Chemtrails are a new phenomena which has struck all over the world. It seems that the government are using planes to spray populated areas with a chemical solution, which can make people very sick, but why??. Normal contrails usually dissipate very rapidly, are of relatively short length, and show variability in their formation from the engines. Chemtrails usually extend continuously and expand to transform into a cirrus type cloud layer. Apart from the repeated, intense, and unusual flight-patterns, odd illnesses will sometimes strike people shortly after these chemtrail episodes; multiple witnesses have also reported a cobweb-like substance seen falling from the sky.
You should also know that a lab-analysis of some "goo" which fell to the ground revealed the presence of biological-agents: Pseudomonas Fluorescens, Streptomyces, and a restriction enzyme used to create viruses. Further, a gentleman who has been following the contrails around the country for years had a medical test which discovered pathogens in his body -- the rare V2 Grippe virus among them -- pathogens that should only be found in laboratories.
During the past several months, investigators across the United States and Canada have been collecting photographs and eyewitness accounts related to a widespread, ongoing, and strangely anomalous phenomena that has been occurring in our skies overhead. We are referring to the purposeful, deliberate weaving of strange, lingering, and thickening aerial contrails, better known as ChemTrails to most observers. Most persons viewing these photographs and reading the associated accounts have had little difficulty arriving at the obvious conclusion that these documented aerial phenomena represent anything but the normal contrail activity associated with everyday commercial airline traffic.To most observers, the feeling that there is something disturbing, and even ominous, connected with these images and reports, has been more than just a passing impression or a temporary distraction. Those of us who have yielded to our natural human curiosity and taken the time to turn off the TV, go outside, and look up into the sky, have been rewarded with a stunning first-hand observation of these strange phenomena. This undeniable personal experience has provided more than the reasonable and sufficient amount of evidence required to lead many observers to the startling conclusion that there is currently, an ongoing, nationwide, government project underway across America and other countries. At present, neither the purpose nor the scope of this operation is fully understood. Two facts are known however—that this strange contrail activity is not a normal, ordinary, or every-day phenomena, and that this program, which seems to have entered its operational phase during the fall of 1998, is being simultaneously, repeatedly, and continuously executed over virtually every populated community in the United States.
Normal contrails are composed of fragile ice crystals formed by aircraft flying at altitudes of 31,000 feet or greater. At altitudes below 31,000 feet, these normal vapor condensation trails are simply not able to form behind an aircraft, regardless of its type or design. Above 31,000 feet, normal contrails appear pencil-thin in construction when observed from ground level, and in nearly all instances, tend to totally evaporate within a minute or so, rarely extending for any appreciable distance behind the emitting aircraft.
on the other hand, have been observed being generated by aircraft flying at
altitudes as high as 33,000 feet and as low as 8,000 feet—but generally, below
30,000 feet. Since normal contrails can not form at these low altitudes, any
contrail formation that is observed at these elevations is probably not a contrail
at all, but a genuine ChemTrail.
Another distinguishing difference between contrails and ChemTrails concerns their relative location or position in the local sky, as well as their directional characteristics.
Aircraft emitting normal contrails are constrained by FAA regulations to operate only over designated air routes; therefore, the contrails that they generate will be found consistently only within local flight corridors, which are easily discerned by an observer at any given geographic location on the ground. In addition, air traffic along these designated routes is always unidirectional. Aircraft flying in opposing compass directions are never permitted to use the same air-routes, at the same altitudes—for obvious reasons. Therefore, only those contrails that are formed within these restricted air corridors, and consistently with the same vector or direction should be considered normal contrails resulting from normal commercial airline traffic.
There is one exception to this rule however. Occasionally, normal contrails will be emitted by military air traffic, which do not always operate within these flight corridor constraints. This deviation is due to the fact that the military is generally exempt from commercial flight regulations during air maneuvers and training exercises—but again, this is the exception and not the rule.
Aircraft that generate ChemTrails are apparently not constrained to operate within FAA designated air corridors either; nor are they required to adhere to established commercial flight rules and FAA regulations. Consequently, ChemTrail patterns will be observed lying both within and well outside of the normal air corridors used by the commercial airlines. Unlike normal contrails, these lattice formations can and do appear at any location in the local sky, develop in any geographic direction or vector, intersect and intercept one another as a matter of practice, and produce elaborate and extensive cross-hatch or geometric patterns, which are often seen extending from horizon to horizon. Any commercial airliner that attempted to engage in these kinds of flight maneuvers would be guilty of violating just about every known international flight regulation of commercial aviation. The ChemTrail patterns laid-down by these regulation-exempt aircraft, generally appear as either long parallel billowing furrows in the sky, as some variant of an intersecting tic-tac-toe configuration or a simple figure X.It is believed that these clearly discernible geometric patterns are used as a means of identifying specific local ChemTrail formations, and facilitate the tracking of their position, movement, and drift using satellite telemetry. This information would be vital if it were necessary to determine critical operational values for the various mission parameters needed to accurately position these lattice-type networks, so as to target selected geographic locations and populations with their fallout.
Another very subtle parameter associated with ChemTrail phenomena is the significance of the local surface wind speed over the dispersion area. Empirically, ChemTrail missions tend to be suspended wherever and whenever the ground wind speed reaches or exceeds 20 miles per hour. This characteristic has been a consistent limiting factor throughout the range of areas where ChemTrail activity has been observed. Normal contrail activity is never subject to this restriction, and can be seen over a wide range of measured surface wind velocities.
One of the most important distinguishing characteristics of normal contrail formations is their pattern-configuration. Normal contrails are produced through a complex interaction between an aircraft's jet engine, its exhaust, and the temperature and humidity of the ambient atmosphere. Whenever these contrails are generated, under the proper atmospheric conditions, the number of simultaneous contrails emitted by any specific aircraft is always directly related to the engine configuration of that aircraft. A 747, for example, will leave a parallel four-element contrail in its wake, a DC-10 or L1011, on the other hand, will emit a parallel three-element contrail, and a 737 or 777 will generate a parallel two-element contrail in the sky. In each of these cases, the aircraft in question will generate only short-lived, fully-dissipating, multiple parallel contrails—always, at altitudes greater than 31,000 feet, and always in accordance with the number of engines in its design. A multi-engine aircraft will simply not produce single-element contrails as long as both engines are functioning properly. The number of contrails therefore, that will be produced by any given aircraft is always the same as the number of engines powering that aircraft—these numbers are always equal.
The type of aircraft that are most frequently observed laying-down genuine ChemTrail patterns, are normally KC-10A or KC-135 tankers. The KC-10A is a three-engine aircraft and would therefore normally leave a three-element parallel contrail in its wake. The KC-135 however, is a smaller, four-engine aircraft, and would therefore typically display four-element contrail. When used during ChemTrail missions however, these aircraft have been observed laying-down only a thick and billowy, single-element ChemTrail, while simultaneously displaying no concurrent normal contrail activity. Two different mechanisms are therefore at work here.
This pattern-configuration feature can serve as a very good guide in helping to distinguish between normal contrail observations and true ChemTrails sightings, but it is not foolproof. The military has been equipping their KC-10As and KC-135s with wing tip mounted refueling pods, to permit multiple, simultaneous refueling operations. If one of these aircraft is being used in a particular ChemTrail mission, then the resulting dispersion will most likely start out as two-parallel emissions. Eventually though, these will merge into a single wide-band dispersion pattern, retaining all of the other special characteristics associated with ChemTrail activity.
The other factor that might be working against this general rule, is the likelihood that the military is experimenting with a number of different spray-nozzle technologies having various geometries. Such research would likely be aimed at controlling the specific flow and dispersion characteristics of their equipment. Variability in the nozzle designs used to disperse the bio-chemical cocktail, would probably add some additional variability to the dispersion patterns being observed, but again, the predominate characteristics of a genuine ChemTrail will eventually prevail.
One more distinguishing characteristic of a ChemTrail than can help to separate these from normal contrails concerns the display of a vertical curtain-like fall-off from a maturing ChemTrail. Although the ChemTrail remains very prominent in the sky, the vertical curtain seems to roll off of the main body and appears to descend toward the surface in vertical sheets. The essential idea to keep in mind regarding ChemTrails, regardless of the manner in which these bio-chemical agents are being dispersed, is that all ChemTrails eventually coalesce into a consistent, widely diffused footprint, which ultimately obscures all or most of the entire sky with a clearly structured, solid milky haze.
The components constituting this bio-chemical soup do not dissipate or disappear over time; instead, due to the higher specific-gravity of the host element being used, namely JP8+100 jet fuel, these components simply settle to the earth and blanket everything within their reach—human beings, animals, plants, soil, and water, as they slowly descend through the atmosphere—through the air that we all breath.
can summarize the characteristic pattern-configuration behavioral of genuine
ChemTrail activity with the following two statements: First, that the aircraft
used in these operations tend to be flown at altitudes below 31,000
feet, because no normal engine-related contrails are ever observed concurrent
with the emission of the ChemTrails. Secondly, that the biochemical agent forming
these ChemTrails is being emitted by a mechanical component of the aircraft
other than the engines—normally, this component is the single, extended, rear
mounted, refueling tail-boom.
There is one more distinguishing characteristic of unquestionable ChemTrail activity that we should mention at this time—a very pronounced refractory chemical signature, visible whenviewing ChemTrail cloud formations illuminated by the sun.
When sunlight passes through a ChemTrail, the chemical components making up the cloud tend to refract sunlight in such a way as to render a yellow-orange-green halo surrounding the sun at a distance of about 20 to 30 degrees of radius on either side. Some researchers have indicated that this is best observed using polarized sunglasses, but it can generally be seen with or without a filter. This halo is not always completely circular and continuous, but may on occasion, depending on the structure of the ChemTrails, be expressed as colored prominences at irregular, and scattered distances from the sun.
the camouflage is not working properly though, or the fallout is particularly
dense, you will definitely smell something very strange, that you have probably
never sensed before. It has been described by some observers as a metallic
or corrosive odor. Although we have also picked up the scent from
time to time, particularly in the early morning when the air is still, labeling
it is an altogether different matter. The closest comparable odor would be malathion,
which just so happends to be a pesticide! When you do finally meet up with it,
you will know it—the odor is very difficult to forget afterwards.
A dark-linespectral analysis of the solar spectrum exhibited by a ChemTrail when illuminated by the sun may also prove particularly useful in identifying ChemTrail activity, as well as providing valuable information on its atomic makeup. To date however, we are not aware of any such study or analysis, although this would seem to be both a reasonable and logical undertaking, well within the capabilities of most colleges and universities. Perhaps this will be attempted in the near future. Ethylene dibromide has a mild, sweet odor. However, just because you do not smell anything peculiar in the air does not mean that the fallout is not making it all the way to the ground. They are also using an additive to help camouflage this smell.
By way of further elaboration—since this aerial campaign began in earnest during the late summer or early fall of 1998; a secondary, highly correlated, event has been observed that would seem to be inescapably and directly related to this phenomena. The diligence and dedication of a number of very competent researchers and bio-medical professionals have uncovered what would appear to be a clear and unambiguous link between the ChemTrail aerial campaign and the simultaneous outbreak of near epidemic, flu-like illnesses. These outbreaks have repeatedly swept the entire United States over the past several months, always in the wake of a local ChemTrail attack. A name has been tentatively given to this affiliated illness—Respiratory Distress Syndrome—which has been associated with a number of chemical, viral, bacterial, and fungal components, either directly or indirectly related to the bio-chemical makeup of the ChemTrails. We will discuss the detailed medical aspects of this connection later in this article. For the time being however, it is sufficient to understand that the characterization of these mysterious contrails as ChemTrails, is not without a very logical and appropriate rationale.The term ChemTrail itself, was coined by Mr. William Thomas, a highly respected and capable, Investigative Journalist from Canada, who first uncovered, and made public, the enigmatic contrail issue and its related medical ramifications.
For reasons you will understand as you read this I can not divulge my identity. I am an aircraft mechanic for a major airline. I work at one of our maintenance bases located at a large airport. I have discovered some information that I think you will find important.
First I should tell you something about the "pecking order" among mechanics. It is important to my story and to the cause to which you have dedicated yourself.
Mechanics want to work on three things. The avionics, the engines, or the flight controls. The mechanics that work on these systems are considered at the top of the "pecking order". Next come the mechanics that work on the hydraulics and air conditioning systems. Then come the ones who work on the galley and other non-essential systems. But at the very bottom of the list are the mechanics that work on the waste disposal systems. No mechanic wants to work on the pumps, tanks, and pipes that are used to store the waste from the lavatories. But at every airport where I have worked there are always 2 or 3 mechanics that volunteer to work on the lavatory systems.
The other mechanics are happy to let them do it. Because of this you will have only 2 or 3 mechanics that work on these systems at any one airport. No one pays much attention to these guys and no mechanic socializes with another mechanic who only works on the waste systems. In fact I had never thought much about this situation until last month.
Like most airlines we have reciprocal agreements with the other airlines that fly into this airport. If they have a problem with a plane one of our mechanics will take care of it. Likewise if one of our planes has a problem at an airport where the other airline has a maintenance base, they will fix our plane.
One day last month I was called out from our base to work on a plane for another airline. When I got the call the dispatcher did not know what the problem was. When I got to the plane I found out that the problem was in waste disposal system. There was nothing for me to do but to crawl in and fix the problem. When I got into the bay I realized that something was not right. There were more tanks, pumps, and pipes then should have been there. At first I assumed that the system had been changed. It had been 10 years since I had worked on one. As I tried to find the problem I quickly realized the extra piping and tanks were not connected to the waste disposal system. I had just discovered this when another mechanic from my company showed up. It was one of the mechanics who usually works on these systems. I happily turned the job over to him. As I was leaving I asked him about the extra equipment. He told me to "worry about my end of the plane and let him worry about his!"
The next day I was on the company computer to look up a wiring schematic. While I was there I decided to look up the extra equipment I had found. To my amazement the manuals did not show any of the extra equipment I had seen with my own eyes the day before. I even tied in to the manufacturer files and still found nothing. Now I was really determined to find out what that equipment did.
The next week we had three of our planes in our main hanger for periodic inspection. There are mechanics crawling all over a plane during these inspections. I had just finished my shift and I decided to have a look at the waste system on one of our planes. With all the mechanics around I figured that no one would notice an extra one on the plane. Sure enough, the plane I choose had the extra equipment!
I began to trace the system of pipes, pumps, and tanks. I found what appeared to be the control unit for the system. It was a standard looking avionics control box but it had no markings of any kind. I could trace the control wires from the box to the pumps and valves but there were no control circuits coming into the unit. The only wires coming into the unit was a power connection to the aircraft's main power bus.
The system had 1 large and 2 smaller tanks. It was hard to tell in the cramped compartment but it looked like the large tank could hold 50 gallons. The tanks were connected to a fill and drain valve that passed through the fuselage just behind the drain valve for the waste system. When I had a chance to look for this connection under the plane I found it cunningly hidden behind a panel under the panel used to access the waste drain.
I began to trace the piping from the pumps. These pipes lead to a network of small pipes that ended in the trailing edges of the wings and horizontal stabilizers. If you look closely at the wings of a large airplane you will see a set of wires, about the size of your finger, extending from the trailing edge of the wing surfaces. These are the static discharge wicks. They are used to dissipate the static electric charge that builds up on a plane in flight. I discovered that the pipes from this mystery system lead to every 1 out of 3 of these static discharge wicks. These wicks had been "hollowed out" to allow whatever flows through these pipes to be discharged through these fake wicks.
It was while I was on the wing that one of the managers spotted me. He ordered me out of the hanger telling me that my shift was over and I had not been authorized any overtime.
The next couple of days were very busy and I had no time to continue my investigation. Late one afternoon, two days after my discovery, I was called to replace an engine temperature sensor on a plane due to take off in two hours. I finished the job and turned in the paperwork.
About 30 minutes later I was paged to see the General Manager. When I went in his office I found that our union rep and two others who I did not know were waiting on me. He told me that a serious problem had been discovered. He said that I was being written up and suspended for turning in false paperwork. He handed me a disciplinary form stating that I had turned in false paperwork on the engine temperature sensor I had installed a few hours before. I was floored and began to protest. I told them that this was ridiculous and that I had done this work. The union rep spoke up then and recommended that we take a look at the plane and see if we could straighten it all out. It was at this time that I asked who the other two men were. The GM told me that they were airline safety inspectors but would not give me their name.
We proceeded to the plane, which should have been in the air but was parked on our maintenance ramp. We opened the engine cowling and the union rep pulled the sensor. He checked the serial number and told everyone that it was the old instrument. We then went to the parts bay and went back into the racks. The union rep checked my report and pulled from the rack a sealed box. He opened the box and pulled out the engine temperature sensor with the serial number of the one I had installed. I was told that I was suspended for a week without pay and to leave immediately.
I sat at home the first day of my suspension wondering what the hell had happened to me. That evening I received a phone call. The voice told me "Now you know what happens to mechanics who poke around in things they shouldn't. The next time you start working on systems that are no concern of yours you will lose your job! As it is I'm feeling generous, I believe that you'll be able to go back to work soon" CLICK. Again I had to pick myself from off the floor. I made the connection that what had happened was directly connected to my tracing the mysterious piping. The next morning the General Manager called me. He said that due to my past excellent employment record that the suspension had been reduced to one day and that I should report back to work immediately. The only thing I could think of was what are they trying to hide and who are THEY!
That day at work went by as if nothing had happened. None of the other mechanics mentioned the suspension and my union rep told me not to talk about it. That night I logged onto the Internet to try to find some answers. I don't remember now how I got there but I came across a site dealing with chemtrails. That's when it all came together. But the next morning at work I found a note inside my locked locker. It said, "Curiosity killed the cat. Don't be looking at Internet sites that are no concern of yours."
Well that's it. THEY are watching me.
Well you already know what they are doing. I don't know what they are spraying but I can tell you how they are doing it. I figure they are using the "honey trucks". These are the trucks that empty the waste from the lavatory waste tanks. The airports usually contract out this job and nobody goes near these trucks. Who wants to stand next a truck full of sh--. While these guys are emptying the waste tanks they are filling the tanks of the spray system. They know the planes flight path so they probably program the control unit to start spraying some amount of time after the plane reaches a certain altitude. The spray nozzles in the fake static wicks are so small that no one in the plane would see a thing.
We found it interesting that our site received a visit from Boeing within 4
HOURS of this article appearing on the web! - Another case of Echelon at work???
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