Reprinted with permission.
A shocking percentage of academia has completely sold out to the cabal that is currently controlling the world. What is the primary objective of this core of global power? To perpetuate at any cost. The inevitable killing of the host, planet Earth, is not a consideration for them. The true consequences of climate engineering are catastrophic beyond comprehension, yet, the dangers have never been a factor for those in power. The just released science study below is a reflection of the total moral depravity that now rules and runs industrialized/militarized society. What is the primary goal of the study? To determine the best approach to gaining public acceptance of “stratospheric aerosol injection”. The individuals that authored this study and their employer (the Kiel Institute For the World Economy), should both be considered accomplices to the ongoing weather warfare crimes. Some excerpts from the report follow:
This paper analyzes determinants of technology acceptance and their interdependence. It highlights the role of affect in attitude formation toward new technologies and examines how it mediates the influence of stable psychological variables on technology acceptance. Based on theory and previous empirical evidence, we develop an analytical framework of attitude formation. We test this framework using survey data on the acceptance of stratospheric aerosol injection (SAI)…
Furthermore, affect is an important mediator between stable psychological variables – like trust in government, values, and attitudes – and acceptance. A person’s affective response is thus guided by her general attitudes and values.
We live in an increasingly dystopian world in which the power structure (and the legions of academicians it controls) are not only creating conditions of planetary omnicide in their quest for total control, but they are also striving to make the public at large embrace the unfolding omnicide.
Fighting climate change is one of the major global challenges of the 21st century. However, even timely and substantial cuts in greenhouse gas emissions may fail to limit global warming to 2°C above preindustrial levels (IPCC 2014). Against this background, new technologies to limit global warming, known as climate engineering or geoengineering, entered the scientific and political debate. Climate engineering technologies could be an effective way to cool atmospheric temperatures and prevent massive damages from climate change. However, many of these technologies carry substantial risks. Stratospheric aerosol injection (SAI), for example, could change precipitation patterns or induce abrupt temperature changes…
Public concern about climate engineering technologies is substantial (Bellamy and Hulme 2011; Borick and Rabe 2012; Macnaghten and Szerszynski 2013; Merk et al. 2015) and has been voiced in protests…
In the present study, we analyze the factors that determine the acceptability of climate engineering for the case of SAI.
(1) How do stable psychological variables – i.e., values, environmental attitudes and risk attitudes, and trust in government – influence technology acceptance? Do they enter attitude formation via cognitive or affective pathways?
The chart above (taken straight from the report) makes the objective of this study crystal clear, to frame “stratospheric aerosol injection” in a way that will most likely produce public “acceptance”.
2. ANALYTICAL FRAMEWORK
Our model builds on established theories of risk perception and attitude formation and combines them into a comprehensive framework. It accommodates the value‐belief‐norm theory (Stern 2000) and the theory of planned behavior (Ajzen 1985) in assuming that the acceptance of a technology is determined by domain‐specific beliefs…
2.1. Risk and Benefit Perception
Attitudes form in part from a weighing of risks and benefits (Ajzen 1985). Consequently, the perceptions of risks and benefits of a technology are direct antecedents of acceptance.
2.3. Trust in Government
Trust in institutions associated with the technology is a consistent predictor of technology acceptance…
2.4. Egoistic and Altruistic Values
Values are guiding principles in the life of a person (Schwartz 1992). As stable characteristics they direct attention and form beliefs and attitudes across an array of contexts (Stern, Kalof et al. 1995). For environmental behavior, egoistic and altruistic values are particularly relevant (Stern 2000). In attitude formation toward technologies with environmental consequences, these values guide a person’s focus in weighing perceived risks and benefits (De Groot and Steg 2007; De Groot and Steg 2008). People with strong egoistic values display a preference for social power, wealth, authority, and influence; they tend to mainly consider perceived risks and benefits for themselves. By contrast, people with strong altruistic values display a preference for equality, world peace, and social justice and tend to focus on perceived risks and benefits for others.
1. This causal model of trust is particularly suitable for assessments of new technologies on which people have little information but are knowledgeable of actors involved (Earle 2010). The associationist model of trust, by contrast, supposes that the acceptability of a hazard influences perceived risks and trust in authorities. The associationist model is particularly suitable if people are knowledgeable about a hazard, but not about actors involved. For example, the acceptability of a hazard may be used to assess the trustworthiness of regulatory authorities…
Heavy geoengineering aerosol spraying in Blue Bell, Pennsylvania. Photo credit: Eric Jacobs
The global geoengineering assault (stratospheric aerosol injection) has been wreaking havoc on the climate system and the biosphere for decades. In spite of the total decimation being inflicted on our planet from the ongoing climate engineering programs, the players involved are too committed to their quest for total power to turn back.
Aerosol injection is yet only little known and protesting or supporting behavior has not yet evolved.
Through SRM, a portion of the sunlight is reflected before it can warm the Earth. This can be achieved by, for example, spraying sulfate particles into the atmosphere at a high altitude.
… respondents were asked about their acceptance, their risk and benefit perception as well as their affective response to aerosol injection. Finally, altruistic and egoistic values were elicited.
It changes the amount of precipitation.
It can take away people’s motivation to change their lifestyle.
There is the possibility of further unknown and unforeseeable risks.
The abrupt increase of Earth’s temperature in case of a sudden stop of SRM can lead to severe problems for humans and the environment.
The use of SRM could cause international conflicts.
Global warming is slowed down more quickly than by cutting greenhouse gas emissions.
Massive and irreversible changes in the climate can be stopped before too much damage is done.
It is cheaper than reducing the consumption of fossil fuels.
Even if certain countries do not want to reduce their greenhouse gas emissions, it is possible to stop climate change.
The claimed “benefits” of “stratospheric aerosol injection” are a reflection of the usual military/industrial complex mentality of programmed delusion. The already proven reality is this, climate engineering is nothing short of a global cataclysm. Geoengineering programs are the greatest and most destructive assault ever launched by the human race against the life support systems of planet Earth.
3.3.3. Trust in Government
Trust in government was measured by the question `How much do you trust that the federal government will act in the interest of the environment and the society?’ We thus used a broad definition of general trust in good intentions for society and the environment. The 4‐point response scale ranged from `do not trust at all’ (1) to `trust completely’ (4).
However, the relevance of beliefs about humans’ capacity and right to rule over nature likely varies with the perceived scope of the technologies’ interference with nature.
We proposed a technology acceptance framework that captures the interplay between values, attitudes, affect, risk and benefit perception, and the acceptance of new technologies. Using data from a large survey, we successfully tested the framework analyzing the determinants of the acceptance of stratospheric aerosol injection.
Our data show evidence of both affective and cognitive pathways in attitude formation. Acceptance is directly influenced by positive and negative affect, as well as perceived risks and benefits. People are, however, more strongly guided by affect than by their perception of risks and benefits. Furthermore, affect is the most important mediator between psychological variables – such as trust, values, and attitudes – and acceptance. All variables influence acceptance partly through an altered affective evaluation. Only trust, altruism, and state of nature change the perceived effects of the technology not only via affect but also directly.
In our survey, we provided neutrally framed, unbiased information. Only few respondents had heard about aerosol injection before the survey and there has not yet been a broad public discourse about the topic.
This is the world we currently live in, one in which the vast majority are all too willing to serve the cancer that is consuming the planet so long as their service and obedience produces a paycheck and a pension. The current paradigm is already well into the process of collapsing, those that still refuse to believe reality will very soon be forced to face it. If we all work together we could yet expose climate engineering before the power structure is prepared for this to occur. If we can expose it, we can stop it. We need to reach this goal before the coming collapse materializes and we lose our ability to communicate on the current scale or perhaps the ability to communicate at all. Help us to sound the alarm, make your voice heard, time is not on our side.
The majority still subscribe to the delusion of industrialized society as a benefit to the human race, but can such a conclusion be rationally defended? Global climate modification is the pinnacle of industrialized insanity and arrogance. Even now, as life on our planet is struggling desperately to survive, the military industrial complex that rules the world is pouring Earth’s dwindling finite resources into yet more destruction with geoengineering at the top of the list.
The greatest lie ever perpetrated and propagated is the lie of the “persistent condensation trail”. Without knowing any of the related science facts on this issue, anyone with a sense of reason should be able to determine the fact that our skies are being sprayed. Trails that are turned on and off, grid patterns one day and nothing the next (in spite of identical atmospheric conditions). Witnessing one jet leaving a trail from horizon to horizon adjacent to another jet at a similar altitude that leaves virtually nothing. Trails of completely dissimilar compositions and colors. Plumes behind jets that do not match the alignment of the engines themselves causing some of the trails to shoot out to one side of the aircraft. There is also of course the fact that climate science circles and governments around the globe are clamoring for climate engineering to be deployed, though none in these communities of tyrants and cowards will yet admit to the truth. Our society has been well trained to accept the official narrative on countless issues which is how those in power hide their crimes in plain site. The fact that so many official explanations are completely contrary to reason and the laws of physics seems not to matter to most of the population, “ignorance is bliss” as the saying goes.
We are told by all official sources, agencies, and elected officials, that all we are seeing in our skies are “condensation trails”. They say that it is perfectly normal for this “condensation” so stay in the sky for hours or days, widening and spreading until whole horizons are completely blotted out. Yes, what we see is exactly what they say they want to do with solar radiation management (SRM), but they assure us that geoengineering is not actually going on. Those that choose to believe these blatant lies simply do not yet want to wake up. Here is the fact of the matter, all commercial jet aircraft and all military tankers are fitted with a type of jet engine that is by design nearly incapable of producing any condensation trail except under the most extreme circumstances, the high bypass turbofan.
7 minute high bypass turbofan tutorial
The fight to expose and halt climate engineering is a challenge that must be won or nothing else will matter. If we just go about our lives without making this battle a top priority, we are failing in our responsibility toward our children and the greater good. Help us to sound the alarm, make your voice heard, every single day counts.
When people ask how we can prove our skies are being sprayed, tell them because we have film footage of the crime occurring. This is the bottom line and the end of any rational denial. The video below is only one of numerous many that show what is undeniably spraying from jet aircraft.
Do we know with certainty that there are spray nozzles on the jets we see dumping toxic materials into our skies? Yes, the photo below clearly shows retrofit spraying nozzles mounted on the rear of the pylon directly in line with the engine exhaust to create the appearance that the spraying is a “condensation trail”.
Below is another picture which clearly shows the nozzle location on the pylon.
The next video shows what is undeniably jet aircraft spraying of our skies. The dispersion from one of the military jets in the video is clearly being turned off, and then back on again. The official government narrative is that we are only seeing “condensation trails”, this is a monumental lie.
Though there are numerous video segments of both commercial and military jet aircraft spraying our skies (with footage that is undeniably aerosol spraying), the 90 second film clip below shows heavy aerosol spraying from the wing tips of a 4 engine jet carrier. This proves there are more nozzles than just those mounted directly behind the engine exhaust. There are those that claim the spraying in this video is “just a fuel dump”. First, how could such a conclusion be proven? The same “official agencies” that tell us we are only seeing condensation trails in our skies are the ones telling us that the type of spraying in this video is “just a fuel dump”. Second, if this video does show a fuel dump, why in the world should we feel better about that? The dumping of aerosolized jet fuel into the atmosphere is likely much more toxic than the geoengineering aerosols (in either case, we can never know exactly what is being sprayed for with any certainty). What this video proves is that the jet aircraft trails we see in our sky’s are not condensation trails, they are sprayed dispersions. Those that speculate on the composition of those dispersions have absolutely no way of knowing what the actual composition is. Any insinuation that we should not be concerned about a potential massive jet fuel dump is irrational. No matter what some claim as the “official explanation” for a potentially damning film capture, we should remember the official explanation for 911 and countless other lies we are fed.
The bottom line is this, unimaginable amounts of toxic materials are being dumped into our skies every single day and all of it is raining down on us. In regard to geoengineering, the elephant in the room is becoming all but impossible to hide, awareness of the ongoing climate engineering insanity grows by the day. DW
Source: Global Skywatch
This article explains why the trails being left in the sky by large aircraft cannot possibly be condensation trails (“contrails”). Once this is understood, then we are left with the ominous question: “What do these trails consist of?”
You can see the video version of this article here.
NOTE: This article has been opposed on the internet by government-paid disinformation employees. These intentionally-deceptive disinformation programs are using fabricated science to claim that high-bypass turbofans create trails.
In one example, a false study is being used to convince the public that high-bypass turbofans create trails. This study is not only based on false science and fabricated numbers, it was published after widespread spraying began and is an obvious attempt to fool the public into accepting geoengineering: The largest crime against humanity in human history by convincing the public that jet trails are a “normal result of fuel combustion”, which is simply not true as will be demonstrated below.
Those in the very highest positions who are responsible for this spraying campaign will do anything to conceal it, even going as far as rewriting jet engine training manuals and courses to teach new mechanics that these engines produce trails. There is no better way to convince the public than to have “expert mechanics” believing trails are normal and relaying this disinformation directly to the public. We see examples of this type of disinformation in the education system right now with the rewriting of the second amendment in school textbooks.
We have also received first-hand accounts of military tankers and drones painted to look like passenger jets on several occasions. This causes the public to believe that normal passenger jets are producing trails further enhancing the lie that trails are normal. Remember, a crime this enormous will be concealed by lies and coverups just as enormous.
The fact that high-bypass turbofan engines cannot produce trails is the reason life-long skywatchers and pilots have never seen trails come from these engines until widespread geoengineering began (with very few special exceptions including rare water injection engines which are outlined in the article below). This is the reason professional and recreational pilots alike have contacted me expressing their disgust at the lies being thrust on the public by our governments and educations systems.
The newest tactic to conceal spraying programs from the public is to useshorter trails and to fly at higher altitudes to make these trails harder to see.
Furthermore, school textbooks and jet mechanic training manuals have now been rewritten to include the claim that contrails are common and normal. The disinformation campaign is very thorough.
See the following links to learn how false science – called “scientism” – is being used to thrust lies and disinformation upon the public:
The Global Depopulation Agenda Excellent lecture showing the use of false science to promote a specific agenda.
Despite media failure to disclose, and “government” disinformation to the contrary, there is and has been a weather modification program in full operation for many years.
The high –thin cirrus that jets have been spreading across the sky that the public has clearly seen as long trails of jet exhaust and spray turning into clouds and haze can and is changing the weather. There are clouds now that have never existed before.
The cloud nuclei being used are composed of metallic salts in nano form, all potentially toxic to life as we know it. We have documented accumulations of aluminum, strontium, barium and many others in the soil, the rainwater, snow, and plants at levels thousands of times higher than any normal condition, and many should not be present at all.
Testimony: Allan Buckmann, US Air Force Meteorologist
Wildlife Biologist Retired, California Department Fish & Wildlife
August 07, 2014
I started seeing barium, aluminum oxide, and strontium come on the (Air Force) base.
In my background as an Industrial Hygienist and an Environmental Specialist, I conducted…sampling…and saw (contamination) limits in my community that would make your head spin. And I started to realize that those peers within my professional community that were trying to wake those of us in the military up, were right!
Sargent Kristen Edwards (Meghan), Industrial Hygienist, Environmental Specialist
High-bypass turbofan engines do not create condensation trails. The ratio of air-to-exhaust is much too high to facilitate the formation of condensation because the majority of air expelled from the back of the engine is not combusted. It is passed through the “fan” and simply blown out the back without mixing with any fuel at all.
Turbine engines are the power plant for high-bypass turbofans. Turbine engines are used in other applications besides powering jets. They are also used to power helicopters and many prop driven planes, yet we never see trails coming from these types of vehicles, and the reason is simple. Turbine engines virtually never produce condensation trails.
In the video above, notice the large ratio between the bypass fan and the “core” part of the engine.
Every Condition is Wrong for Contrail Formation
The formation of condensation trails requires vacuum (reduction in air pressure), cold temperatures, and high humidity, however, the output side of a jet engine contains mostly outside air that has been pushed through the engine by the large ducted fan (The ducted fan is the set of spinning blades that you see when you look at the front of the engine). This high-pressure at the output of the engine is contrary for the formation of condensation trails because pressurized air has the ability to hold much more water in suspension, without producing condensation.
NOTE: On very moist days, you may, on rare occasions, see a condensation “tornado” spiraling into the intake side of a high-bypass turbofan engine during high-thrust conditions. This is formed by the extreme, rapid vacuum formed on the intake of the engine. This vacuum induces condensation because air at reduced pressure cannot hold as much water. On the contrary, air on the high-pressure side of these engines cannot condense because it is not under vacuum.
High school science experiments demonstrate this with a vacuum jar. As the air is expelled, a gentle mist will form. When the valve is opened repressurizing the jar, the mist immediately disappears.
Even in this image, the ratio of air flowing through the fan vs. air flowing through the turbine is out of proportion. In reality, much more air flows through the fan than depicted here.
Only a fraction of the air that enters the engine is taken in by the turbine engine. This air is mixed with jet fuel (essentially kerosene), combusted, and then exits the engine under very high pressure and high temperature. Condensation formation requires a decrease in ambient air pressure to form, but the output of the turbine is under very high pressure which prohibits the formation of condensation trails.
Physics also tells us that, under the right conditions, condensation can form when air is cooled. Since the exhaust of the turbine engine driving the high-bypass turbofan is very hot – and remains hot for a long distance behind a jet, condensation formation is – once again – prohibited. (Hot air holds much more water without producing condensation.) Furthermore, the burning of fossil fuels produces black carbon soot, not water as claimed by some websites. You can see this black soot being expelled from the engines as you watch jets take off from an airport.
Furthermore, the ratio of air-to-fuel used in high-bypass turbofan engines is as high as possible (lots of air but relatively little fuel) so as to keep engines efficient and cost-effective, so the reduced amount of fuel in this ratio results in a lack of water in the exhaust, and this is yet another reason high-bypass jet turbofans cannot produce condensation trails.
In short, the more efficient the engine, the less fuel it uses per unit of air moved, and this renders high-bypass turbofans virtually incapable of producing condensation trails, unless they use water injection, which is extremely rare today (see section below).
Simply said, every condition necessary for contrail formation is absent in a high-bypass turbofan engine.
If you go to an airport and watch jets take off, you will see that they emit a faint trail of black carbon soot, which is typical of burnt jet fuel (kerosene), but you will not see water vapor.
If there was any chance that high-bypass turbo fans would create enormous plumes of water vapor, it would occur in high-humidity conditions during high thrust. High thrust only occurs during takeoff and the highest humidity occurs at ground level as the air at higher altitudes has very low humidity levels. We don’t see these enormous plumes of white water vapor during takeoff because these engines simply do not produce them.
The average adiabatic lapse rate (the rate of decrease in temperature with altitude) is about 3 Fahrenheit per 1,000 ft. Since the average temperature on the ground is 59 F (15 C), you can calculate that at 30,000 ft, the average temperature is: 59 – (3 x 30) = -31 F (-35 C). This cold, dry air provides inadequate conditions for condensation trail formation.
Real Condensation Trails
Real condensation trails form, not behind commonly-used engines, but behind high-vacuum areas of wings. This occurs when a jet is pitching up or when the jet is using heavy flaps. Both of these conditions greatly increase the vacuum (lift) produced by the wing and therefore increase the probability of contrail formation.
Contrails will normally appear on the outside edge of the wing or just outside the flaps when in a heavy-flap condition. Both of these conditions require high relative humidity.
Contrails can also appear above the top surface of a wing while a jet is pitching up (such as just before touchdown) because of the high-vacuum created while changing pitch.
Most of the wing-contrails explained above dissipate as soon as the vacuum zone ends. This explains why contrails typically last only 5 or 10 feet behind a wing (less than a second). As the vacuum zone ends, the air very rapidly reabsorbs the water vapor causing the contrail to disappear, except under the most humid conditions when the ambient air is unable to reabsorb the water.
Jet Turbines (Turbojets)
In contrast to typical turbofans, turbojets work differently. Instead simply pushing the majority of the air out the back using a large fan, all (or most in the case of low-bypass turbojets) of the air taken in by the engine is forced through the combustion section of the engine. This difference in design has a few important implications.
First, these engines are less efficient at lower speeds (below ~mach 2), but they produce thrust of much higher-velocity. This is why they are used on jet fighters and other high-speed combat aircraft. They are not used on large military aircraft or commercial aircraft.
Second, these engines have more water in their exhaust and therefore have the potential to produce short, non-persistent condensation trails when all of the required conditions are just right. These conditions are rare and so contrail formation is rare, but it can occur. Remember, turbojet engines are only used on jet fighters, not large military aircraft and not commercial aircraft.
Contrail Suppression Patents
The rare-but-possible contrail-forming potential of turbojet engines used on fighter aircraft caused the development of contrail suppression technology. This technology reduces the contrail-forming potential of these engines so these jets cannot be easily spotted while flying over enemy territory.
Government-funded disinformation contractors often cite these patents as evidence that high-bypass turbofans create contrails, but this is a blatant misapplication of the patents. The patents apply only to turbojets or low-bypass turbojets used on fighter aircraft, not high-bypass turbofans used on commercial aircraft and large military aircraft.
They Are Not Contrails
Turbojets and low-bypass turbofans – the only engines capable of producing rare condensation trails – are not used on commercial jets today. Nor are they used on large military jets. Instead, virtually all commercial and large military jets today use the much-more-efficient high-bypass turbofans.
Since we know that high-bypass turbofans are virtually incapable of producing condensation trails, then the trails we see coming from these countless jets today cannot be contrails. Instead, a mountain of evidence now indicates that these trails are deliberate particulate aerosols. You can easily identify high-bypass turbofans by their large diameter, and this engine type is clearly visible on all “chemtrail” jets we see emitting trails today.
Rare Water Injection Engines
At the end of this article is an excerpt from a data sheet published from the European Aviation Safety Agency showing certain older Spey turbofans (series 500) that use water injection for improved thrust performance.
The use of water injection in aircraft engines is rare, but it was also used in a few WW II aircraft, which explains the few “contrail” pictures floating around from that era.
The Rolls Royce Spey 512 is used to power the BAC One-Eleven. This aging commercial aircraft is in very limited use today. There are about 50 still in service, and most are outside the U.S.
If you see a short, non-persistent trail being emitted from a commercial jet, there is a small chance that it’s an old Spey Series 500 turbofan. If you see a short, non-persistent trail being emitted from any large jet, it’s a new non-persistent chemtrail. Keep in mind that a slowly-increasing number of chemtrail jets have been painted to look like commercial jets. We have already seen this deceptive tactic being used with military drones.
For the past few years, many have witnessed the overnight change in the trail emitted from these countless jets from long, persistent trails to short, non-persistent trails. On the same day, many/most of the jets began flying higher, and this change was obviously done to make the spraying less noticeable to the public, and this was an important tactic they used to counter the fact that awareness of this massive toxic aerosol-spraying campaign is growing rapidly in dozens of countries around the world.
Don’t be fooled. Long or short, if you see a trail coming out of a jet, with very few exceptions, it’s an intentional, toxic chemical aerosol.
Dispelling the Disinformation
The United States government is currently spending hundreds of millions of dollars to spread disinformation to confuse the public on a variety of subjects. The most pervasive subject of disinformation today is about geoengineering/chemtrails. Below, we will expose the false claims that they make.
Claim #1: Newer more modern jets are flying higher in the atmosphere enabling them to generate enormous plumes of condensation.
Fact: The vast majority of witnessed trail formation has been witnessed by low-flying jets rendering this claim irrelevant.
Fact: The altitude in which aircraft fly has remained unchanged for over 30 years. This widely-known fact renders this claim irrelevant. The favored altitude for commercial air traffic ranges between 25K to 35K feet, well within the Earth’s Troposphere.
The vast majority of early trails (between 1995 and 2005) were witnessed at altitudes so low, the public was easily able to identify the jet type and count the engines.
Between 2005 and 2010, numerous skywatchers witnessed sudden changes. First, they witnessed a majority of the jets changing from low altitudes to high altitudes. Second, they witnessed a majority of the jets changing their trail size from long-persistent trails to short, non-persistent trails. Both of these changes typically took place on the same day in any given location.
It appears that this change was designed to make the trails appear less ominous to the public.
It’s important to note that even after this change, some jets still produce persistent trails several days per month, and this is likely necessary to avoid public scrutiny that would occur if all trails suddenly vanished.
Claim #2: Newer jet engines burn fuel more completely turning more of the fuel to water.
Fact: Modern high-bypass turbofans – which are used on virtually all large commercial and military aircraft – burn much less fuel per unit of ejected air; often 25% less fuel. Therefore, they produce much less water vapor than older engines.
You will never witness a high-bypass turbofan ejecting water at an airport. You will only witness a faint, block soot that is the result of burnt jet fuel (kerosene). During take off, these engines produce the maximum amount of water vapor as compared to any other stage of flight because this is the time that the fuel-to-velocity ratio is the highest.
In other words, if an engine was to produce visible water vapor, it would be most likely witnessed during takeoff. However, these engines are incapable of producing vapor trails even during their most inefficient operating condition: Takeoff.
Claim #3: The sudden appearance of trails in the past 10 years is caused by an increase in air traffic.
Fact: Air traffic increases less than 1% per year. This amounts to a total increase of about 9% in the past 10 years.
What we have seen in the skies has been a dramatic – often sudden – increase in the total number of jets with virtually all of these new jets emitting trails while existing commercial jets did not. Furthermore, all of these new jets were unmarked, non-commercial jets flying at very low altitudes. In the past few years, we have witnessed these unmarked jets suddenly flying at higher altitudes and emitting short, non-persistent trails after emitting long trails for years. Probably an attempt to make the trails less noticeable to the public.
Chemical particulate spraying was used in Vietnam and is believed to have been used in early testing in the United States in the 1980s. During this time, there were extremely few visible trails in the sky, and since high-bypass turbofans are virtually incapable of producing trails, these early trails were likely early geoengineering tests. Developing a program of this size would require many years of testing and development and there is much documentation that this testing has been conducted on the public for decades.
It’s worth mentioning that a few water-injection Spey turbofans are still in service, so it’s likely that a few people witnessed them in the 80’s and beyond. Today, about 50 BAC One-Eleven’s are in service. This aircraft is one of the few that use water injection, but most of these aircraft are not within the U.S.
Claim #4: The government worked on developing contrail-suppression technology because of the trails produced by commercial jets.
Fact: The patents showing contrail-suppression technology were developed for low-bypass turbofans and turbojets, neither of which are used on commercial or large military aircraft. This technology was designed to suppress contrail formation on the types of engines – low-bypass turbofan and turbojets – used specifically on military jet fighters to make them harder to see over enemy territory.
Government disinformation contractors use these patents to convince the public that the large jets we see in the sky are producing contrails, but all large military and commercial jets use very efficient high-bypass turbofans which are virtually incapable of producing condensation trails. Even the fleet of aging Boeing 707s produced from the 50s to the 70s which originally used low-bypass turbofans have now been retrofitted with highly-efficient high-bypass turbofans to dramatically cut operating costs.
Claim #5: The photos floating around on the internet showing contrails from military jets in the 50’s proves that jet engines produce contrails.
Fact: The handful of photos from the 50s showing military jets and prop planes used water injection or internal combustion piston engines or turbojets, not high-bypass turbofans. High-bypass turbofans – the type of engines that are on the jets producing the massive plumes today – are virtually incapable of generating condensation trails.
Claim #6: High levels of aluminum in rainwater is normal.
Fact: There are a few atmospheric studies that show unusually high levels of aluminum in rainwater. These studies are often presented by disinformation contractors as “evidence”, however these studies are in the vast minority and they are conducted near the ocean, downwind of industry, or other contaminating factors.
There are countless studies and water monitoring programs that show historically that aluminum should not occur in rainwater, but studies selected by disinformation contractors are carefully selected to convince the public that contaminated rain water is “normal”.
Claim #7: Condensation from burnt kerosene freezes and produces ice trails at high altitudes.
Fact: The vast majority of trails witnessed are at lower or medium altitudes making this claim irrelevant.
Fact: At high altitudes, the air is colder and thinner rendering it less capable of holding moisture. This dry air further incapacitates high-bypass turbofans from producing contrails. Remember that most of the air coming out of a high-bypass turbofan is simply pushed through the big round duct by a fan blade (called “the fan”) and does not get combusted at all.
The United States government is currently spending hundreds of millions of dollars annually to confuse the public on various issues such as geoengineering/chemtrails. They are even teaching school children that contrails are harmless water vapor.
This level of disinformation is unprecedented because a harmful, dangerous, and illegal program of this is also unprecedented.
When those committing these epic crimes against humanity are caught, they will be prosecuted and executed, so they will spare no expense to convince the public that the sudden appearance of sky-covering plumes is “normal”.
It’s vital that everyone explores this issue while keeping in mind that disinformation is being produced in the form of books, videos, Facebook accounts, blogs, photos, and that some of this disinformation is even aimed at “changing history” by convincing the public that contrails have always been around.
You will be seeing more plumes appearing in old remastered movies and commercials. You will be seeing plumes appearing in books that have been artificially aged to look like they’re from decades ago. You will be seeing medical studies made to look decades old and injected into journals and magazines that are archived online.
This type of propaganda is not unique to our time. All of these methods have been used before, but with today’s technology, the ability to deceive is incomprehensible because the ability to produce and distribute well-coordinated propaganda is surprisingly easy.
We all know that helicopters don’t produce condensation trails, yet most helicopters use turboshaft engines which work on the same principle as high-bypass turbofans. Turboshaft engines also use the same jet fuel. Despite these profound similarities, we don’t see plumes of condensation emitted by helicopters.
Many jet enthusiasts agree that the sound of a jet engine starting is the “coolest” sound in aviation. In the video below, notice how the sound of a turboshaft engine starting is identical to the sound of a high-bypass turbofan starting.
More Information About Chemtrail Disinformation
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High-Bypass Turbofan Engines: All Exhaust Diffuses at Low Humidity: Contrails Not Possible
Simple science dictates that diffusion prohibits the formation of condensation in low humidity conditions, such as those at flight altitudes. Furthermore, High-bypass turbofans emit carbon soot (burnt kerosene), not water vapor, and this occurs in the core of the output air-stream only. For more information about this, see this video.
Source: Global Skywatch