used for ground use only for perfect take off and landing runs.)
Heading Lock
Slang term for Heading Hold Gyro.
Hit (or to be hit)
Sudden radio interference which causes your model to fly in an erratic manner. Most often caused by someone turning on a radio that is on your frequency, but can be caused by other radio sources miles away.
Horizontal Stabilizer
The horizontal tail surface at the back of the fuselage which provides aerodynamic pitch stability to the airplane.
Hot Start
An engine which has been running will tend to remain hot for a short time. During this period, it is possible to restart the engine by turning the crankshaft without the glow plug being plugged in to a glow starter. This is something to be aware of, as it could possibly create an unsafe condition.
A 3D manuever. The art of flying without moving, also known as a 'hanger'. The aircraft is pointing straight upward, hanging solely on the thrust from the propeller. The model may be drifting horizontally with the wind but should not climb or dive.
Hydraulic Lock
Hydraulic lock happens when the engine becomes flooded with fuel, to the point where the piston cannot compress it in the combustion chamber. This can result in engine damage if the crankshaft is forced through a rotation without relieving the pressure. To cure, remove the glow plug, and pour out the excess fuel.
A maneuver originally used to reverse direction in combat. The airplane noses up and over onto its back. It then rolls upright and continues in the direction opposite to the original direction. It was invented by the World War I German pilot Max Immelmann, whose airplane could perform the maneuver, and other's couldn't. It got him out of a lot of trouble in combat until the Allied aircraft designs caught-up and allowed their planes to perform the maneuver, too.
The angle of one portion of a model when compared to another portion of the model. For example, if the stabilizer is perfectly parallel to the ground and the leading edge of the wing points up 2 degrees when compared to the stabilizer, the wing has a 2 degree positive incidence when compared to the stabilizer. Up or down thrust angle are also called engine incidence. Having these 3 measurements in proper relation to one another affects how well the model flies, particularly on vertical lines. An improper engine-to-wing incidence often results in a model which cannot be trimmed on pitch because at higher throttle the engine is pulling the model upward and at lower throttle it is pulling the model downward, or vice versa.
Incidence Meter
Used to measure the angle of attack of an airfoil.
An air inlet on an aircraft. You can have a carburetor intake, cooling intake, air conditioning intake (on full-size aircraft), and so on. Named because it "takes in" air, and because "intake" is a better-sounding word than "takesin".
Flying upside down. Note that elevator and rudder seem to work backward from the ground, as elevator, aileron and rudder inputs are all based upon the model's orientation (as if you were sitting inside).
A Kit describes an unassembled model, arrives as packages of parts which must be assembled, as opposed to an ARF, or Almost Ready to Fly, which is mostly pre assembled.
Leading edge (front)
Landing Gear
The assemblies that include the wheels and the wheel struts. The word "gear" is used in the sense of "equipment", as opposed to the "toothed wheel" meaning of "gear". The British call the landing gear the "undercarriage".
Landing Skid
The rail type landing gear used on some models which have no wheels.
Leading Edge (LE)
The very front edge of the wing or stabilizer. This is the edge that hits the air first.
Refers to carburetor setting. When an engine is run too lean it will overheat, causing damage, and likely an in flight engine failure. Tuning a carburetor is best accomplished by starting rich, and working gradually to the condition which produces maximum power, while allowing a small amount of unburned fuel mixture to lubricate and cool the engine.
Lean Run
This happens when an engine develops a lean condition. Possible causes are improper tuning, improper fuel choice, fuel foaming due to excessive vibration, or a leak developing in the fuel delivery system. The air in the fuel line will cause the engine to run lean.
Landing gear
The load placed on the airfoil of a flying machine. In the case of an aircraft, this would be wing loading. Typically found by dividing the weight of the model by the total area of the main wing(s). Note that wing loading is only a good comparison between models of the same size. Larger models appear to have a far higher wing loading while displaying similar flight characteristics.
A vertical circle in the air. The plane noses up, keeps rotating until it's on its back, and then comes down and around to describe a vertical circle in the air.
The agent used to aid in the reduction of friction between two parts. This term is used for many substances, which in turn are used in many different ways. They are all, however, used to reach the same objective, that being the reduction of wear between parts. In the case of engine fuel, the lubricant is added to the fuel at the factory in many cases. This might be castor, a synthetic, or a blend. The percentage of lubricant required in the fuel will depend on the type of fuel, the engine, and the model requirement.
Main Gear
Also Main Landing Gear. The large, heavy-duty landing gear struts and wheels that support most of the weight of the airplane. They are usually under the wing or under the fuselage near the center of the aircraft. Any other landing gear struts and wheels are noticeably smaller.
The power band of an engine between idle and full throttle.
Radios with mixing will take two or more controls and mix their output in relation to stick input. The number of channels that can be mixed, and the precision of the mixing curve, or number of curve points, will depend on the transmitter used.
Fuel to air mixture is determined by the needle valve on the engine carburetor.
Any electric motor used in the model. Examples are the servo motors, which move the servo arms, and thus the control surfaces. There are also kits which use electric motors in place of the engine for quieter, cleaner flight.
Speed in Miles Per Hour. Like RPM, MPH is both singular and plural. You can go 1 MPH or 100 MPH. You don't go 100 MPH's.
Needle Valve
This is used to tune the fuel to air mixture on the engine carburetor. On most engines, the needle is turned clockwise to lean the mixture, and counterclockwise to richen.
NiCad (or NiCd) = Nickel Cadmium battery
Rechargeable batteries which are typically used as power for radio transmitters and receivers.
Abbreviation for nitromethane. The addition of nitromethane in fuel provides more power, and a smoother idle, thus making the engine easier to tune. The nitro also makes an engine require more careful tuning, therefore, the amount of nitro added to a fuel results in a tradeoff. Common nitro mixes vary from 0% to 30% and beyond.
The addition of nitromethane in fuel provides more power, and a smoother idle, thus making the engine easier to tune. The nitro also makes an engine require more careful tuning, however, to avoid overheating. Common nitro mixes range from 0% (FAI fuel) to 30%.
The front portion of a model's fuselage.
Nose Gear
The strut and wheel that's under the nose of some aircraft.
Pulse Code Modulation. A modified FM signal used in high end radios. The signal is coded by the transmitter, resulting in a cleaner signal.
Pulse Position Modulation. Another term for FM.
This is the point at which a battery will no longer accept a charge, and converts the energy to heat. This is damaging to the battery pack, and potentially hazardous.
Peak Charger
This type of charger will eliminate the guesswork. When the battery has reached peak, the charger reverts to a maintenance charge rate, which will not damage the pack.
Describes the fore and aft attitude of the model. (Nose high or low in comparison to the ground.) Controlled by the elevator(s).
Pitch Axis
The airplane axis controlled by the elevator. Pitch is illustrated by holding the airplane at each wingtip. Raising or lowering the nose is the pitch movement. This is how the climb or dive is controlled.
See Floats.
Power Panel
12-volt distribution panel that provides correct voltage for accessories like glow-plug clips, fuel pumps and electric starters. Usually mounted on a field box and connected to a 12-volt battery.
Prop Balancer
Device designed to aid in the balancing of model airplane propellers.
A linkage set up using two rods or wires. One is pulled for one direction, the other is pulled for the other.
A linkage set up using two rods. One rod pushes, while the other pulls.
Receiver (Rx)
The radio unit in the airplane which receives the transmitter signal and relays the control to the servos. This is somewhat similar to the radio you may have in your family automobile, except the radio in the airplane perceives commands from the transmitter, while the radio in your car perceives music from the radio station.
If a wing has an airfoil that curves down from the high point, and then curves back up, it's said to be "reflexed". Reflex is the size of that reverse curve.
This is the vibration frequency of a rotating or moving object. When the resonance of many parts of a machine are in synch, the whole machine will vibrate at a greater rate. This can cause vibration damage. Resonance can cause difficulties in an aircraft, particularly when using a vibration mount with an improperly balanced propeller/spinner wherein the engine is vibrating at one frequency and the propeller at another.
Retract Servo
Specifically used for mechanical retracts. It is a non-proportional servo which only moves 180 degrees. That is to say this servo is either "off" (gear up and fully locked) or "on" (gear down and fully locked). No ATV, EPA, or AST adjustments can be made on these servos because they are not proportional. The linkage must be set up properly to allow this servo to operate at its full range and do its job — securing your model's landing gear in a gear-up or gear-down position.
Short for retractable landing gear. Wheels and struts that fold up into the airplane to get them out of the airstream and present less resistance to the airflow.
Right Thrust
Right yaw angle of the engine relative to the centerline of the airplane. Right thrust helps overcome the normal yaw tendency caused by the torque of the engine.
An engine which uses a piston with a piston ring. Compare to ABC or ABN. Best used in dusty environments, a ringed engine is less susceptible to damage from contaminants in the fuel/air mixture, but does not provide the higher compression ratio of the ABC/ABN engines.
Roll (maneuver)
The airplane keeps the nose pointed in one direction while it rolls over on its back and then upright again.
Roll Axis
The airplane axis controlled by the ailerons. Roll is illustrated by holding the airplane by the nose and tail. Dropping either wingtip is the roll movement. This is used to bank or turn the airplane. Many aircraft are not equipped with ailerons and the Roll and Yaw motions are controlled by the rudder. This is one reason why most trainer aircraft have a larger amount of dihedral.
Revolutions Per Minute. How fast something turns. It is both singular and plural. An engine can turn one RPM, or 10,000 RPM, NEVER 10,000 RPM's.
The moveable portion of the vertical tail surface. The rudder controls the airplane around the yaw axis.
Abbreviation for receiver.
An airplane that has floats, or pontoons, attached to allow it to land on water.
The radio component which does the work of moving a control surface.
Servo Output Arm
The removable arm or wheel which bolts to the output shaft of a servo and connects to the pushrod.
Shot down
A "hit" that results in a crash landing. Sometimes caused by radios miles away.
A computer program which uses a modified radio transmitter, and a graphic depiction of a model and flying area. This is used to give model pilots a feel for flying, without the risk of a crash. The simulator can be used by the newcomer to learn to take off/hover/forward flight/landings, or by the expert to dial in that new 3D routine without crashing a very expensive 3D model.
The rail type landing gear used on many helicopter and some aircraft models.
Moveable surfaces on the leading edge of the wing that help airflow in low-speed flight. They enable the wing to fly at lower airspeeds than without them by directing the airflow over the wing and preventing separation of the airflow. Basically, they are retractable slots. All modern jetliners have slats, which open when landing flaps are lowered. Some aircraft intended for very short takeoff and landing have slats that open and close automatically, depending upon airspeed and angle of attack.
A maneuver where the airplane's controls are used to make the fuselage fly at an angle to the line of flight. This causes a tremendous increase in drag, and allows an airplane without landing flaps to increase its angle of descent without picking up a lot of speed.
Slop occurs when a control surfaces movement does not move the servo. Common cause is a worn linkage point or poor linkage setup.
A specially-shaped slot in the wing just behind the leading edge. This directs airflow from below to the top of the wing, and helps low-speed flight by delaying the stall. Because they are permanently-mounted, they do add drag. See also "Slats"
Slow Roll
A very slow version of the roll.
Snap Roll
A type of rolling maneuver that is very quick and violent. It's basically a spin where the flight path is in any direction chosen by the pilot. Improper speed control during a landing approach can also make the model snap over on one wing and enter a spin. Since it's close to the ground, there's not enough room to recover, and a crash results.
Your first totally unassisted flight that results in a controlled landing.
Span, also "Wingspan"
The widest straight-line distance between the two wingtips.
Speed Brakes
Large panels that fold out of the aircraft structure to provide a lot of extra drag to the air. They are not part of the wing structure, but are usually mounted on the fuselage. Military jets most often have speed brakes, which fold out of the fuselage. Some airliners use spoilers as speed brakes when at altitude.
A maneuver where one wing is stalled and the other is still flying. This causes the airplane to rotate around its middle while it descends at a high rate of speed. When it's done on purpose, it is a precision maneuver, with the pilot trying to get the airplane to rotate an exact number of turns from entry to exit. When it's done accidentally, it can easily result in a crash. Many models crash when the pilot enters an accidental spin too close to the ground. This is caused by improper speed control during the landing approach.
The bullet-shaped fairing on the nose of the airplane around the propeller. This smooths the airflow around the propeller hub and also makes the airplane look much better.
Basically a reverse Immelmann. The airplane rolls onto its back, and then the nose comes down to finish a 1/2-loop. The direction of flight is changed 180°.
Control surfaces on the wing that destroy lift. They "spoil" it. They are used on sail-planes because they can steepen the very flat glide of the aircraft, which makes landings much easier. On full-size aircraft, spoilers are also used to kill lift on landing to make sure the airplane is firmly on the ground. They also add a lot of drag to help with aerodynamic braking.
Horizontal stabilizer, 'smaller wing'
A surface which increases the stability of a model. Most aircraft have two stabilizers, the horizontal (stab) and vertical (fin), which are mounted on the tail. The stabilizers help the model overcome the rotational forces caused by the engine.
When the air flowing over the wing cannot produce enough lift to support the weight of the model, it's called a "stall". This can happen if the modeler flies too slowly, or if the wing is at a too-high angle to the incoming airflow. If the wing is at a too-high angle to the incoming airflow, then it cannot flow over the wing properly to develop lift.
Stall Turn
The maneuver in which the model is flown to a point at which the rotor disk/main wing is vertical, reaches an apex/stalls, then is turned about the yaw axis to continue in a nose forward/down attitude, then is returned to horizontal flight.
Basically this is a supporting member. A wing strut supports the wing, and goes from the fuselage to the wing. Cabane struts are on biplanes, and support the upper wing over the fuselage. A landing gear strut is the portion that holds the wheel assembly to the airplane, and away from the wing or fuselage.
This is a trim function on many computer radios, allowing trim function during set-up, and still allowing the full trim function in flight.
An optical sensor designed specifically to count light impulses through a turning propeller and read out the engine RPM.
The nickname of an airplane that sits on its tail with the two main wheels in front and a tailwheel in the rear.
On old World War I type aircraft, or pioneer-type aircraft, there was no tailwheel. A wooden skid was used to support the tail of the airplane. While this helps slow the airplane during landing, it is useless as an aid to steering on the ground. The real aircraft with tailskids had to be maneuvered on the ground by ground crews, who put the tail on a small cart and towed the airplane where they wanted it. For small distances, the tail was picked-up by hand and the airplane pushed into position by the ground crew.
The small wheel at the tail of the airplane. This is found on the type of airplane that has the two large wheels in the front, and the small one in the rear. The airplane sits on its tail.
Trailing edge (rear)
The control that allows the pilot to change the speed of the engine. In a car, the "gas pedal" is actually the throttle control for the car.
Throttle Curve
The programming function of the radio which allows throttle operation to be adjusted to meet the modeler's specific needs at various points along the throttle movement. Particularly useful with 2-stroke engines in providing linear throttle response at the various points of throttle application.
The forward force provided by the airplane's engine. This is the force that drives the airplane forward.
The force which tends to cause rotation.
Abbreviation for Torque Roll, a 3D manuever which begins as a hover and the torque of the engine/propeller rotates the model in a counterclockwise direction without any aileron (roll) inputs.
Trainer Airplane
A model designed to be inherently stable and fly at low speeds, to give first-time modelers time to think and react as they learn to fly.
Trailing Edge (TE)
The rearmost edge of the wing or stabilizer.
Transmitter (Tx)
The hand-held radio controller. This is the unit that sends out the commands that you input.
Tricycle Gear
The landing gear arrangement where the airplane has main gear and a nose gear.
Abbreviation for transmitter.
This means that the lower surface of the wing has a hollow curve when observed from front to back. A thin wing with a high camber will be undercambered.
Ventral Fin
A small vertical surface on the bottom of the aft fuselage. Usually a long, slim triangle that is narrow at the front, and widens toward the rear. It usually ends at the rudder hinge line.
The twist in an airfoil which causes less angle of attack at the tips than the root. Increases stability of the model at slow speeds as the wing tips will stall after the center of the wing, avoiding accidental tip stalls.
This describes the tendency to point into the wind. Stabilizers on a model result in its desire to weathervane.
Wheel Pants
The large fairings used to streamline the wheels of an aircraft that has non-retracting, or "fixed" landing gear (so-called because it's "fixed" in place).
This can be used to describe a number of devices, all of which give a visual clue to the direction and speed of wind in a given location.
The main lifting surface of an airplane.
Wing Loading
This is the amount of weight per square foot that has to be overcome to provide lift. It is normally expressed in ounces per square foot. This specification can be easily calculated as follows: If you know the square inches of the wing, simply divide by 144 to obtain square feet. Divide the total weight (in ounces) of the airplane by the wing area (in square feet). This information is valuable when deciding on which airplane to build next. Planes with high wing loading numbers must fly faster to stay in the air. These are generally "performance" airplanes. Conversely, planes with lower numbers do not need as much air flowing around the wing to keep it flying. Trainers are designed to have low wing loading because slow, efficient flight is desired.
Wing Root
The centerline of the wing, where the left and right wing panels are joined.
A small vertical surface at the tips of the wings. They help direct the turbulent airflow that all wings have at the tips. They makes the wings more efficient.
The nose-left and nose-right movement of the airplane. This is controlled by the rudder.
Yaw Axis
The airplane axis controlled by the rudder. Yaw is illustrated by hanging the airplane level by a wire located at the center of gravity. Left or right movement of the nose is the Yaw movement.
Yaw Rate
The rate of movement about the vertical axis of a model.
A type of linkage point using a bend in the control rod which resemble a Z.
Well, you're almost there; you've built and prepared your model and you've found a great place to fly it close to home. Is there anything left to do before that first flight? Yes; you should be aware of a few details that can make the difference between your having a great flight and a bad one. Let's see what's left.
• Balance. Did you balance your model? Did you check to see whether the model's center of gravity (CG) is in the proper location? Every airplane kit instruction booklet should explain where the balance point should be. For a straight wing, this point will usually fall somewhere between 1/4 and 1/3 of the chord back from the leading edge (LE). With a sweptback wing, the CG will be farther rearward; again, check the instructions.
Well, you're almost there; you've built and prepared your model and you've found a great place to fly it close to home. Is there anything left to do before that first flight? Yes; you should be aware of a few details that can make the difference between your having a great flight and a bad one. Let's see what's left.
• Balance. Did you balance your model? Did you check to see whether the model's center of gravity (CG) is in the proper location? Every airplane kit instruction booklet should explain where the balance point should be. For a straight wing, this point will usually fall somewhere between 1/4 and 1/3 of the chord back from the leading edge (LE). With a sweptback wing, the CG will be farther rearward; again, check the instructions.
To check the model's balance point, install the receiver (RX) and the battery pack and attach the wing to the fuselage. Support the wing with your fingertips—near the fuselage sides—and test the model's balance; move the receiver and battery until it balances level or slightly nose down. This is the balance point, and it should match that specified on the instructions. If it doesn't, try moving the RX and battery again; if that doesn't work, add a little weight to the nose or the tail until the model balances where it should. This is vital. A nose-heavy model will probably fly satisfactorily, but a tail-heavy one might not be controllable.
• Control direction. One of the most common causes of a first-flight crash is that a model has its controls hooked up backward. Test your controls to make sure that they don't bind and that they move the control surfaces (rudder, ailerons, etc.) in the proper directions. Turn the transmitter (TX) on first and then turn on your model's RX. Make sure the TX's trim levers are centered, and check the control surfaces to make sure that they are straight and in their neutral positions. While facing in the same direction as your model, move the control stick to the right; the rudder should also move to the right. If your plane has ailerons, when you move the stick to the right, the right aileron should move up and the left aileron should move down. When you pull the elevator stick back toward you, the elevator should move upward; it should move downward when you push the stick away from you.
This is also a good time to check the throttle and to make sure that the motor is turning in the correct direction. When the throttle is pulled all the way back, the prop should not move. As you push the throttle stick forward, the prop should respond proportionally and should blow air back over the model. If your airplane has only an arming switch (no throttle), make sure the prop spins in the right direction (counterclockwise when looked at from the nose of the plane).• Warping. Having assembled the model, make sure that the wing panels are straight—no twisting or warping. Look at each wing panel from the tip to the root (toward the fuselage), and make sure their angles match. If one tip has more positive or negative angle than the other does, your model will try to turn in one direction or the other.
To fix a warped wing panel, gently twist it into the opposite position, and then have a helper use a heat gun or a high-wattage hair dryer to remove the wrinkles in the covering. When the covering has cooled and the wrinkles have disappeared, release the panel, and it should be straight.
Check to make sure that the tail surfaces are also free of warps and that the wing and horizontal stabilizer are properly aligned.
That's about it. Make sure your RX and drive batteries are fully charged and that the TX batteries are also in peak condition. Check the little light indicator or the meter on the TX face and make sure your radio system is working properly. Have fun.


text:
Why So Many
over three hundred years the King James Version, published in 1611, was the prominent
translation used in most Protestant churches. However, as the English language continued
to change, it became increasingly more difficult for people to understand the Old English
vernacular. Faced with the obvious need for our society to understand Gods Word,
scholars sought to update the scriptures into more contemporary language.
Dr. Lewis Foster, one of those who helped translate the NIV and the
NKJV says, It is necessary to continue making new translations and revising old ones
if people are to read the Word of God in their contemporary languages. With the passage of
time, words change in meanings. For instance, in King James day the word
prevent could mean come before but not necessarily in a hindering
way. So the translators in that day rendered 1 Thes. 4:15, For this we say unto you
by the word of the Lord, that we which are alive and remain unto the coming of the Lord
shall not prevent them which are asleep. But today the word prevent has
lost that earlier meaning (come before), so it must be translated differently to convey
the proper meaning: According to the Lords own word, we tell you that we who
are still alive, who are left till the coming of the Lord, will certainly not
precede those who have fallen asleep (NIV). ...To keep the translation
of Gods Word living it must be kept in the living language the people are
using. ¹
While new translations have generally been a welcome contribution to
the comprehension of scripture, they have also received mixed reactions across the
Christian spectrum. One story is told of a pastor who tried to introduce a revised version
of the Bible to his rigidly conservative congregation. So whats wrong with the
King James Version? said one woman in defense. In my opinion, if it was good
enough for Jesus, its good enough for us! The amusing irony is that Jesus
obviously did not speak the Old English of the King James Version neither was the
Bible originally recorded in English. Despite the sacred tradition that many revere of the
KJV, it is merely a translation of the inspired Word of God, not the initial source. The
Old Testament was authored in Hebrew and Aramaic, and the New Testament in Greek. While
the original autographs no longer exist, translations are made from ancient manuscript
copies, of which there are today at least 24,000, whole or in-part, with which to
compare. ²
An English version of the Bible did not exist until a little more
than 600 years ago. Before then, a version translated into Latin by Jerome in the fourth
century, called the Latin Vulgate, was the most widely-used Bible translation in the
middle ages (the first major book printed on Gutenbergs press in 1456). Portions of
scripture in English began to emerge in the early seventh century, but the first complete
English translation was not produced until 1382 by the influence of John Wycliff. Despite
fierce opposition of the Roman church, and absence of the printing press, copies of this
work were widely circulated. Later in the 16th century, seven more popular English
versions were produced, beginning with William Tyndales work in 1525. This English
version of the New Testament was the first to be translated directly from the Greek
instead of Latin texts. Before Tyndales completion of the Old Testament, he was
tried as a heretic and executed in 1536. After Tyndale, several other famous Bibles were
produced in the 16th century. The Cloverdale Bible in 1535, Matthews Bible in 1537,
The Great Bible in 1539, The Geneva Bible in 1560 (the first to use chapters, verses, and
the italicization of added words), and the Bishops Bible in 1568.
Finally in 1604, in an effort to resolve severe factions between
Englishmen over Bible versions, King James I authorized the translation of another version
that came to bear his name. Forty-seven scholars spent six years on the translation, with
all work meticulously reviewed and refined by their combined collaboration. The four
existing Massorec texts were used for the Old Testament, and a third edition of the
Byzantine Greek text by Stephanus (often referred as the Textus Receptus), was
used for the New Testament. The King James Version was finally published in 1611, and
together with its four revisions (in 1629, 1638, 1762, and 1769), it remains as the most
widely circulated Bible in existence. A few other translations were produced over the
centuries, but the real revolution of new Bible versions began to erupt in the 20th
century, largely due to the widening language barrier. Some of the more influential,
recent translations have been: The Revised Standard Version in 1952, The Amplified Bible
in 1965, The New English Bible in 1970, The New American Standard Bible in 1971, The
Living Bible in 1971, Todays English Version in 1976, The New International Version
in 1978, and the New King James Version in 1982.
Apart from these versions, there are numerous study Bible editions,
such as the Scofield Reference Bible, the Open Bible, the Thompson Chain Reference Bible,
or the Spirit Life Bible, etc., but these are not different translations. These volumes
merely feature special study helps, commentaries or references added as a supplement to a
particular translation. Besides updating the Bible to contemporary language, another
controversy with new translations arises over the issue of the original texts. The KJV New
Testament (and all editions since Tyndale) was compiled primarily from the Byzantine
family of manuscripts (A.D. 500 - 1000) frequently referred to as the Textus Receptus. But
many of the newer translations were produced using a composite of later discoveries of
other manuscripts and fragments dating from an earlier period. Among such are The
Alexandrian Family manuscripts (A.D. 200-400) which include the three oldest:
The Codex Alexandrius, the Codex Vaticanus and the Codex Sinaiticus, all which were major
contributors to most Bible versions after the King James version. Other important codices
come from The Western Family, (of the Western Mediterranean areas), and the Caesarean
Family of manuscripts (A.D. 200). (A codex is a manuscript bound together like a book
instead of rolled into a scroll. Codices is plural for codex.)
Many scholars feel that the older manuscripts have been somewhat
more accurate and important to the refinement of the newer translations. However, this has
been disputed by others, especially since the older copies make up a tiny portion of the
large quantity of manuscripts available. At least 90% of the 5,400 existing Greek
manuscripts come from the Byzantine family (the basis for the Textus Receptus), and due to
the overwhelming numbers of copies with which to compare and verify for accuracy, some
scholars feel that the small handful of older texts should not be used to overrule the
credibility of the majority. Although textual criticism shows only slight differences
between the manuscript families, in those passages where the older text differs with the
newer, the modern translators usually deferred to the older, primarily from the
Alexandrian Family manuscripts Codex Sinaiticus and the Codex Vaticanus. It should
be emphasized that none of the revisions in the new era translations, such as the NIV or
NASB (compiled with Alexandrian Family Manuscripts), conflict with any rule of faith or
doctrinal issue, but some conservative church leaders refuse to accept any tampering with
the tried and proven Textus Receptus translation of the King James Version. In
response to such concerns, the theological community came to see the need for another
version, one which would satisfy the need for updated language without venturing beyond
the traditional text source. Thus, in the late 1970s, Thomas Nelson Publishers
commissioned a company of scholars to produce a revision of the traditional King James
Version. Relying on the familiar Textus Receptus, 130 translators made the needed
revisions to modern English and corrections to minor translation errors, while making
every effort to retain the traditional phraseology of the old version. This New King James
Version, as it was called, was completed in 1982.
Today, most Evangelical churches will make random use of any of the
various translations mentioned here. Frequently a pastor will recommend one particular
version to be used exclusively by the congregation so that everyone will have an identical
source to refer to during the preaching or Bible studies. This not only helps eliminate
confusion, but also makes it possible to engage in corporate word-for-word readings of
scripture, something that wouldnt be possible if everyone was reading from a
different version. After some research on the various versions, every believer would do
well to zero in on a primary version to which they devote their study and commit passages
to memory. Its inadvisable to allow the issue of translations to become a
distraction. For the average layman, most of the differences between the translations are
relatively insignificant. All the versions we have listed have a high degree of harmony
and convey the same general message of Gods Word, but will use some of their own
distinctive phrases and words. The following is a summary of the most popular versions,
along with a brief evaluation:
The King James Version (KJV) Translated in
1611 by 47 scholars using the Byzantine family of manuscripts, Textus Receptus. This
remains as a good version of the Bible. It has been the most reliable translation for over
three centuries, but its Elizabethan style Old English is difficult for modern readers,
especially youth. This is still a good translation for those who can deal with the
The New American Standard Bible (NASB)
Translated in 1971 by 58 scholars of the Lockman Foundation, from Kittles Biblia
Hebraica and Nestles Greek New Testament 23rd ed., which include the Alexandrian
Family codices. Though academic in tone, it is said to be the most exact English
translation available. A very good version.
The New Living Translation (NLT) — Published in 1996 by the Tyndale House Foundation, this began only as a project to revise to its predecessor, The Living Bible, a 1971 paraphrased rendition of the King James Version by Kenneth Taylor. The work however, evolved into a complete new translation, involving ninety translators over seven years. Rather than a literal word-for-word rendition, this is a simpler "thought by thought" translation, based on Kittle's, Nestle's and other Hebrew, Greek and Latin texts. It is a significant improvement over the The Living Bible, easy to read and a good version for devotional study.
The New International Version (NIV) Over 100
translators completed this work in 1978 which was composed from Kittles,
Nestles and United Bible Societys texts, which include the Alexandrian Family
codices. This is considered an open style translation. It is a good, easy to
read version.
The New King James Version (NKJV) 130
translators, commissioned by Thomas Nelson Publishers, produced this version from the
Byzantine family (Textus Receptus) in 1982. This is a revision of the King James version,
updated to modern English with minor translation corrections and retention of traditional
phraseology. This is a very good version.
This article (VL-171) is copyrighted © by Dr. Dale A. Robbins, 1990-2023 and is a publication of Victorious Publications, Grass Valley, CA - Nashville, TN. Unless otherwise stated, scripture references were taken from The New King James Bible, © Thomas Nelson Inc., 1982. In some references to real persons, pseudonyms may have been used to preserve their privacy. You may download this article for personal use as long as you retain credit to the author. Obtain permission before reproducing copies for any reason, by filling out our simple use permission form. Many of our writings are also available as free pdf tri-fold pamphlets, which can be downloaded for reproduction from our Online Catalog. For media reproduction rights, or to obtain quantities of this title in other formats, email us. If you have appreciated these online materials, help us reach the world with the Gospel by considering a monthly or one-time tax-deductable donation.


text:
Backlit field of tulips
Eastern Redbud in bloom against a blue spring sky
Bright purple tulips
Dogwood in spring
A field of colorful tulips
A lone magnolia blossom in early Spring.
A sugar maple gradually changes color as Fall approaches.
Pink dogwood flowers bloom in front of bring pink azaleas
A colorful array of tulips
A variety of daffodils basking in bright Spring sunshine.
Red tulips in early Spring
Water lilies in the Italian Gardens at The Biltmore, in Asheville, NC.
Purple crocus flowers push up through the soil in early Spring.
A single red rose in the gardens at the Biltmore in Asheville, NC.


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NEW YORK (AP) — Kodak is reshuffling some executives and continuing to cut jobs as the pioneering photography company tries to emerge from bankruptcy protection.
Eastman Kodak Co. said it cut approximately 2,700 employees worldwide since the beginning of the year, and plans to eliminate roughly 1,000 more by 2012's end. Annual savings from these cuts should reach about $330 million, the company said Monday in a regulatory filing.
Kodak's workforce peaked in 1988 at nearly 150,000 employees. But the company couldn't keep up with the shift from digital photo technology over the past decade and with competition from Japanese companies such as Canon.
"We recognize that we must significantly and expeditiously reduce our current cost structure, which is designed for a much larger, more diversified set of businesses," Chairman and CEO Antonio Perez said in a statement.
The company also said Monday that President Philip J. Faraci and Chief Financial Officer Antoinette P. McCorvey are leaving their posts.
Rebecca A. Roof a managing director of AlixPartners, the company's restructuring advisory firm, will become interim CFO.
Roof has served in similar capacities for other companies that have emerged from Chapter 11 restructurings. Kodak said she has experience in reducing overhead costs, implementing cost reduction programs, managing liquidity and raising capital, and executing asset sales, which the company identified as "critical areas of focus" as it restructures.
After reorganization, Kodak will have three business segments: Digital Printing and Enterprise; Graphics, Entertainment and Commercial Films. A new unit includes two businesses that are for sale, Personalized Imaging and Document Imaging. The company announced last month that it was looking to sell those two businesses.
Rochester, N.Y.-based Kodak expects to exit bankruptcy some time in 2013. The company said earlier this year that it would stop making digital cameras, pocket video cameras and digital picture frames as it tries to reshape its business.
Kodak was founded in 1880. It introduced the iconic Brownie camera in 1900. Selling for $1 and using film that cost just 15 cents a roll, Kodak made hobby photography affordable for many people. Its Kodachrome film, introduced in 1935, became the first commercially successful amateur color film.


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It used to be that if you owned shares of a public company, you actually felt like you owned shares of that company. The concept of actual ownership by individuals is long gone. Shareholders as owners are nothing but a concept , and echo from days gone by.
That shouldn't be a surprise. It's just as rare for individuals with less than 10 figures in their networth to even consider actually buying shares as a path to ownership.
But what if this were not the case any longer ? For those of you that own shares of stocks in companies,either directly or indirectly, would you be willing to take a lower earnings per share, or on the flip side, hold your stock at a higher P/E Ratio if in exchange the company moved their manufacturing to the USA ?
Would Apple shareholders be wiling to accept Apple moving jobs back and not sell when the announcement was made ? Name a company that you as a shareholder would be willing to hold, knowing that earnings would be lower, but jobs would come back to the USA ?
I don't directly own shares of any companies that do manufacturing overseas (at least that i know of), so I haven't had to consider this. I know in my own personal businesses I try not to squeeze every penny out. I just want to be profitable and earn a decent return, but I recognize that a good or decent return is not the maximum return.
I feel the same way about tax free accounts overseas. I don't have any personal bank accounts in Switzerland. I own a house in the Cayman Islands, but I don't have a bank account there and I wont put a bank account there. I'm pretty sure that one of the hedge funds I invested in has accounts there, but I'm not involved in its operations. So i don't have a say.
What do you think ? Would you cut a public company slack if they brought back jobs to the USA ?


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This can be a tricky time of year to get dressed as we break free from our simple summer favorites and transition into a season filled with new trends and layers.
TODAY Style Editor and Bobbie.com's Bobbie Thomas helps you add some fresh extras that are as fashionable as they are functional.
Chic and casual capesFall is my favorite season for style since there are dozens of ways to express yourself: from hats and handbags right down to your hosiery and boots.
When it comes to pulling it all together, a cape can be your new best friend. Not only are they very en vogue at the moment with every cut and color imaginable, they also make a practical addition to your wardrobe, topping off a variety of looks for both day or night. I urge you to try them if you fear an unflattering fit. Although they can appear tent-like, many are angled to help lengthen your frame.
Because capes will add a little volume — I prefer to think "flow" — to your upper half, keep it fit and sleek on the bottom. Tailored shift dresses, pencil skirts, slim-cut jeans or leggings tucked into boots will help elongate.
When it comes to color, keeping it monochromatic underneath is a safe bet. But it's not always necessary.
And experiment with belting your cape. For example, try leaving the back free to hang by only cinching in the front panels. Or perhaps tuck only one side, letting the other be free. Watch my segment to see how this works.
This instant update can help you show off your shape without feeling too constricted. Lastly, neutral or classic capes can be worn like light jacket over most ensembles — don't think of it as a one-time wear. (Printed Blanket Cape $19, hm.com for stores; Bright Tartan Cape $44, Asos.com; Fringe Cape $80, Zara.com; The Black Cape or Shirred Cape $90, NYandCompany.com.)
New knits
Circle scarves, infinity scarves, snoods, scoods, hoods — whatever you call them, these versatile accents are one of fall's best buys.
Essentially a large tube or ring of fabric, you can double wrap the piece around your neck, stretch it over your shoulders for a shrug effect or even pull it up over your head on a cold — or bad hair — day. Also be on the lookout for fun, generously cut "snoods," like those from American Apparel.
You can create tops, skirts, ponchos, dresses and more all by simply belting, tucking or tying the garment in place. (Circle Scarves $28 to $40, AmericanApparel.com; Eternity Scarf $29, UrbanOutfitters.com; Zig Zag Snood $32, TopShop.com.)
Another fall favorite? Sweater tights. We've heard about textured tights before such as lace and fishnets, but now these inexpensive accessories are performing double-duty. While there are many quirky and colorful styles in stores, you can also find classic herringbone and argyle prints and sophisticated shades that will look smart and sleek without adding bulk. (Argyle & Nordic Fairisle Tights $20, Hue.com; Knit, Cable, Rib, & Space Dye Tights $22 CapezioNewYork.com.)
Heeled hiker booties and beyond
Don't let the phrase "hiker booties" throw you off track! Just like we crave comfy wedges come spring, this season's most stylish shoes are wearable, walkable and chic.
From lace-up booties to brogues and brightly colored loafers, menswear inspired designs are a great investment. Not only are they comfortable because they offer a bit more support, but they're a great way to dress down or add a little edge to some of your more feminine pieces.
A recent celeb favorite, "heeled hikers" can actually look office-appropriate and polished when paired with tights and a dress or skirt, and for weekends, they're perfect paired with cozy corduroy pants or jeans and a sweater.
For fans of flats, you can update your flip flops or ballet flats to a loafer or oxford — two masculine styles which feel particularly fresh when worn with the season's trendy tie-neck blouses and soft, painterly prints. (Blowfish, DV by Dolce Vita, Lucky Brand, Nine West, Mia booties $69 to $159, Piperlime.com; Nu Day Loafers $29 to 69, Aerosoles.com; Alltop Bootie $70, CallItSpring.com.)


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About our campus
Stockholm University is arrayed over a large area with multiple campuses. Frescati is the main campus. Here you can find maps, directions and guides.
Opening hours
Opening hours for particular buildings, departments, service functions and lunch venues around Stockholm University, are to be found on each respectively website (or on site). The university's telephone operator is open weekdays from 08:00 to 16:30. The university is closed on "red days" and national public holidays.


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Recession contributes to air pollutant emissions decrease in 2009
Emissions of almost all main air pollutants fell across the EU-27 in 2009, according to the latest annual European Union air pollutant emission inventory report compiled by the European Environment Agency (EEA). Some pollutants decreased significantly compared to the previous year, with analysis showing economic recession to be an important factor in this reduction. The drop was most evident for sulphur oxides (SOx), with emissions falling by 21 % between 2008 and 2009.
The annual EU-27 emission inventory reported to the United Nations Economic Commission for Europe (UNECE) Long-range Transboundary Air Pollution (LRTAP) Convention confirms a long-term trend of decline for most air pollutants.
Sulphur oxide (SOx) emissions have fallen the most since 1990 (–80 %), followed by carbon monoxide (CO) (–62 %), non-methane volatile organic compounds (NMVOCs) (–55 %) and nitrogen oxides (NOx)(–44 %).
For several pollutants the decline was particularly sharp between 2008 and 2009. For example, SOx emissions fell by 21 % mainly as a result of the economic recession which led to reduced energy demand and hence lower emissions from public power plants in Bulgaria, Poland, Romania and Spain. Similarly, emissions of other key pollutants from the electricity generating sector also fell significantly in 2009 – for example, NOx and primary particulate matter (PM) both by around 10 % between 2008 and 2009.
However, it is worth noting that although emissions within the EU have fallen significantly, air quality can still be quite low, particularly in urban areas.
Other key findings
- Emissions of NOx from road transport have decreased by 42 % since 1990, mainly due to the introduction of three‑way catalytic converters in passenger cars and stricter regulation of emissions from heavy goods vehicles across Europe. Nevertheless, road transport remains the most important source of the ozone precursors NOx and CO, contributing 42 % and 34 % respectively in the EU-27 in 2009. Moreover, NOx emissions from road transport have not decreased as much as originally anticipated, as highlighted by another recent EEA report.
- In contrast to the road transport sector, NOx emissions from aviation have increased significantly since 1990. Emissions from both domestic and international aviation increased by 79 % between 1990 and 2009, however between 2008 and 2009 these emissions fell by 6%, reflecting lower aviation activity as a result of the recession.
- Large proportions of certain pollutants come from so-called 'diffuse' sources, which are typically emitted over large areas from often indistinct sources. These can be difficult to abate, and include NOx and primary particulate matter (PM) from road transport, CO and PM from households, and ammonia (NH3) from agriculture.
- In addition, the report notes the difficulty of compiling and comparing emission estimates for the EU-27 when Member States do not report complete data.
What is the LRTAP Convention?
The Convention on Long-range Transboundary Air Pollution (LRTAP) aims to limit and, as far as possible, gradually reduce and prevent air pollution including long-range transboundary air pollution. The 51 Parties of the Convention, including the EU, are obliged to report emissions data for a large number of air pollutants. The main air pollutants and their effect on human health and the environment are listed here.
The EEA assists the EU by preparing the emissions inventory to be reported under the LRTAP Convention each year.
Air pollutant emissions data viewer
The EEA publishes the data from the inventory report in the air pollutant emissions data viewer, a searchable web-based interface that simplifies access and analysis. The data viewer shows emission trends and graphics for the main sectors and allows comparison of emissions from different countries and activities.
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Adobe will give developers a free preview of its forthcoming runtime code-named Apollo on Monday by releasing an alpha version of the technology on its Adobe Labs site.
The technology allows rich Internet applications to run offline, and could threaten the popularity of programming platforms such as Java and Microsoft's .NET, Adobe has said.
Developers can download the technology for free from the Adobe Labs site. The release includes a free software development kit that provides a set of command line tools to develop and work with Apollo applications. Web developers can use the Integrated Development Environment (IDE) of their choice to build applications for the runtime, Adobe said.
Apollo, like the Flash Player, is a runtime, but one in which applications built using standard Internet development technologies — such as HTML, Flash and AJAX — can run offline.
Kevin Lynch, senior vice president and chief software architect for Adobe, said the alpha release will let developers use Adobe Flash, Adobe's Flex tool and HTML to build applications, but won't have all the functionality of the full release, which is expected in the second half of the year.
"There is still some functionality we want to add to Apollo but we feel it's far enough along so people can build on it and experiment," he said.
The alpha release also will include support for AJAX, though the technology will be "refined" before the last release of Apollo, Lynch said.
At least one company, Denver-based consulting firm EffectiveUI, has used Apollo to build a desktop application for eBay. That application lets eBay's auction site run on the desktop without being connected to the Internet or accessed through a browser. Unlike other Web applications that run in offline mode, those built with Apollo will automatically update to the Web any information added to the application while offline as soon as the user reconnects to the Internet. No extra action is required by the user.
Apollo will not be the final name of the runtime, though Lynch said Adobe has not decided what that will be yet.
With Apollo, Adobe seems to be making a run at Microsoft by giving users an alternative for building Web-based applications that can also run on the desktop independent of a browser. Microsoft, too, has been ramping up its own strategy to give developers tools for building Web applications, but it has been trying to tie those applications to its Windows desktop OS and development environment.
Indeed, Lynch said Adobe and Microsoft are trying to solve similar problems, but approaching it from two different directions.
"What we're really focused on is to enable the Web to have a greater presence on the desktop, so as a Web developer you can create your application and have it be installable on the desktop," he said. "We're bringing the Web to the desktop."
Microsoft, on the other hand, developed its latest desktop OS Windows Vista with the hopes that Windows applications will be able to get information from the Web while they run with a standard Windows user interface. Microsoft also plans to link its Windows Live Web-based services more closely with its Windows OS.
"We're coming from two different directions, but converging on the same space," which is to create a bridge between the Web and desktop applications, Lynch said.