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Reader H writes:
Re: Reader R Sends Video: Commuter Planes Join....
http://www.rumormillnews.com/cgi-bin/forum.cgi?read=259405
Just a couple of points and questions:
1) I disagree with the assertion in the video that the "KLM plane" was chemtrailing because it looked like a classic vapor trail - about 3-4 times the length of the plane and then it disappears.
2) Same scenario with the previous small jet flying from L to R - looked more like a contrail and NOT a chemtrail.
3) However, the first turboprop plane definitely looked like it was laying a shorter chemtrail as described.
4) Now when it comes to the pilots of these commercial aircraft and how much they know and tell, I only have questions:
- What evidence is there that the commercial pilots do know they're laying down chemtrails?
(They don't have rear view mirrors so that would mean that if they do know then they would have to be doing it deliberately.)
- Why is the possibility that the chemtrailling could be activated by radio signal or other automatic method being ignored or understated?
Everything else on these aircraft is or can be done by remote/radio control now, so why not the chemtrailing - done to pre-programed plans adjusted in real time (without the pilots knowledge) by the equivalent of drone pilots.
To me it is too easy to see how the chemtrailing units can be installed and re-filled during routine aircraft servicing and subsequently triggered by remote control or via predetermined signals in normal aircraft radio traffic.
- If commercial pilots are ex military, do their secrecy oaths follow them into civilian life to ensure their silence?
- Or, have the pilots been convinced that they're saving the planet from the evils of CO2 or that the planet really needs an atmospheric sunscreen?
I assume that someone has already covered these points in one of the multitude of videos I have yet to view but I hope people don't fall into the trap of seeing only what they want to see.
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Thanks, H
According to the white paper PDF file below, (dinonylnaphthalene sulfonic acid, barium salt), is mixed into ALL jet fuel.
What this translates into, is that ALL jet aircraft are dispersing chemtrails into the atmosphere - with every flight - no matter where the flight originates, or who is piloting the flight - drone or live pilot.
Imports of dinonylnaphthalene sulfonic acid, barium salt "HPV" into the United States alone: "produced or imported into the United States in quantities of 1 million pounds or more per year [12]."
See flow chart chemical design here:
http://tinyurl.com/a8h87yq
Dinonylnaphthalene sulfonic acid, barium salt is by no means the only ingredient being dispersed via chemtrails, however it is the main ingredient that is dispersed with EVERY flight of any jet aircraft, because it now is mixed into every drop of commercial or military jet aviation fuel - although with today's military acting as the strong arm thugs of predatory corporatism, there is no longer any need to draw a distinction between commercial or military consumption of jet fuel.
In addition, as you further your research, you will discover that 'protecting the planet from the dreaded 'CO2' is only a cover story for the myriad of dis positional allocations of the chemtrail process.
One obvious point to ponder is this:
If a jet aircraft is taking off from point 'A', with a destination of point 'B', then a flight plan would be followed, and the aircraft would fly directly to it's chosen destination.
Yet, I could post hundreds of photographs every day of one or two aircraft painting a checkerboard grid pattern of chemtrails across the sky in order to completely saturate a given quadrant of air space.
What type of flight plan is that?
Lion
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The not-so-secret ingredient: Stadis 450
(dinonylnaphthalene sulfonic acid, barium salt)
Qbit - http://chemtrails.cc/
DRAFT - 2-2009
The most commonly used commercial turbine jet fuels today are named JET-A, JET-A1, and JET-B.
All of these are kerosene type fuels except JET-B which is a kerosene-naphtha blend for colder climates [1, 2].
JET-A is used internationally and JET-A1 is available only in the US.
The US military primarily uses its own kerosene jet fuel, JP-8, which is similar to JET-A1 [11,2].
A number of chemical additives are used in these fuels including corrosion inhibitors, temperature stabilizers, detergents, and static electricity dissipators.
Static dissipators are of particular importance to atmospheric aerosol and environmental research, due to their metal
content and their widespread use in commercial and military jet fuel [17, 8].
Octel Starreon Stadis® 450 is a static dissipator, comprised of dinonylnapthalene sulfonic acid and other organic solvents, and according to the product MSDS (Material Safety Data Sheet), it
contains two "trade secret" ingredients [18].
Stadis 450 is the only approved anti-static additive for use in Air Force aviation fuels, including JP-8, JP-5, JET-A1, and JET-B [9].
DuPont, the original manufacturer, reports having divested its production of Stadis 450 in September of 1994 to Octel Starreon LLC , now a subsidiary of Innospec Fuel Specialties.
Innospec also manufactures another static dissipator additive called Statsafe®.
However, according to Exxon Mobil, Stadis 450 continues to be the static dissipator of choice for commercial and military aviation [17].
... static dissipator additive is widely used in jet kerosene
.... Stadis® 450 is the only additive currently manufactured for use in aviation turbine fuels approved by the major turbine and airframe manufacturers.
Although the "trade secret" ingredients are well protected by the manufacturer, a recent study contracted by the EPA [10] and other sources strongly imply that these ingredients are salts of
barium and/or calcium.
The EPA classifies this dinonylnaphthalene sulfonic acid, barium salt as a "HPV" (High Production Volume) chemical, meaning it is "produced or imported into the United States in quantities of 1 million pounds or more per year [12]."
This same study reports that "Based on the available toxicity results, dinonylnaphthalene sulfonic acid, barium salt
appears to be the most biologically active member of the [dinonylnaphthalene] category [10]."
It is hypothesized that jet exhaust aerosol [4] is responsible for cloud seeding, rainbow diffraction, and dichroism observed in persistent contrails [5].
While "skeptics" may dismiss the very existence of persistent contrails, the phenomenon is widespread and commonly
accepted among atmospheric scientists [7].
The exact cause of aerosol cloud seeding has been the subject of endless debate, but it has been shown conclusively that the earth's albedo, or its overall reflectivity, is increased by contrail aerosol (see chemtrails.cc sattelite
imagery category).
In the 3 days after the attacks on Sept. 11, 2001 during which the FAA grounded all commercial aircraft in the US, a unique opportunity to study atmospheric aerosol presented itself.
David J. Travis, University of Wisconsin found significant changes in surface temperature and presented his findings to the American Meteorological Society [6].
There are a number of byproducts of combustion of kerosene jet fuel and its additives, including water, carbon dioxide, soot, sulfuric and nitrous acid, sulfur and nitrogen oxides, and
metal ions [3], although this is by no means a complete list.
Carbon monoxide and aromatic hydrocarbons also result from incomplete combustion.
Aerosol and contrail formation processes in an aircraft plume and wake as a function of plume age and temperature [4].
(image courtesy GRID-Arendal)
Not surprisingly, UNEP (United Nations Environment Programme) only makes casual mention of these metal particles, and fails to provide any information as to their role in atmospheric
aerosol formation.
If one phenomenon gives away the presence of metals in the aerosol, it would be the large number of high altitude rainbows produced by contrail aerosol.
Virtually unheard of prior to 1990, bright rainbows, sometimes referred to as "circumhorizon arcs" or more commonly, "chembows," can be observed regularly wherever jet aircraft fly.
According to a patent issued to Hughes Aircraft Company for dispersing metallic aerosol into the stratosphere, particles may stay suspended for up to a year.
Hughes Aircraft, a major US defense contractor [14, 15], has been bought and sold by other defense contractors such as Boeing and Raytheon in recent years.
Exeprt from United States Patent 5003186:
"The particles may be seeded by dispersal from seeding aircraft; one exemplary technique may be via the jet fuel as suggested by prior work regarding the metallic particles. Once the tiny particles have been dispersed into the atmosphere, the
particles may remain in suspension for up to one year."
To avoid making qualitative judgments, I will not belabor the point that the horizon has been consistently gray, anywhere near commercial airports, since at least the early 1990s.
But it would appear that the metal aerosol is indeed being dispersed, and staying suspended.
While corporate media generally claims there can be no further debate about climate change, there are thousands of respected scientists who dispute the notion that atmospheric CO2 is the
primary cause, and take exception to the idea that human intervention is required to "correct" it.
At least 400 of them have testified to this effect to the US Senate [16]. Critical thinkers must question whether, with such flimsy scientific evidence, controlling the climate is the true motivation behind this metal aerosol dispersal.
A 10 mile thick blanket of metal aerosol may have other uses to the militaries of the world, particularly in the fields of
surveillance, aircraft and missile guidance, radar ducting, and radio frequency weapons systems.
Citations
1. http://www.csgnetwork.com/jetfuel.html
2. http://en.wikipedia.org/wiki/Jet_fuel
3. GRID-Arendal in collaboration with United Nations Environment Programme (UNEP).
http://www.grida.no/publications/other/ipcc_sr/?src=/climate/ipcc/aviation/034.htm
4. http://chemtrails.cc/2009/01/27/arkansas-news-report/
5. http://chemtrails.cc/2009/01/25/what-are-chembows/
6. http://www.wired.com/science/discoveries/news/2002/05/52512
7. http://www.agu.org/sci_soc/prrl/prrl9919.html
8. DETAIL SPECIFICATION, TURBINE FUEL, AVIATION, KEROSENE TYPE, JP-8 (NATO
F-34), NATO F-35, and JP-8+100 (NATO F-37) [pdf]. U.S. Army. Downloaded from
http://www.hnd.usace.army.mil/stddgn/data%5C078_24_28%5CPreviews%5C15880.pdf
9. AEF Fuels Management Pocket Guide [pdf]. U.S. Air Force. Downloaded from
http://www.aflma.hq.af.mil/lgj/AEF_fules_book_2007_final.pdf
10. High Production Volume (HPV) Challenge Program Test Plan and Data Review,
Dinonylnaphthalene Category [pdf].
http://www.epa.gov/hpv/pubs/summaries/dinapcat/c15766tp.pdf
11. http://www.globalsecurity.org/military/systems/aircraft/systems/engines-fuel.htm
12. http://www.epa.gov/hpvis/
13. PermitApplicationReports200808-Marathon_Stadis_450.pdf Source:
http://www.louisvilleky.gov/NR/rdonlyres/E20509AE-4D28-4603-83B3-
B16A640C9D10/0/PermitApplicationReports200808.pdf
14. Hughes Aircraft Company
15. http://en.wikipedia.org/wiki/Hughes_Aircraft
16. Over 400 Prominent Scientists Disputed Man-Made Global Warming Claims in 2007.
From http://epw.senate.gov/public/index.cfm?FuseAction=Minority.SenateReport
17. Exxon Mobil World Jet Fuel Specifications with Avgas Supplement. From:
http://www.exxonmobilaviation.com/AviationGlobal/Files/WorldJetFuelSpec2008_1.pdf
18. Octel Starreon Stadis 450 MSDS
Source:
http://tinyurl.com/a8h87yq
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2 comments:
I have to go ELSEWHERE to read your articles. Many are CUT OFF on the right hand side. Also, the authors are not posted (top or bottom) many times. If there's a reference I go THERE to find out WHO wrote it.
The problem I see about pilots being "unaware" of chemtrail dumping is that losing the weight of the "chem" as it dumps would affect the performance of the aircraft.
Unless the "chem" materials being dumped are extremely light in weight, I can't possibly see any reasonably competent pilot NOT noticing something was up as the aircraft mysteriously got lighter during each flight... I'm picturing the crew anxiously examining their instruments looking for possible fuel leaks, etc. to try to explain what was going on.
Both takeoff and landing performance would be affected as the aircraft would be either heavier or lighter than expected and could contribute to issues with runway overruns, aborted takeoffs due to not applying enough power to correct for the extra weight, etc...
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