FAREWELL

 

The WEF King ascends to the British throne

With the death of Queen Elizabeth II, humanity, and in particular, western civilization, has lost an absolute giant. She was a remarkable person from a remarkable era. She will be missed.

Finally, I can get a sense of what it feels like to be a Patriot in the time of the American Revolution. Charles is a king worthy of our disdain. He has embraced the evil ideologies of our times. He represents a series of radical movements that seek to impose ruin upon the masses, to the benefit of the ruling class. Charles is no king of the people. He is the WEF king.

READ MORE:

https://dossier.substack.com/p/the-wef-king-ascends-to-the-british?r=ouw1i&s=r&utm_campaign=post&utm_medium=email

 

THIS IS NO WAY TO LIVE!!

"This is the madness of our times. A social media employee from a tea company imploring people to stop being so cruel, all because it was being drunk by someone from a political party they oppose."

When the Leftist Mob Comes For You

They are coming for everything you have.

Fri Feb 28, 2020 

Katie Hopkins

https://www.frontpagemag.com/fpm/2020/02/when-leftist-mob-comes-you-katie-hopkins/

WWII: Packard accepted the offer from Rolls-Royce and earnestly began preparations to build Merlins at their Detroit factory.

The Packard Merlin: How Detroit Mass-Produced Britain’s Hand-Built Powerhouse

By Terry Dunn on Feb. 11, 2015 at 8 a.m.
https://www.tested.com/art/makers/492418-packard-merlin-how-detroit-mass-produced-britains-hand-built-powerhouse/

Few engines throughout history have achieved a near mythical status among its admirers. Fewer still can share credit for the rescue of an entire nation. Perhaps only the Rolls-Royce Merlin engine can claim both distinctions. During the Battle of Britain, it was the Merlin that powered the Royal Air Force Hurricanes and Spitfires that were England’s only effective defense against German air attacks. With the battle won, and the engine’s reputation thus established, the Merlin would become the stuff of legend and the power plant of choice for numerous other aircraft.

Even before the 1940 air battles over England, it was apparent that demand for the Merlin was far outpacing Rolls-Royce’s ability to produce them. The Ford Motor Company was asked to build 9,000 Merlins for both England and the US. Ford initially accepted the deal, but later reneged. Henry Ford explained that he would only produce military items for US defense. Interestingly, Ford of Britain in Manchester, England ultimately produced 36,000 Merlin engines, beginning at the same time period. Of course, Ford’s American factories would indeed become vital to the war effort. They manufactured unfathomable quantities of airplanes, jeeps and other war materiel--but not Merlins.

ROLLS-ROYCE-MANUFACTURED MERLINS WERE HAND-BUILT WHILE PACKARD AND FORD OF BRITAIN UTILIZED MASS-PRODUCTION TECHNIQUES. (PHOTO credit: Flickr user trainsnthings via Creative Commons)

Following Ford’s refusal to build the Merlin, a similar deal was presented to the Packard Motor Car Company. At that time, Packard automobiles were considered the “Rolls-Royce of America” by virtue of their luxury and quality. The company also had experience producing airplane engines and large V-12 power plants used in speedy PT Boats. Packard accepted the offer from Rolls-Royce and earnestly began preparations to build Merlins at their Detroit factory.

Two Countries Divided By A Common Language

There are many obvious challenges posed by producing a British-designed engine in America. Just the task of converting all of the measurements from metric imperial to US Standard units was daunting enough. This job was made even more difficult by the unprecedented complexity of the Merlin. The 1,649 cubic inch V-12 engine is comprised of more than 14,000 individual parts (knoll that!). It was, and still is, often called “a watchmaker’s nightmare.

Engineers at Packard soon discovered that Rolls-Royce did not design the Merlin for mass-production. The manufacturing tolerances were much looser than Packard’s standards. This was because Rolls-Royce had never implemented mass-production techniques to their assembly lines. Rather, they employed highly-trained “fitters” to assemble the engines. The fitters filed or otherwise massaged individual parts to achieve a precise fit. They even tightened critical bolts by trained feel, rather than with calibrated torque wrenches. In effect, each Rolls-Royce-manufactured Merlin was a hand-built engine that reflected the company’s traditions of premium quality and craftsmanship.

THIS VINTAGE CUT-AWAY DRAWING PROVIDES A GLIMPSE INTO THE MERLIN’S COMPLEXITY. IT HAS MORE THAN 14,000 INDIVIDUAL PARTS

While Rolls-Royce’s manufacturing techniques churned out very high quality engines, they simply didn’t jibe with Packard’s way of doing things (or Ford in Manchester for that matter). In his book “Not Much of An Engineer”, Rolls-Royce engineer Sir Stanley Hooker recalls his introduction to the matter with Ford:

“One day their Chief Engineer appeared in Lovesey’s office, which I was then sharing, and said, ‘You know, we can’t make the Merlin to these drawings.’

I replied loftily, ‘I suppose that is because the drawing tolerances are too difficult for you, and you can’t achieve the accuracy.’

‘On the contrary’ he replied, ‘the tolerances are far too wide for us.’ We make motor cars far more accurately than this. Every part on our car engines has to be interchangeable with the same part on any other engine, and hence all parts have to be made with extreme accuracy, far closer than you use. That is the only way we can achieve mass-production.’”

Like Ford, Packard was obligated to redraw all of the Merlin blueprints to satisfy their own manufacturing requirements. This effort took the better part of a year to complete and was closely coordinated with Rolls-Royce emissaries in Detroit. During the time that Packard was gearing up for production, Rolls-Royce was making continuous improvements to the Merlin based on feedback from the front lines. These updates also had to be incorporated into Packard’s operation. This continual two-way exchange of data took a heavy toll on the men tasked to manage it. Of the two original Rolls-Royce liaisons at Packard, one died during his tenure in Detroit and the other perished soon after his return to England.

BELDIN MANUFACTURING COMPANY WAS ONE OF MANY DOMESTIC VENDORS THAT PROVIDED ITEMS TO PACKARD FOR MERLIN PRODUCTION.

Packard’s licensing agreement prevented them from implementing any changes to the design of the Merlin without approval from Rolls-Royce. There was an understandable need to maintain compatibility and consistent performance among the engines regardless of where they were manufactured. While Rolls-Royce engineers were typically attentive to suggestions from their manufacturing partners, any accepted design changes were applied across all production lines.

One area where the Americans contributed to the greatness of the Merlin was the crankshaft bearings. US aircraft engine manufacturers had determined that a silver-lead alloy with indium plating provided long wear and exceptional corrosion resistance. Thankfully, German engineers who evaluated captured American engines falsely deduced that the indium was merely an impurity. Packard shared the secret bearing formula with Rolls-Royce who incorporated it into the Merlin.

The Merlin became somewhat further Americanized by the components that were attached to Packard-built units. Carburetors, magnetos, spark plugs, and similar items were sourced through American vendors and sub-contractors, although they were still manufactured to British specifications.

To maintain compatibility, Packard did not convert any of the bolts, nuts, and studs to SAE dimensions. Rather, they were obligated to use fasteners with Whitworth threads, as specified by Rolls-Royce. Whitworth-form hardware proved impossible to source within the US, so Packard eventually produced all of the necessary fasteners in-house.

The first Packard-built Merlins emerged in August of 1941. As would be expected, there were a few teething problems such as excessive cylinder blow-by and oil leakage. Most historians agree that Packard and Rolls-Royce tackled the issues with a high degree of cooperation. The US-built engines soon performed on par with their English doppelgangers. Packard would ultimately manufacture 55,000 of the 150,000 Merlins that were built.

Unlocking the Merlin’s Greatness

Most of the Merlins built by Packard would find their way into P-51 Mustangs. This American fighter had an uninspiring start, mostly due to the poor high-altitude performance of its Allison V-1710 engine. Once mated to the Merlin, however, the P-51 would be considered among the best aircraft of the war.

MATING THE MERLIN TO THE P-51 MUSTANG TRANSFORMED IT FROM A GOOD AIRPLANE INTO ONE OF WWII’S BEST. THE ENGINE’S HIGH-ALTITUDE PERFORMANCE WAS KEY TO ITS SUCCESS. (PHOTO BY LEE RAY, WWW.LEERAYPHOTOGRAPHY.COM)

The exceptional high altitude performance of the Merlin was due to its two-stage, two-speed supercharger (a development introduced in 1941). This complex device allowed the Merlin to produce the same output power (about 1300 horsepower) whether it was on the ground or in the rarefied air at 30,000+ feet of altitude. Comparable single-stage superchargers of the time often peaked at less than 20,000 feet.

The exceptional high altitude performance of the Merlin was due to its two-stage, two-speed supercharger.

A supercharger works by compressing the fuel/air mixture from the carburetor to sea-level pressure (or higher). So even when the air gets thin, the engine receives the same mass of fuel and oxygen to burn. The Ideal Gas Law tells us that when you compress a gas, you also heat it. The Merlin’s two-stage supercharger actually compresses it twice. If left unchecked, heat from the extreme compression would cause poor performance and/or premature detonation of the volatile mixture. To address this, the Merlin uses an independent liquid cooling system to chill the fuel/air mixture following each stage of compression. The additional complexity of this intercooler/aftercooler system is far outweighed by the performance gains it provides.

The Inevitable Debates

Any mention of the Packard Merlin near an airport hangar or an internet forum is bound to instigate at least one of two worn out comparisons: the Rolls-Royce-built Merlin versus the Packard version, and the Merlin versus the Allison V-1710.

The comparisons of Rolls-Royce and Packard are typically rooted in national pride and false assumptions. As mentioned earlier, there was a tremendous effort by Rolls-Royce, Packard, and Ford of Britain, to make the Merlin fleet homogenous. Although each manufacturer may have employed unique production techniques, every engine had to meet the same specifications, and prove so on the test stand.

The problem with most arguments touting the superiority of either manufacturer is that any supporting data typically compares different versions of the Merlin…of which there were many. The same basic engine that made 1,000 horsepower in 1939 (with a single-stage supercharger), was capable of more than 2,000 horsepower by the end of the war just six years later. Additionally, the Merlin was produced for several different types of aircraft (fighters, bombers, & airliners) with specific gearing and supercharger configurations for each type. Apples-to-apples comparisons are difficult to come by.

My favorite story of Rolls-Royce’s faith in Packard comes from Bill Lear Jr’s book, “Fly Fast…Sin Boldly – Flying, Spying & Surviving”. In 1963, Lear was living in Geneva, Switzerland and flying a surplus P-51. After numerous problems with the starter clutch on his Packard-built Merlin, he contacted Rolls-Royce. They instructed Lear to send them the clutch, which was quickly repaired and returned. Lear adds:

“I called my benefactor to thank him and to ask him when to expect an invoice. His reply was: ‘My dear Mr. Lear, Rolls-Royce-designed products do not fail. They may require occasional adjustment, but this is covered by our unlimited warranty. So there is no charge, sir.’

I was blown away. The engine and clutch had been manufactured under license in the U.S.A. by Packard in 1944, yet Rolls still stood behind them in 1963!”

That the Merlin outperformed the Allison at high altitude is hardly a condemnation of the American-designed engine. In its element (up to about 15,000 feet), the V-1710 was robust and reliable – utilizing fewer than half the number of parts found in a Merlin. It was also extremely adaptable to different configurations of gearing, rotation direction, accessories, etc. The Allison engine is a showpiece of modular design.

The lack of an adequate supercharger for the V-1710 was a reflection of the requirements put forth by the US military. During development of the engine, the US Army Air Corps decreed than any high altitude versions would be turbocharged (where the compressor is driven by the engine’s exhaust gases) rather than supercharged (where the compressor is driven mechanically by the engine).

Both boost types were still relatively new for airplane engines and the turbocharger appeared to offer better efficiency. In practice, turbochargers require substantial large-diameter ductwork and parts capable of operating at very high temperatures. This overhead precluded turbocharger installation in most Allison-equipped fighters. They received engines with a single-stage supercharger, and the resulting altitude limitations. The one notable exception was the Lockheed P-38, a twin-engine bird that was large enough to accommodate the turbochargers. The P-38’s enjoyed widespread success in the Pacific theater, but even the turbocharged Allison proved troublesome for high-altitude flying over Europe. This was partly due to improper engine management techniques that were initially taught to P-38 pilots. Yet, it remains clear that the V-1710 was never suitably developed for high-altitude operation.

Modern-Day Merlins

In the post-war years, many Merlin-equipped aircraft (and spare engines) were retired from militaries and sold to private buyers. Many of these airplanes and their Merlins were modified for maximum speed in the air racing boom that followed the war. Owners found that you could coax considerably more power out of the engine (3000+ horsepower) at the expense of longevity. For a while, surplus Merlins were also a popular powerplant for racing boats.

Even today, you can hear the distinct song of a Merlin in one of the privately-owned P-51s that remain airworthy. These steeds are still popular mounts for air racers and (well-heeled) private pilots. Although much less plentiful, other Merlin-powered warbirds can also be found throughout the world.

THE ROLLS-ROYCE MERLIN ENGINE GAINED WIDESPREAD NOTORIETY FROM ITS USE IN THE HAWKER HURRICANE (FRONT) AND SUPERMARINE SPITFIRE FIGHTERS THAT DEFENDED ENGLAND DURING THE BATTLE OF BRITAIN. (PHOTO BY TONY HISGETT VIA WIKIMEDIA COMMONS)

Despite the fact that Merlins have not been manufactured for more than 60 years, many of its parts remain in ample supply, at least by vintage airplane standards. Perhaps the most elusive commodity to Merlin owners is mechanics who are qualified to work on them. A smattering of elite shops within the US offer Merlin services. The good news is that non-racing Merlins rarely need more than routine service. Ken McBride of 51 Factory states:

“If the engine is built to original specifications, and operated properly, it is a very sound design. They built over 100,000 Merlins - by that time they knew what worked and what did not. We feel there is little need to redesign it.”

After WWII, Packard resumed making consumer automobiles, albeit with a loosened focus on luxury. Like other automobile manufacturers, Packard often struggled in the competitive post-war car market. By the late 1950’s, Packard had merged with Studebaker and would soon disappear altogether. Although the company is now long gone, it seems that the Merlin engines that Packard produced will continue running for quite some time.

Terry spent 15 years as an engineer at the Johnson Space Center. He is now a freelance writer living in Lubbock, Texas. Follow Terry on Twitter: @weirdflight

No one in Great Britian is legally allowed to talk about why the only man who wants to protect the children from this horrific adult abuse is being sacrificed to probable murder in prison...TOTAL MEDIA BLACKOUT!!

You can say a lot of things about Tommy Robinson, but he's one of the embarrassingly small number of Britons who recognizes the horror inflicted on those young and vulnerable girls on the receiving end of "diversity" and seeks to do something about it.

So on Friday he was outside the Crown Court in Leeds. He was not demonstrating, or accosting or chanting, or even speaking. He was just pointing his mobile phone upon the scene from a distance. Within minutes, seven coppers showed up in whatever they use instead of a Black Maria these days, tossed him inside it and drove off. In other words, these were not "investigating officers" called to the scene: They showed up with the intent to take him away. Within hours, he was tried, convicted and gaoled - at HM Prison Hull, a Category B chokey, or one level below maximum security. The judge in the case, one Geoffrey Marson, spent all of four minutes on trying, convicting and sentencing Robinson. It is not clear whether that leisurely tribunal included his order expressly forbidding "any report on these proceedings" (the case is Regina vs Yaxley-Lennon because that's Robinson's real name).  

Which is why, all the way over in Sydney, Messrs Dean and Cameron were being so vague and cautious. In Britain itself, early online reports at The Mirror, the Scottish Daily Record, The Birmingham Mail and elsewhere vanished instantly, and silence has been maintained, especially on radio and TV, ever since.

. . . . .

And, while Judge Norton is evidently outraged by Tommy Robinson's ill manners in referring to Muslims who rape children as "Muslim child rapists", one notices that neither she nor anybody else display any such outrage about the ruined lives of thousands of victims of men who get away with their evil for years ...because officialdom has chosen to prioritize "Islamophobia" over real crimes.

One more thought from my trip to Rotherham:

The cops drove away. It must have been an abiding image for Jessica, for Katie, for Bannaras Hussain's twelve-year-old, for the girl who would later testify that all three brothers pissed on her like 'a pack of animals', for a thousand and more 'Paki-shaggers' and 'white slags' all over Rotherham, year in year out, for decades: The police driving away ...and leaving them.

...and heading off to arrest one man with a cellphone, over and over and over.

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POWER TO THE PEOPLE

New York Post cover for June 25, 2016.

HISTORICAL BREAKTHROUGH – PROOF: CHESTER ARTHUR CONCEALED HE WAS A BRITISH SUBJECT AT BIRTH

Because Chester Arthur covered up his British citizenship, any precedent he might have set that the country has had a President born of an alien father is nullified completely as Chester Arthur was a usurper to the Presidency. He wouldn’t have been on the ticket if it was public knowledge. Nobody knew Arthur was a British subject because nobody looked in the right place for the truth.

And it’s no precedent to follow.

Leo C. Donofrio

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From my romantic, sentimental husband

This youtube vid shows Fred Astaire and Rita Hayworth dancing to a song called "Midnight, The Stars And You", one of my favorite songs of the 1930's.

The song is performed by The Ray Noble Orchestra featuring Al Bowlly (one of the great Brit singers from that period). Dance scenes from the Motion Picture "You Were Never Lovelier". Not sure if this is the original music from that film or if someone overlaid it later, but it works.

I first heard this song when Stanley Kubrick used it at the end of his 1980 movie "The Shining" (book by Steven King).

And...Rita Hayworth is hot hot hot!!!

UFO spotted in Berkshire skies leaves investigators baffled

Object shaped like a rugby ball flew within a few feet of passenger jet at 34,000ft, claims pilot

First time!

SYRIA:

In a humiliating defeat for the British leader likely to damage Cameron's hopes of being re-elected in 2015 and set back traditionally strong U.S.-UK relations, parliament defied Cameron by 285 to 272 votes.

Commentators said it was the first time a British prime minister had lost a vote on war since 1782, when parliament effectively conceded American independence by voting against further fighting to crush the colony's rebellion.

Speaking immediately after the vote, Cameron told lawmakers he would not seek to go against parliament's will.

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Not to mention how embarrassing this is for Obama:

WASHINGTON — With a few exceptions in the past half-century, there has been a simple rule of thumb when it comes to international conflict: America does not use force without Britain at its side.

So when Prime Minister David Cameron was unable to muster the votes in Parliament for support for a strike in Syria — even one limited to stopping the future use of chemical weapons — shock could be heard in the voices of senior White House officials who never saw the British rejection coming.

“Bungled by Cameron,” said one.

“Embarrassing,” said another. “For Cameron, and for us.”

Now Mr. Obama is left to cope with miscalculations on both sides of the Atlantic. If he goes ahead with the strike — which seems all but inevitable, based on the statements of senior administration officials who say the president is determined to restore “international norms” against the use of chemical weapons — he will look more isolated than any president in recent memory entering a conflict.

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HALAL: Ritual Slaughter hidden from consumers funds terrorism

...whenever you buy one of the many halal-certified products increasingly found in our Western countries, even without your knowledge and against your will, you are indirectly contributing to Islamic terrorists, killers of Christians in the Middle East, al-Qaeda-linked groups and so on. Buy halal and you fund jihad against Israel.

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You'll pay for it, but who'll actually get it?

Doctor's orders: guard borders

Health Secretary Jeremy Hunt is right when he says: “It is a national health service not an international health service.”

But Hunt is dead wrong when he expects NHS doctors and nurses to crack down on health tourists.

Nobody wants the Mickey taken out of the NHS. Many will applaud Hunt’s proposal to charge non-EU foreigners for access to the NHS.

But doctors are not border guards. And nurses are not i­mmigration staff. There is not one A&E department, GP’s surgery or maternity ward in the land where they would turn someone away because of their immigration status.

We don’t live in that kind of country. Will a midwife demand to see the passport of a woman who just went into labour? Will a doctor refuse to treat a sick child because he doesn’t have the correct visa?

Politicians have clearly thrown away all control of our borders.

It should not be NHS staff who are asked to wrest it back.

Nothing to see here...

Mark Steyn

Consider how that will play when these guys’ jihadist snuff video is being hawked around the bazaars of the Muslim world. Behold the infidels, content to be bystanders in their own fate.

This passivity set the tone for what followed. In London as in Boston, the politico-media class immediately lapsed into the pneumatic multiculti Tourette’s that seems to be a chronic side effect of excess diversity-celebrating: No Islam to see here, nothing to do with Islam, all these body parts in the street are a deplorable misinterpretation of Islam. The BBC’s Nick Robinson accidentally described the men as being “of Muslim appearance,” but quickly walked it back lest impressionable types get the idea that there’s anything “of Muslim appearance” about a guy waving a machete and saying “Allahu akbar.” A man is on TV dripping blood in front of a dead British soldier and swearing “by Almighty Allah we will never stop fighting you,” yet it’s the BBC reporter who’s apologizing for “causing offence.” To David Cameron, Drummer Rigby’s horrific end was “not just an attack on Britain and on the British way of life, it was also a betrayal of Islam. . . . There is nothing in Islam that justifies this truly dreadful act.”

TO THE SLAUGHTER

Why did police and social services allow a Muslim child sex trafficking ring to sexually torture girls as young as 11 for eight years?

Because law enforcement didn't want to offend Muslim sensibilities, or worse, be accused of racist-islamophobic-bigotry.

They used knives, cleavers and baseball bats to inflict severe pain on the girls for their twisted pleasure.

Britain: Where pensioners are selling homes to pay for healthcare

And, in Germany, the country's elderly and sick being sent abroad due to rising care costs.

It's all over for the Republican Party

I’m not normally given to hyperbole, but it’s all over for the Republican party as we know it and hence all over for the United States of America as we know it. The Reagan period now looks like a blip. Only once has a Republican presidential candidate won the popular vote in 24 years.

We’ve lost when we were the incumbent party and the economy was perceived to be doing badly; we’ve lost when we were the challenger party when the economy was doing even worse.

In future, our elections will be like those in Britain or New York. We will be presented with a choice between a statist liberal and an out-there uber-liberal. And with the uber-liberal enjoying the full backing of the media and Hollywood, it’ll by no means be an easy win for the ordinary Mike Bloomberg or David Cameron-style liberal, who will be portrayed as a heartless plutocrat if he happens to come from money, or as a hopeless rube if he happens to come from nowhere.

Liberalism multiplies and reinforces its own mistakes. As liberalism’s failures pile up, they will inevitably inspire more liberalism as solutions. . .

Finita La Commedia

Thanks to HotAir.com.

The New Beatles?

You be the judge!

OBAMA’S KENYAN BIRTH RECORDS DISCOVERED IN BRITISH NATIONAL ARCHIVES

Evidence discovered shows British Protectorate of East Africa recorded Obama’s birth records before 1963 and sent returns of those events to Britain’s Public Records Office and the Kew branch of British National Archives.

READ MORE

A recent editorial in the British Medical Journal recommends dehydrating dementia patients to death to save money

Coming soon to an Obamacarehood near you:

Gateway Pundit

The liberals never stop.

Chancellor Osborne: “The British Government has run out of money because all the money was spent in the good years”

Uh oh

They should have listened to Margaret Thatcher when they had the chance:

"The problem with socialism is that eventually you run out of other people's money [to spend]."