NanoBots: ο Σκοπός των Αεροψεκασμών

Σχόλια Αναγνωστών (20)

1. Λαμπρά !!! 02/24/2017 @ 3:46 ΜΜ

   Πόσο μικρά είναι αυτά τα νανο-ρομπότ. Πως μπορώ να πιάσω μερικά και να τα δω;

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   • ΑΝΤΙ ANTIFA 02/24/2017 @ 6:57 ΜΜ

     ΣΤΕΙΣΕ ΞΩΒΕΡΓΕΣ!!!!!

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2. Luciferian VEVO 02/24/2017 @ 4:43 ΜΜ

   Μην αγχώνεστε! Αναβαθμιζόμαστε ώστε οι μηχανικοί Άρχοντες να μπορέσουν να ενσαρκωθούν μέσα από τα βιολογικά μας σώματα σιγά σιγά. Τα Νανορομπότ είναι δουλειά των Αρχόντων. Όπως δείχτει το μουσικό βίντεο… στην Oblivia θα πάει η ανθρωπότητα σε λίγα χρόνια! Θα ξεχάσει την παλιά ιστορία της. ΕΙΣΑΙ ΕΝΑΣ ΑΠΟ ΕΜΑΣ ;;; ARE YOU ONE OF US ??? Σε λίγο καιρό θα γίνεις! 🙂
   “Katy Perry – Chained To The Rhythm (Official) ft. Skip Marley”
   

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3. ΑΝΤΩΝΗΣ 02/24/2017 @ 6:05 ΜΜ

   παπαρολογίες ..που απευθύνονται το λιγότερο αποτυχημένους

   ηλιθίους…

   οχι ρε ψεκασμένε δεν θα πάρουμε οργονίτη για να κονομίσεις εσύ….

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   • ΠΛΑΝΗΤΗΣ ΕΛΛΑΔΑ 02/25/2017 @ 9:17 ΜΜ

     ΠΌΣΟ ΜΥΑΛΌ ΧΡΕΙΆΖΕΤΑΙ ΝΑ ΔΈΧΕΤΑΙ ΚΑΠΟΙΟΣ ΤΗΝ ΝΑΝΟΤΕΧΝΟΛΟΓΙΑ ΚΑΙ ΝΑ ΜΗΝ ΔΈΧΕΤΑΙ ΤΗΝ
     ΝΑΝΟΡΟΜΠΟΤΙΚΉ !!! ΜΟΥ ΘΥΜΙΖΕΙ ΕΠΟΧΉ ΣΤΡΑΡ ΤΡΕΚ ΤΌΤΕ ΟΙ ΜΕΓΆΛΟΙ ΠΑΝΤΟΓΝΏΣΤΕΣ ΤΟΥ ΚΑΦΕΝΕΊΟΥ ΚΑΙ ΤΗΣ ΤΑΒΕΡΝΑΣ ΜΑΣ ΕΛΕΓΑΝ ΕΜΑΣ ΤΟΥΣ ΠΙΤΣΙΡΗΚΑΔΕΣ ΝΑ ΜΗΝ ΒΛΈΠΟΥΜΕ ΤΟ ΣΤΑΡ ΤΡΕΚ ΓΙΑΤΙ ΜΑΣ ΚΟΡΟΪΔΕΎΟΥΝ ΕΙΝΑΙ ΔΥΝΑΤΌΝ ΡΕ ΔΙΑΒΟΛΙΑ ΜΑΣ ΈΛΕΓΑΝ ΝΑ ΒΛΈΠΕΙ Ο ΕΝΑΣ ΤΟΝ ΑΛΛΟΝ ΜΈΣΑ ΑΠΌ ΤΟ ΡΟΛΟΪ ΤΟΥ ; !!! ΦΑΝΤΆΣΟΥ ΝΑ ΤΟΥΣ ΈΛΕΓΕ ΚΑΠΟΙΟΣ ΟΤΙ ΣΤΗ ΔΕΚΑΕΤΊΑ ΤΟΥ 30 ΠΟΥ ΕΊΧΑΝ ΞΕΚΙΝΉΣΕΙ ΤΗΝ ΚΡΥΟΓΕΝΙΚΉ ΛΌΓΟ ΤΩΝ ΠΡΟΒΛΗΜΆΤΩΝ ΣΤΟ ΠΤΏΜΑ ΑΠΌ ΤΗΝ ΥΓΡΑΣΊΑ ΠΟΥ ΔΕΝ ΜΠΟΡΟΎΣΑΝ ΝΑ ΤΗΝ ΑΦΑΙΡΈΣΟΥΝ, ΜΕ ΤΗ ΚΑΤΑΨΗΞΗ Ο ΠΑΓΟΣ ΜΈΣΑ ΣΤΟ ΣΩΜΑ ΚΑΤΆΣΤΡΕΦΕ ΤΑ ΑΙΜΟΦΌΡΑ ΑΓΓΕΙΑ ΤΟΥ ΕΓΚΈΦΑΛΟΥ ΚΑΙ ΕΤΙΑ ΑΥΤΌ ΤΟ ΠΡΌΒΛΗΜΑ ΣΚΈΦΤΗΚΑΝ ΤΗΝ ΝΑΝΟΡΟΜΠΟΤΙΚΉ ΏΣΤΕ ΝΑ ΤΑ ΠΡΟΓΡΑΜΜΑΤΙΖΟΥΝ ΚΑΙ ΝΑ ΤΑ ΚΑΤΕΥΘΎΝΟΥΝ ΣΤΑ ΑΙΜΟΦΌΡΑ ΑΓΓΕΙΑ ΤΟΥ ΕΓΚΕΦΆΛΟΥ ΚΑΙ ΟΧΙ ΜΌΝΟ ΓΙΑ ΝΑ ΤΑ ΕΠΙΣΚΕΥΆΖΟΥΝ ΚΑΙ ΜΕΤΑ ΘΑ ΜΠΟΡΟΎΣΑΝ ΝΑ ΕΠΑΝΑΦΈΡΟΥΝ ΤΟΝ ΝΕΚΡΌ ΑΦΟΎ ΘΑ ΕΙΧΕ ΒΡΕΘΕΊ Η ΘΕΡΑΠΕΊΑ. ΚΛΠ !!! ΑΥΤΌΝ ΠΟΥ ΘΑ ΤΟΥΣ ΤΟ ΕΛΕΓΕ ΘΑ ΤΟΝ ΕΚΑΙΓΑΝ ΣΤΗΝ ΠΎΡΑ ΚΑΙ ΘΑ ΤΟΝ ΈΚΟΒΑΝ ΜΕ…….ΤΑ ΚΟΝΣΕΡΒΟΚΟΥΤΙΑ ΓΙΑ ΤΟ ΠΙΑΤΟ !!! ΠΌΣΟ ΜΥΑΛΌ ΧΡΕΙΆΖΕΤΑΙ Ο ΑΣΧΕΤΟΣ ΠΑΝΤΟΓΝΩΣΤΗΣ ΑΡΝΗΤΗΣ ΝΑ ΓΡΑΨΗ ΣΤΟΝ ΜΕΓΓΙΣΤΟ ΡΟΥΦΙΑΝΟ GOOGLE (Νανοτεχνολογία: Ταξίδι στον κόσμο των νάνων )για να ξεστραβωθεί !!!!

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4. AΘΗΝΑ 02/24/2017 @ 6:30 ΜΜ

   ΜΠΡΑΒΟ ΝΑ ΑΝΕΒΑΖΕΤΕ ΠΕΡΙΣΣΟΤΕΡΑ ΠΑΡΟΜΟΙΑ ΕΠΙΣΤΗΜΟΝΙΚΑ ΑΡΘΡΑ ΦΤΑΝΕΙ ΠΙΑ ΜΕ ΤΙΣ ΗΛΙΘΙΟΤΗΤΕΣ ΤΟΥ ΚΛΑΜΠ- ΟΡΘΟΔΟΞΗ ΕΚΚΛΗΣΙΑ ΤΟΥ ΙΑΧΟΒΑ…

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   • Χρηστος(Χ)«Εάν ο Υιός σάς ελευθερώσει θα είστε πραγματικά ελεύθεροι» 02/24/2017 @ 9:41 ΜΜ

     AΘΗΝΑ…..

     οι Μύγες. Κάπου αλλού αποσκοπούν οι Ψεκασμοί.Καπιοι λίγοι Θα ξερουν τον πραγματικό λόγο.Αυτα.

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5. pavlos 02/24/2017 @ 7:25 ΜΜ

   Αρθρογραφε!Συμφωνώ ότι ψεκάζουν.
   Συμφωνώ ότι το μίγμα αυτό,είναι πολύ
   Βλαβερό για τον Άνθρωπο.(παράπλευρες Απώλειες).
   Δεν συμφωνώ σε καμία περίπτωση ότι ψεκάζουν
   Αποκλειστικά για να εξωλοθρεψουνσ το Ανθρωπινο είδος.
   Υπάρχουνε άπειροι,εύκολοι τρόποι να διοχυτευσουνε
   Τα MORGELONS στο ανθρώπινο Σώμα.
   Και ειδικά εκεί που λες ότι δεν αγγίζονται οι ίδιοι,
   Επειδή έχουν διαφορετικο DNA,εκεί αντιλεγεισ.
   Διότι σε αυτήν την περίπτωση δεν θα πεθεναν οι
   Μέλισσες που είναι Έντομα και έχουν ολοσχαιρωσ
   Διαφορετικό DNA από τον Άνθρωπο.(60%)μείωση έχουν
   Οι Μέλισσες και 50% οι Μύγες.
   Κάπου αλλού αποσκοπούν οι Ψεκασμοί.Καπιοι λίγοι
   Θα ξερουν τον πραγματικό λόγο.Αυτα.

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6. ΠΡΑΚΤΟΡΙ ΕΙΣΑΙ ΡΕ; 02/24/2017 @ 8:37 ΜΜ

   ΛΕΣ 2 ΑΛΗΘΕΙΕΣ ΓΙΑ ΔΟΛΟΜΑ ΚΑΙ ΚΟΛΑΣ ΚΑΙ ΤΗΝ ΣΙΩΝΙΣΤΙΚΗ ΑΠΑΤΗ.
   ΜΕ ΤΑ ΕΡΠΕΤΟΕΙΔΗ ΣΟΥ ΚΑΙ ΤΑ ΟΥΦΟ ΣΥΝΕΧΕΙΑ. “ΜΗ ΑΝΘΡΩΠΙΝΟ DNA” ΚΑΙ ΚΟΛΟΚΥΘΙΑ…

   https://youtu.be/gpyT4KsPRXw

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   • ΜΟΛΟΣΣΟΣ 02/24/2017 @ 10:24 ΜΜ

     ΠΩΣ ΑΛΛΙΩΣ ΘΑ ΣΕ ΚΑΝΕΙ ΝΑ ΝΟΙΩΣΕΙΣ ΑΔΥΝΑΜΟΣ ΚΑΙ ΚΟΙΜΙΣΜΕΝΟΣ;

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     • ΚΑΙ ΜΕΤΑ 02/25/2017 @ 1:40 ΠΜ

       ΣΟΥ ΠΟΥΛΑΕΙ ΚΑΙ ΤΑ ΜΠΙΡΜΠΙΛΙΑ ΤΟΥ ΓΙΑ ΝΑ ΣΕ “ΠΡΟΣΤΑΤΕΨΟΥΝ” ΕΝΩ ΠΕΡΙΜΕΝΕΙΣ ΤΟΝ ΒΕΒΑΙΟ ΘΑΝΑΤΟ. ΤΙ ΝΑ ΠΡΩΤΟΠΕΙ ΚΑΝΕΙΣ ΓΙΑ ΑΥΤΑ ΤΑ ΑΠΟΒΡΑΣΜΑΤΑ..
       ΟΠΟΙΟΣ ΘΕΛΕΙ ΝΑ ΜΑΘΕΙ ΑΡΧΙΖΕΙ ΑΠΟ ΚΑΠΟΥ ΚΑΙ ΔΙΑΒΑΖΕΙ ΜΟΝΟΣ ΤΟΥ, ΑΛΛΙΩΣ ΠΙΑΝΕΤΑΙ ΚΟΡΟΪΔΟ ΕΙΤΕ ΑΠΟ ΤΕΤΟΙΟΥΣ ΣΙΩΝΟΛΕΧΡΙΤΕΣ ΕΙΤΕ ΑΠΟ ΜΠΟΓΔΑΝΟΜΑΛΑΚΕΣ ΚΑΙ ΠΟΡΤΟΣΑΛΤΑΡΙΣΜΕΝΟΥΣ ΗΛΙΘΙΟΛΕΧΡΙΤΕΣ.

       https://carnicominstitute.org/wp/morgellons-a-working-hypothesis-introduction/?print=pdf

       https://carnicominstitute.org/wp/

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7. ΜΑΥΡΟΣ ΜΑΓΟΣ 02/24/2017 @ 10:59 ΜΜ

   Είχα κολλήσει μερικά τέτοια όταν έκανα πρακτική σε ανθρώπους

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   • ΜΑΡΚΟΣ ΖΑΡΡΑΣ 02/25/2017 @ 12:40 ΠΜ

     Όταν λες πρακτική; Πρακτική σκοποβολή; χαχαχαχα
     Πέραν απ την πλάκα, αν όντως ισχύει αυτό που λες, τότε πως το κατάλαβες, τα είδες με μικροσκόπιο; Τι είδες; Αραχνοειδές ρομποτάκια; Γιατί εγώ αρνούμαι να το πιστέψω αυτό, εκτός κι αν υπάρχουν αποδείξεις…Υπάρχουν;

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     • ΜΑΥΡΟΣ ΜΑΓΟΣ 02/25/2017 @ 2:08 ΜΜ

       Είχε μπει καταλάθος στο μάτι μου όταν πιτσιλίστηκα με αίμα. )

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8. ΤΙ ΣΗΜΑΣΙΑ ΕΧΕΙ ΠΛΕΟΝ ΤΟ ΟΝΟΜΑ. 02/25/2017 @ 8:12 ΠΜ

   O ΑΡΘΡΟΓΡΑΦΟΣ ΚΑΙ ΕΡΕΥΝΗΤΗΣ ΣΟΥ ΞΕΚΑΘΑΡΙΖΕΙ ΤΑ ΠΡΑΓΜΑΤΑ ΑΠΟ ΤΗΝ ΑΡΧΗ ΠΡΙΝ ΣΥΝΕΧΙΣΕΙΣ ΝΑ ΔΙΑΒΑΖΕΙΣ, ΕΣΥ ΤΙΣ ΓΡΑΜΜΕΣ ΑΥΤΕΣ ΤΙΣ ΠΡΟΣΠΕΡΑΣΕΣ ΣΑΝ ΝΑ ΜΗΝ ΕΙΧΑΝ ΓΡΑΦΤΕΙ ΣΤΟ ΑΡΘΡΟ. ΑΠΟ ΚΕΙ ΝΑ ΚΑΤΑΛΑΒΕΙΣ ΤΟ ΠΟΣΟ ΣΚΕΠΤΟΜΕΝΟΣ ΕΙΣΑΙ ΚΑΙ ΤΟ ΚΑΤΑ ΠΟΣΟ ΕΜΒΑΘΥΝΕΙΣ ΣΤΗΝ ΟΥΣΙΑ ΚΑΘΕ ΓΡΑΜΜΗΣ ΚΑΙ ΠΡΟΤΑΣΗΣ ΠΟΥ ΔΙΑΒΑΖΕΙΣ Η ΜΕΛΕΤΑΣ. ΕΔΩ ΔΕΝ ΕΧΕΙΣ ΓΝΩΡΙΣΕΙ ΤΟΝ ΕΑΥΤΟΝ ΣΟΥ, ΔΗΛΑΔΗ ΤΟΝ ΑΝΘΡΩΠΟ, ΘΑ ΚΑΤΑΝΟΗΣΕΙΣ ΤΙ ΓΙΝΕΤΑΙ ΜΕ ΤΟΥΣ ΨΕΚΑΣΜΟΥΣ;
   ΠΡΟΕΙΔΟΠΟΙΕΙ ΛΟΙΠΟΝ Ο ΕΡΕΥΝΗΤΗΣ ΑΛΛΑ ΕΣΥ ΠΕΡΑ ΒΡΕΧΕΙ.
   Για να καταλάβεις τα παρακάτω, πρέπει να αποσυνδέσεις το μυαλό σου από οποιαδήποτε κατεστημένη σκέψη-εμφύτευση-πίστη-πεποίθηση-εκπαίδευση διδάχτηκες, πριν ακόμη από την στιγμή της γεννήσεως σου. Αν μπορείς να το κάνεις πάει καλά, συνέχισε! Η τυχόν αποτυχία σου να αλλάξεις τον τρόπο που σκέπτεσαι, δεν θα σε αφήσει να αντιληφθείς με ακρίβεια, ούτε καν κατά προσέγγιση, το τι συμβαίνει γύρω σου και πόσο επηρεάζει την ζωή σου, στο δικό σου παρόν, αλλά και το παρόν των παιδιών σου. Άρα άφησε το άρθρο και ασχολήσου με κάτι άλλο, που να χαϊδεύει τα αυτιά σου, ικανοποιεί το υπερφίαλο εγώ σου και δεν ταράζει την ζωούλα σου.

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   • ΟΧΙ 02/25/2017 @ 5:32 ΜΜ

     Ο ΑΡΘΡΟΓΡΑΦΟΣ ΛΕΕΙ ΜΙΣΕΣ ΑΛΗΘΕΙΕΣ ΚΑΙ ΠΛΗΡΩΜΕΝΑ ΨΕΜΜΑΤΑ. ΔΕΝ ΕΙΝΑΙ ΕΡΕΥΝΗΤΗΣ ΑΛΛΑ ΠΑΠΑΓΑΛΟΣ ΜΕ ΣΚΟΠΟ ΤΟ ΚΕΡΔΟΣ ΚΑΙ ΤΟΝ ΑΠΟΠΡΟΣΑΝΑΤΟΛΙΣΜΟ. ΟΤΑΝ ΑΠΟΣΥΝΔΕΕΙΣ ΤΟ ΜΥΑΛΟ ΣΟΥ, ΟΠΩΣ ΛΕΣ, ΔΕΝ ΠΡΕΠΕΙ ΝΑ ΤΟ ΣΒΗΝΕΙΣ ΤΕΛΕΙΩΣ ΓΙΑΤΙ ΑΥΤΟ ΣΕ ΚΑΝΕΙ ΕΡΜΑΙΟ ΤΟΥ ΚΑΘΕ ΚΑΡΑΓΚΙΩΖΗ. Η ΚΡΙΤΙΚΗ ΣΚΕΨΗ ΧΡΕΙΑΖΕΤΑΙ ΠΑΝΤΑ ΝΑ ΛΕΙΤΟΥΡΓΕΙ. ΤΑ ΔΥΝΑΤΑ ΠΝΕΥΜΑΤΙΚΑ ΕΡΕΙΣΜΑΤΑ, ΠΟΥ ΠΡΟΣΠΑΘΟΥΝ ΝΑ ΠΡΙΟΝΙΣΟΥΝ ΟΛΟΙ ΑΥΤΟΙ ΟΙ “ΓΚΟΥΡΟΥ”, ΕΙΝΑΙ ΑΠΑΡΑΙΤΗΤΑ ΓΙΑ ΝΑ ΚΑΤΑΝΟΗΣΕΙΣ ΤΗΝ ΠΛΑΝΗ. ΔΥΣΤΥΧΩΣ ΚΑΠΟΙΟΙ ΔΕΝ ΕΧΟΥΝ ΤΙ ΝΑ ΔΩΣΟΥΝ ΣΤΑ ΠΑΙΔΙΑ ΤΟΥΣ ΠΑΡΑ ΜΟΝΟ ΦΟΒΟ ΚΑΙ ΑΒΕΒΑΙΟΤΗΤΑ ΚΑΙ ΑΥΤΟ ΤΑ ΚΑΝΕΙ ΕΥΑΛΩΤΑ ΓΙΑ ΠΑΝΤΑ ΣΕ ΚΑΘΕ ΠΑΡΑΜΥΘΙ ΤΟΥ ΕΛΕΓΧΟΥ.

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9. Έλεος! 02/25/2017 @ 10:10 ΜΜ

   Για να καταλάβω..
   Να βάλω ένα μαντίλι από μετάξι στο κεφάλι και θα δω ότι οι σκέψεις δεν είναι δικές μου?
   Οι σκέψεις μου συνήθως έχουν να κάνουν με καθημερινές μου εμπειρίες και συναναστροφές με ανθρώπους και τα προβληματαωτης καθημερινότητας. Δηλαδή τα nanobot ξεχωρίζουν τις αναμνησ2ις μου και τις προβάλουν ξανά και ξανά? Και όταν φορέσω το μαντίλι? Τι θα γίνει? Δεν θα σκέφτομαι την μου?
   ΠΌΣΟ ΒΛΑΚΑΣ ΜΠΟΡΕΊ ΝΑ ΕΊΝΑΙ ΑΥΤΌΣ ΠΟΥ ΤΟ ΈΓΡΑΨΕ ΚΑΙ ΠΟΣΌ ΒΛΆΚΕΣ ΑΥΤΟΊ ΠΟΥ ΤΟ ΠΙΣΤΕΎΟΥΝ?
   Εμείς οι Ορθόδοξοι, ξέρουμε ότι τα τανγκαλακια μας ψυθιριζουν συνέχεια στο αυτί..
   Δε νομίζω να κάνει κάτι το μαντίλι..
   Παρόλα αυτά δεν αμφισβητώ την περίπτωση των nanobot. Απλά δεν πιστευ ω ότι ψεκαζονται μαζικά από τα συγκεκριμένα αεροσκάφη..
   Βαρέα μέταλλα Ναι.. Για την μείωση του πληθυσμού Ναι.. Για την μετατροπή του εδάφους σε πιο αλκαλικο ναι.. Για πιο αγωγιμο περιβάλλον και βοήθεια του Harp και του bluebeam που θα χρησιμοποιηθεί Όταν μας παρουσιάσουν τους εξωγήινους και κάνει και τα μαγικά του ο αντίχριστος πάλι Ναι..
   Το ότι μας μετατρέπουν σε άβουλα ρομπότ με τη βοήθεια των nanobot Όχι.. Όχι ότι δεν θα μπορούσαν.. Αλλά δεν πιστευ ω ότι γίνεται μαζικά..

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10. Γιάννης 02/26/2017 @ 5:23 ΜΜ

    Όσον αφορά τους ψεκασμούς, θα ήθελα να δω μετρήσεις που να φαίνονται οι άνω του φυσιολογικού συγκεντρώσεις βαρέων μετάλλων στην ατμόσφαιρα.
    Παραθέτω το παρακάτω ως επεξήγηση για το φαινόμενο των “ορατών ιχνών των αεροσκαφών” κάποιες ημέρες.
    (Συγγνώμη για τα αγγλικά)(κάνετε copy και μετά paste σε ένα καινούριο WORD κείμενο για να το διαβάσετε άνετα)
    CONTRAILS FACTS
    The Air Force operates many aircraft and space systems that are constantly interacting with the
    environment. Atmospheric interactions such as exhaust gases forming contrails, chaff and flares
    deployment that produce smoke, aerial pest or weed control spraying, or in-flight emergency
    fuel releases usually have very minor environmental impacts over a very limited geographical
    area. This site provides basic information and links about contrails, aircraft and space launch
    exhaust emissions, chaff and flares, aerial spraying, in-flight emergency procedures, and related
    topics.

    Aircraft, engines, chaff, and flares can produce a variety of condensation patterns (or contrails),
    exhaust plumes, vapor trails, or smoke patterns. The exhaust emissions produced by aircraft
    and space launch vehicles can produce contrails that look very similar to clouds which can last
    for only a few seconds or as long as several hours. Vapor trails are formed only under certain
    atmospheric conditions and create a visible atmospheric wake similar to a boat propeller in
    water and usually dissipate very rapidly. Chaff and flares produce unique smoke patterns that
    are visibly different than a contrail but have the same color and appearance as a cloud but
    which also typically dissipates very quickly. Aerial spraying for pest or weed control and fire
    suppression are the only Air Force activities which involve aircraft intentionally spraying
    chemical compounds (insecticides, herbicides, fire retardants, oil dispersants). In the case of an
    in-flight emergency, jet fuel may be released to lighten the landing weight and minimize the risk
    of fire if the aircraft should crash.
    Background
    The US military has played a significant historical role in the development of aircraft and space
    launch vehicles, airspace management, environmental management, and public land
    management procedures. In the earliest years of aviation and rocketry and up through the late
    1980s, the military owned and operated the majority of the United States aircraft and space
    launch fleets. Since the end of the 1991 Persian Gulf War, the USAF has been in a drawdown
    and restructuring mode. In 1990, there were approximately 9,059 aircraft in the Air Force
    inventory and approximately 6,126 aircraft in 2000. Of the approximately 6,228 aircraft in the
    USAF fleet in 1998, 4,447 were assigned to active duty Air Force installations and 1,781 were
    assigned to Guard and Reserve units, usually co-located at municipal airports. For a more
    detailed discussion on the changing nature of military and civilian aviation, see A Review Of
    Military Aviation And Space Issues at http://www.felsef.org/dec99.htm.
    In the 1980s, commercial airline passenger
    service and satellite telecommunication growth
    resulted in an increase in civil aircraft and
    space booster fleets with numbers almost
    equivalent to the military (total of all services).
    Future projections for the next 15 years
    indicate that commercial aviation and space
    launch fleets will become larger than the
    military fleet.

    The civil aviation fleet is projected to grow from
    12,281 aircraft in 1997 to 25,998 in 2017. The
    assumptions on growth rates and types of
    aircraft are dependent on many changes in air traffic control, airspace management, and
    economic growth, but the general trend for civil aviation is increasing capacity by adding more
    frequent flights with smaller regional jets.

    Aircraft fly along specific routes and corridors called the National Airspace System (NAS). The
    NAS is comprised of the air navigation routes and infrastructure across the United States that
    supports approximately 60,000 daily flights of commercial, general aviation, and military flights.
    The FAA is the lead federal agency charged with the operations and maintenance of the NAS.
    They manage over 5-million square miles of land routes and 23-million square miles of oceanic
    routes. The FAA must balance the safety and efficiency of the NAS on a daily basis. Many
    agencies and organizations are involved with the National Airspace System for a variety of
    purposes: civil air carriers, general aviation, military services, and research organizations. A
    typical snapshot of daily aircraft operations in the United States is shown below.
    In the last ten years, there has been tremendous growth in the number of aircraft operated
    around the world. The majority of aircraft seen overhead are civilian flights, particularly near
    large cities. For a more detailed description of the NAS, see A Review Of Military Aviation And
    Space Issues: Aerospace And Airspace (Part II) at http://www.felsef.org/jan00.htm.
    Condensation Trails (“contrails”)
    from Aircraft Engine Exhaust
    Contrails (short for “condensation
    trails”) are line-shaped clouds
    sometimes produced by aircraft
    engine exhaust. The combination of
    high humidity and low temperatures
    that often exists at aircraft cruise
    altitudes allows the formation of
    contrails. Contrails are composed
    primarily of water (in the form of ice
    crystals) and do not pose health
    risks to humans. Contrails have
    been a normal effect of aviation
    since its earliest days. Depending
    on the temperature and the amount
    of moisture in the air at the aircraft
    altitude, contrails can either
    evaporate quickly or they can persist and grow. Engine exhaust produces only a small portion of
    the water that forms ice in persistent contrails. Persistent contrails are mainly composed of
    water naturally present along the aircraft flight path.
    Aircraft engines emit water vapor, carbon dioxide (CO2), small amounts of nitrogen oxides
    (NOx), hydrocarbons, carbon monoxide, sulfur gases, and soot and metal particles formed by
    the high-temperature combustion of jet fuel during flight. Of these emittants, only water vapor is
    necessary for contrail formation. Sulfur gases are also of potential interest because they lead to
    the formation of small particles. Particles suitable for water droplet formation are necessary for
    contrail formation. Initial contrail particles, however, can either be already present in the
    atmosphere or formed in the exhaust gas. All other engine emissions are considered
    nonessential to contrail formation.
    For a contrail to form, suitable
    conditions must occur immediately
    behind a jet engine in the expanding
    engine exhaust plume. A contrail will
    form if, as the exhaust gases cool
    and mix with surrounding air, the
    humidity becomes high enough (or,
    equivalently, the air temperature
    becomes low enough) for liquid
    water to condense on particles and
    form liquid droplets. If the local air is
    cold enough, these newly formed
    droplets then freeze and form ice
    particles that make up a contrail.
    Because the basic processes are
    very well understood, contrail formation for a given aircraft flight can be accurately predicted if
    atmospheric temperature and humidity conditions are known.
    After the initial formation of ice, a
    contrail evolves in one of two ways.
    If the humidity is low, the contrail will
    be short-lived. Newly formed ice
    particles will quickly evaporate. The
    resulting contrail will extend only a
    short distance behind the aircraft. If
    the humidity is high, the contrail will
    be persistent. Newly formed ice
    particles will continue to grow in size
    by taking water from the surrounding
    atmosphere. The resulting lineshaped
    contrail extends for large
    distances behind an aircraft.
    Persistent contrails can last for
    hours while growing to several
    kilometers in width and 200 to 400
    meters in height. Contrails spread
    because of air turbulence created by
    the passage of aircraft, differences
    in wind speed along the flight track,
    and possibly through effects of solar
    heating.
    Thus, the surrounding atmosphere’s
    conditions determine to a large
    extent whether or not a contrail will
    form after an aircraft’s passage, and
    how it evolves. Other factors that
    influence contrail formation include
    engine fuel efficiency, which affects
    the amount of heat and water
    emitted in the exhaust plume.
    Contrails become visible roughly about a wingspan distance behind the aircraft. Contrails can
    be formed by propeller or jet turbine powered aircraft. During WWII, large formations of bombers
    left strikingly remarkable contrail formations. Typical contrails are shown below.
    The contrails formed by the exhaust at high altitude are typically white and very similar to cirrus
    clouds. As the exhaust gases expand and mix with the atmosphere, the contrail diffuses and
    spreads. It is very difficult to distinguish aged contrails from cirrus clouds. It is very difficult to
    distinguish aged contrails from cirrus clouds. At sunsets, these contrails can be visibly eyecatching
    and striking as they reflect the blue, yellow, and red spectrum of the reflected sunlight.
    Persistent contrails are of interest to
    scientists because they affect the
    cloudiness of the atmosphere.
    Scientists in the United States,
    Europe, and elsewhere have studied
    contrail formation, occurrence, and
    persistence, and research efforts on
    these topics continue. Shown below
    is a photo taken from the research
    aircraft Falcon of the German
    Aerospace Center (Deutsches
    Zentrum fh r Luft- und Raumfahrt
    (DLR) at about flight level 33,300
    feet of an Airbus A340 with contrails
    (left) and a Boeing 707 without
    contrails (right). This illustrates a
    scientific effort to evaluate the
    effects of different engine
    characteristics on contrail formation.
    The Air Force uses a Boeing 707 airframe for the KC-135 refueling and E-3 AWACS aircraft.
    The KC-135 fleet is in the process of upgrading to newer engines which produce fewer
    emissions and noise.Scientific research on contrails was recently summarized by an
    international group of experts. This summary can be found in Chapter 3 of the report, “Aviation
    and the Global Atmosphere,” published in 1999 by Cambridge University Press for the
    Intergovernmental Panel on Climate Change (IPCC). The report describes current knowledge
    regarding the effects of aircraft emissions on the global atmosphere. The full report is available
    from Cambridge University Press and a summary of this report is at http://www.ipcc.ch.
    Wingtip Condensation Trails
    A different type of contrail or condensation trail is caused when a wing surface or winglet causes
    a cavitation of air in very humid conditions. This results in a unique vapor trail that is not formed
    due to exhaust gases. The next time you fly in a commercial aircraft through a rain cloud, look
    for the vapor trails that form over and around the wing. Typical fighter wingtip contrails are
    shown below.
    Exhaust Gases and Emissions
    Often, military aircraft can be seen taking off with a black smoke appearing from the engines.
    This smoke is mainly soot particles, similar to diesel engines. Commercial aircraft also produce
    the same type of soot particles, but usually not to the same degree as military aircraft. This is for
    two reasons: the type of fuel and the type of engines.
    Most military aircraft use JP-8 jet fuel which is a blend of commercial Jet Aviation Fuel -1 (or Jet
    A-1) with three extra additives. The additives are used to control ice formation, control biogrowth
    (molds and slimes), and inhibit corrosion. The military uses these additives because of the
    unique environments the military operates in, the type of self-sealing fuel tanks used, and the
    type of metals, plastics, and sealant used on military aircraft. Several specialized aircraft like the
    SR-71 and U-2 use different fuels than JP-8, but are developed from the same base stock.
    Fuels research is always ongoing. The newest fuel being brought into production is JP-8+100.
    Dubbed JP-8+100 because the additive package can increase the thermal stability of military
    fuel by 100 degrees Fahrenheit, the improved fuel helps prevent gums and deposits that can
    foul fuel lines.
    Military engines are also designed with different performance characteristics than commercial
    aircraft. Military aircraft and engines also tend to be older and less efficient than commercial
    aircraft and produce more emissions. Engines are optimized for fuel consumption and power
    rates at a particular cruising altitude. At take-off, the engines are usually very inefficient and
    produce more emissions than when at the optimal cruising altitude. Older military aircraft like the
    B-52 and C-130 can leave a black smoke exhaust even at cruising altitude, while aircraft like the
    KC-135R with new engines produce an invisible exhaust plume. Typical pictures of aircraft
    exhaust emission are shown below.
    Space launch vehicles and missiles produce a different type of exhaust than aircraft. The
    propulsion system on military rockets and missiles is usually made of solid rocket fuel. Missiles
    and rockets produce smoke plumes as a result of the solid fuel burning. The hot gases escaping
    from the motor can also create contrails, but the smoke and contrail combine to form a single
    exhaust plume. For more information on Air Force propulsion and fuels programs, see the Air
    Force Research Laboratory Propulsion Directorate at http://www.pr.afrl.af.mil/.
    Chaff and Flares
    Chaff and flares are defensive counter measures used on aircraft to confuse radar and heat
    seeking missiles. Chaff is used as a decoy for radar seeking missiles and is made of glass
    silicate fibers with an aluminum coating. The fibers are approximately 60% glass fiber and 40%
    aluminum by weight. The typical Air Force RR-188 chaff bundle contains about 150 g of chaff or
    about 5 million fibers. The fibers are 25 microns in diameter and typically 1 to 2 cm in length. In
    1997, the Air Force used about 1.8 million bundles worldwide.
    The amount of chaff released worldwide by all of the services is approximately 500 tons per
    year. Chaff falls to the earth at a settling velocity of approximately 30 cm per second.
    Atmospheric residence times range from 10 minutes for the majority of chaff released at 100 m
    to approximately 10 hours for chaff released at 10,000 feet. Chaff fibers experience little
    breakup before reaching the ground.
    After the chaff is ejected from the aircraft and into the aircraft slipstream, the chaff packages
    burst open and the fibers scatter to form a radar-reflective cloud called a chaff corridor. Each
    chaff package is designed to simulate an aircraft. Several aircraft can create a chaff curtain,
    consisting of thousands of false targets, which confuse the radar guidance package on a missile
    so they are unable to locate the real targets within the chaff cloud.
    Virtually all chaff fibers are 10-100 times larger than PM10 and PM2.5, the air particulates of
    concern for public health. The primary fiber size is usually too large to be inhaled by livestock,
    but if they are inhaled they do not penetrate far into the respiratory system and can be easily
    cleared out. The possible nutritional effects due to chaff ingestion and the risk is minimal to nil
    for both humans and livestock, considering the chemical composition of chaff (essentially
    identical to soil) and low chaff loading on the environment. Chaff decomposing in water has no
    adverse impacts on water chemistry or aquatic life.
    Flares are of two types: decoy flares that protect aircraft from infrared missiles, and ground
    illumination flares. Decoy flares are typically made of magnesium that burns white-hot and are
    designed to defeat a missile’s infrared (IR) tracking capability. The intense heat of the
    pyrotechnic candle consumes the flare housing. Common aerial flares are: ALA-17/B, M-206,
    MJU-2, MJU-7 A/B, MJU-10/B, MJU-23/B, and RR-119.
    Ground illumination flares, are designed to descend by parachute and provide up to 30 minutes
    of illumination of ground targets or activities. Typical flares are the LUU-1, LLU-5, and LLU-2B.
    A typical LLU-2B sectional is shown below.

    The ground illumination flare enhances a pilot’s ability to see targets while using Night Vision
    Goggles (NVGs). Flares burn at uneven rates and fluctuate in brightness and are not used as
    frequently as in the past as the intense light interferes with the newer NVGs more sensitive
    sensors.
    The composition and materials of flares used by the military are similar to standard flares used
    for aerial, highway and marine purposes. (Skyline). While unburned decoy flares falling from
    high altitude could be dangerous, flares are designed to burn up during the descent (even the
    aluminum casing is burned).
    Chaff and flares are deployed on most Air Force aircraft from a common MJU-11 Chaff/Flare
    magazine that is integrated with the warning receiver (a device that alerts the aircraft a missile
    has locked onto the aircraft). The magazine has a capacity of 30 RR-188 or 30 M-206 flares.
    A very thorough independent description of military systems, equipment, and capabilities is
    published by the American Federation of Scientists.
    Typical chaff and flare deployments and patterns are shown in the following pictures.

    Aerial Spraying
    There are some specific uses of commercial, private, and military aviation where chemicals are
    introduced in the atmosphere. The most common association of aerial chemical release is
    spraying for insects, either as crop dusting or mosquito prevention measures. These activities
    are typically performed at low altitude levels and produce a mist spray that drops to the earth’s
    surface.

    The only unit in the Air Force capable of aerial
    spray operations to control disease-carrying pests
    and insects is the AFRC’s 910th Airlift Wing,
    Youngstown-Warren Air Reserve Station, Ohio
    (http://www.afrc.af.mil/units/910aw/default.htm).
    The aerial spray mission uses four specially
    configured C-130 Hercules shown below. Aerial
    spraying enables large parcels of land or water to
    be treated safely, quickly, accurately, and cheaply.
    This is the only fixed wing aerial-spray capability in
    the Department of Defense.
    The mission started back in World War II, when legions of American GIs fell victim to malaria
    and dengue fever, diseases spread by mosquitoes. The mission was taken over from the active
    force in 1973. Although most of the unit’s missions are initiated by the Department of Defense,
    its services are also requested by local, state and other federal agencies and coordinated the
    Center for Disease Control. The most common missions flown are for mosquito, sand flea and
    weed control. Several states have also requested support to combat grasshoppers and locusts.
    Aerial spray missions have been flown in Puerto Rico, Panama, Guam and the Azores.
    The chemical compounds used for mosquito control are EPA controlled and the Air Force uses
    two primary brands; Dibrom and Anvil 10+10. Dibrom is manufactured by AMVAC Chemical
    Corporation and is classified as a Naled compound. Naled is an organophosphate insecticide
    that has been in use since 1959. It is used primarily for controlling adult mosquitoes but is also
    used on food and food crops, greenhouses and pet flea collars. Naled is applied using UltraLow
    Volume sprayers which dispense very fine aerosol droplets which kills the adult mosquito
    on contact. Naled is applies at a maximum aerial spray rate of 0.8 ounces of active ingredient
    per acre. Anvil 10+10 is manufactured by Clarke Mosquito Control Products, Inc and is a
    Sumithren, also known as a Synergized Synthetic Pyrethoid. Anvil 10+10 is applied using UltraLow
    Volume sprayers at a maximum aerial spray rate of 0.62 ounces of active ingredient per
    acre.
    The chemical compounds used for herbicide weed control are EPA controlled and the Air Force
    uses Dupont Krovar I DF and Dow Agro Sciences Tordon K. Krovar I DF comes in granular
    form, is mixed with water and applied as an aerosol to control annual weeds at a rate of 4-6
    pounds mixed with 40-100 gallons of water per acre. Tordon K is used as a herbicide to control
    broadleaf weeds, woody plants, and vines on non-crop areas such as forest planting sites,
    industrial manufacturing sites, rights-of-way such as electrical power lines, communications
    lines, pipelines, roadsides, railroads, and wildlife openings. Tordon K is applied at a maximum of
    2 quarts per acre.
    The 910th Airlift Wing has formed an Oil Dispersant Working Group, and is working with
    industry and government agencies to test aerial spray methods of controlling major offshore oil
    spills in coastal waters of the United States. The unit has six Modular Aerial Spray Systems
    (MASS) and four aircraft modified to accept the MAAS. Each MASS has a 2,000 gallon capacity
    and flow rate are set at 232 gallons per minute. The aircraft flies at 200 Knots Ground Speed at
    about 100 feet which covers a swath width of 100 feet for an average application rate of flow
    rate of 5 gallons per acre (variable 3-15 gallons per acre). Total spray-on time for 2,000 gallons
    lasts about 8 minutes and 30 seconds.
    Photographs which show military aircraft with sprays coming from unusual locations on the
    aircraft are usually re-touched photos (a process that is easy to create using common computer
    programs).
    Cloud Seeding and Fire Suppression
    For a number of years commercial companies
    have been involved in cloud seeding and fire
    suppression measures. Cloud seeding
    requires the release of chemicals in the
    atmosphere in an effort to have water crystals
    attach themselves and become heavy enough to produce rain. The Air Force does not have a
    cloud seeding capability.
    Fire suppression involves dumping chemicals onto a
    fire using cargo-type aircraft or helicopters. The 731st
    Airlift Squadron assigned to the 302nd Airlift Wing,
    Peterson Air Force Base, CO., is trained in the use of
    modular airborne fire fighting systems that help
    firefighting efforts of the U.S. Forest Service by
    dropping retardant chemicals directly onto fires. The
    unit’s C-130s are loaded with a system designed to
    airdrop fire-retardant chemicals used in fighting forest
    fires and fertilizing the forest to generate quick
    regrowth. The 302nd AW has conducted firefighting response in Colorado, California, Oregon
    and Idaho.
    U.S. forest fires generally occur in desolate, almost
    inaccessible geographical areas. The U.S. Forest
    Service turned to air power to help its ground fire
    fighting units quickly contain and suppress these fires.
    Over the years, the forest service has developed a
    highly effective air-attack organization and air tanker
    fleet to deal with the forest fire emergency.
    In 1970, however, numerous catastrophic forest fires
    erupted in southern California, severely overloading the
    air tanker fleet’s ability to cope with them all. This led to several U.S. Congressmen requesting
    the U.S. Air Force help the forest service by making military aircraft available as a back-up
    measure. This in turn led to the development of the Modular Airborne Fire Fighting System
    (MAFFS). The system is designed to quickly adapt military C-130 aircraft from a military role to
    a fire-suppression role.
    Since 1974, the U.S. Air Force Reserve and Air National Guard units
    strategically located near high-incident forest fire areas have been
    equipped with these MAFFS units, and have sent selected aircrews to
    the aircrew training school for instruction in forest service air operations
    and procedures.
    The MAFFS System is a modular, reusable airborne system for
    deploying water and fire retardant chemicals from aircraft in flight. It
    consists of seven airborne modules and one ground air compressor module. The system can be
    loaded on a C-130 aircraft in two hours, and filled with retardant and compressed air in 15 to 20
    minutes. The system is self-contained and requires no aircraft modifications. Each system
    weighs 10,500 pounds empty, and has a capacity of 2,700 gallons.
    The entire load of retardant is discharged over a fire in 6 to 8 seconds.
    Other AFRC aircraft shuttle Forest Service personnel and equipment to fire areas when the
    emergency requires a swift deployment to the fire line. This increased mobility allows more
    efficient use of Forest Service resources.
    In-flight Emergency Fuel Release
    Another common, but infrequent, procedure is the release, or venting, of fuel as a safety
    measure. If an in-flight emergency (IFE) is declared, a pilot will want to land the aircraft with as
    light a load as possible to prevent the possibility of damaging the aircraft and/or causing a fuel
    leak on landing. In order to lighten the fuel load a pilot can continue to fly until the fuel is burned
    or vent the fuel into the atmosphere. Fuel that is released, or vented, typically atomizes into a
    fine spray as it is released and typically evaporates before it reaches the ground. JP-8 jet fuel
    released at low altitudes appears as a fine mist and may not volatilize before reaching the
    ground surface. The release of fuel does not produce a contrail and appears more like a smoke
    pattern that dissipates quickly.
    The “Chemtrail” Hoax
    A hoax that has been around since 1996 accuses the Air Force of being involved in spraying the
    US population with mysterious substances and show various Air Force aircraft “releasing
    sprays” or generating unusual contrail patterns. Several authors cite an Air University research
    paper titled “Weather as a Force Multiplier: Owning the Weather in 2025”
    (http://www.au.af.mil/au/database/research/ay1996/acsc/96-025ag.htm) that suggests the Air
    Force is conducting weather modification experiments. The purpose of that paper was part of a
    thesis to outline a strategy for the use of a future weather modification system to achieve
    military objectives and it does not reflect current military policy, practice, or capability.
    The Air Force’s policy is to observe and forecast the weather. The Air Force is focused on
    observing and forecasting the weather so the information can be used to support military
    operations. The Air Force is not conducting any weather modification experiments or programs
    and has no plans to do so in the future.
    The “Chemtrail” hoax has been investigated and refuted by many established and accredited
    universities, scientific organizations, and major media publications.
    Claims and Facts
    Claim: Long-lasting contrails are something new and they have abnormal characteristics.
    Fact: Contrails can remain visible for very long periods of time with the lifetime a function of the
    temperature, humidity, winds, and aircraft exhaust characteristics. Contrails can form many
    shapes as they are dispersed by horizontal and vertical wind shear. Sunlight refracted or
    reflected from contrails can produce vibrant and eye-catching colors and patterns. Observation
    and scientific analysis of contrails and their duration date back to at least 1953.
    Claim: Grid patterns of contrails in the sky are evidence of a systematic spraying operation.
    Fact: The National Airspace System of the United States is orientated in an east-west and
    north-south grid with aircraft flying at designated 2000 foot increments of elevation. Contrails
    formed by aircraft may appear to form a grid as the winds disperse the contrails. More contrails
    are seen in recent years due to the growth in the civil aviation market. The FAA is responsible
    for the NAS and Air Force aircraft operate under the same rules and procedures as civilian
    aircraft when using the NAS.
    Claim: There are reported outbreaks of illness after the appearance of “Chemtrails”
    Fact: There is no such thing as a “Chemtrail”. Contrails are safe and are a natural
    phenomenon. They pose no health hazard of any kind. If there are massive outbreaks of
    illnesses, your local health department should be able to tell you if it is an abnormal event. Local
    health departments generally network together when they start seeing problems. If there is a
    problem, the CDC will get involved.
    Claim: Samples taken have shown the presence of the “DOD patented” bacteria pseudomonas
    fluorescens.
    Fact: The bacteria claimed to be DOD developed and patented is actually a common, naturally
    occurring bacteria. The U.S. Patent Office (www.uspto.gov) lists 181 patents involving
    pseudomonas fluorescens, none of which are held by DOD.
    Links to Related Sites
    • FAA Office of Aviation Research – http://research.faa.gov/aar/
    • FAA Office of Environment and Energy – http://aee.hq.faa.gov/
    • DOT Bureau of Transportation Statistics – http://www.bts.gov/
    • Center For Disease Control and Prevention – http://www.cdc.gov/
    • EPA Office of Pesticide Programs – http://www.epa.gov/pesticides
    • International Civil Aviation Organization – http://www.icao.int/
    • Air Transport Association – http://www.air-transport.org/
    • Aerospace Industries Association – http://www.aia-aerospace.org/
    • Federation of American Scientists – http://www.fas.org/index.html
    • General Electric Aircraft Engines – http://www.geae.net/
    • Pratt and Whitney Aircraft Engines – http://www.pratt-whitney.com/engines/
    • Rolls-Royce Aircraft Engines – http://194.128.225.11/defence/milp001.htm
    References
    Intergovernmental Panel on Climate Change (IPCC), 1999. Aviation and the Global
    Atmosphere. A Special Report of IPCC Working Groups I and III in collaboration with the
    Scientific Assessment Panel to the Montreal Protocol on Substances that Deplete the Ozone
    Layer. Published for the IPCC by Cambridge University Press. J.E. Penner, D.H. Lister, D.J.
    Griggs, D.J. Dokken, and M. McFarland, editors. 373 pp.
    Appleman, H., 1953. The formation of exhaust condensation trails by jet aircraft. Bulletin of the
    American Meteorological Society 34: 14-20. Brewer, A.W., 1946. Condensation trails. Weather
    1: 34-40.
    Chipley, Michael Ph.D. A Review Of Military Aviation And Space Issues, The Forum For
    Environmental Law, Science, Engineering And Finance, December 1999.
    Chipley, Michael Ph.D. A Review Of Military Aviation And Space Issues: Aerospace And
    Airspace” (Part II), The Forum For Environmental Law, Science, Engineering And Finance,
    January 2000.
    Spargo, B.J., Environmental Effects of RF Chaff, Naval Research Laboratory, Washington,
    D.C., August 31, 1999.
    Pike, John, Aircraft Weapon Loads, Federation of American Scientists, 2000.
    Aircraft and Contrails. EPA publication number EPA430-F-00-005. 6 pp EPA, 2000.
    (www.epa.gov/otaq/aviation.htm)
    Layman’s Library
    Contrails – Contrails, or condensation trails, are “streaks of condensed water vapor created in
    the air by an airplane or rocket at high altitudes.”(Webster’s Dictionary). Contrails are the result
    of normal emissions of water vapor from jet engines. At high altitudes, water vapor condenses
    and turns into a visible cloud. Contrails form when hot humid air from jet engines mixes with the
    surrounding air in the atmosphere which is drier and colder. The mixing is a result of turbulence
    generated by the jet engine exhaust. The water vapor in the jet exhaust then condenses and
    forms a cloud. The rate at which contrails dissipate is entirely dependent upon weather
    conditions and altitude. If the atmosphere is near saturation, the contrail may exist for some
    time. Conversely, if the atmosphere is dry, the contrail will dissipate quickly.
    Contrail Grid Patterns – Numerous contrails are usually over “air routes”, or highways in the
    sky. Aircraft fly in all different directions at any time, and numerous contrails may seem to
    “crisscross”. Although contrails may appear to cross, the trails can actually be from planes
    separated by significant altitude and time.
    Chaff – Chaff are small bundles of aluminum coated fibers that create a large radar reflection. A
    radar seeking missile is unable to distinguish an aircraft from the chaff and loses the lock on the
    aircraft.
    Chemtrails – Chemtrails is a term coined to suggest contrails are formed by something other
    than a natural process of engine exhaust hitting the cold air in the atmosphere.
    Ethylene dibromide – Ethylene dibromide, or EDB, is a pesticide that was used commercially
    before being banned by the Environmental Protection Agency in 1983. During WW II, EDB was
    used as an additive in aviation gasoline to help stop lead in the aviation gasoline from plating
    out on valves. Jet fuels, including JP-8 have never contained EDB. Soil samples showing the
    presence of EDB are most likely residuals from previous use as a pesticide. Webster’s
    dictionary definition of EDB: “: a colorless toxic liquid compound C2H4Br2 that is used chiefly as
    a fuel additive in leaded gasolines, that has been found to be strongly carcinogenic in laboratory
    animals, and that was used formerly in the U.S. as an agricultural pesticide — abbreviation
    EDB.”
    JP-8 Jet Fuel – JP-8 jet fuel consists of kerosene, a petroleum distillate fraction purchased to
    specification. The specification requires that the fuel producer meet a range of chemical and
    physical properties to ensure proper aircraft operation. Fuel additives are allowed, but are highly
    controlled. Additives include antioxidants, metal deactivators, corrosion inhibitors, fuel system
    icing inhibitor, and a static dissipater additive.
    Rocket Exhaust – The exhaust plume generated by solid or liquid fueled rockets. Solid rocket
    motors are usually made of ammonium perchlorate and typically create light colored exhaust
    emissions. The exhaust is mainly carbon dioxide and water, but may also have high levels of
    hydrochloric acid formed, but which disperses rapidly. Liquid fuel rockets are generally kerosene
    and Liquid Oxygen (LOX) and produce an exhaust, which is darker and similar to aircraft
    exhaust. The exhaust is primarily carbon dioxide and water, but may contain nitrous oxides,
    sulfides, and soot particles.
    Stratospheric Ozone – The ozone formed in the upper atmosphere through the interaction of
    the sun’s energy and oxygen and which provides the natural shielding effect for the earth from
    UV rays. This ozone layer is susceptible to destruction by chlorinated compounds and is
    generally associated with the ozone hole over the Antarctic. Ozone in the lower atmosphere and
    ground level is generally a by-product of motor vehicle fuel combustion that forms NOx as a
    precursor which then forms ozone. This ozone is often seen as smog in most major cities.
    Vapor Trails – The trail formed behind an aircraft as result of air flowing over a surface which
    creates a cavity in the air, similar to a boat propeller in water.

    Απάντηση
    • ΑΣ'ΤΟ ΓΙΑΝΝΗ 02/27/2017 @ 12:53 ΜΜ

      ΚΑΙ ΤΙΣ ΜΕΤΡΗΣΕΙΣ ΝΑ ΔΕΙΣ, ΠΟΥ ΥΠΑΡΧΟΥΝ, ΠΑΛΙ ΚΙ’ΑΛΛΕΣ ΜΕΤΡΗΣΕΙΣ ΘΑ ΘΕΣ. KAI ΓΙΑΤΙ ΝΑ ΜΕΤΡΑΣ ΣΤΟΝ ΑΕΡΑ ΣΤΗΝ ΤΕΛΙΚΗ ΠΟΥ ΘΑ ΜΟΥ ΠΕΙΣ ΜΕΤΑ ΟΤΙ ΦΤΑΙΕΙ Η ΣΟΜΠΑ ΜΟΥ Η’ ΤΟ ΤΣΙΜΠΟΥΚΙ ΤΟΥ ΠΑΠΠΟΥ ΚΛΠ; ΔΕΣ ΚΑΛΥΤΕΡΑ ΠΩΣ ΑΛΛΑΞΕ Η ΣΥΣΤΑΣΗ ΤΩΝ ΚΑΥΣΙΜΩΝ ΚΙΝΗΤΗΡΩΝ ΤΖΕΤ, ΑΡΧΙΚΑ ΤΟΥ ΝΑΤΟ, ΑΠΟ ΤΟ 1988 ΚΑΙ ΜΕΤΑ ΚΑΙ ΤΙΣ ΜΕΤΡΗΣΕΙΣ ΚΑΤΕΥΘΕΙΑΝ ΑΠΟ ΤΗΝ ΕΞΑΤΜΙΣΗ ΤΟΥ ΚΗΝΗΤΗΡΑ ΕΝ ΠΤΗΣΗ. ΠΑΡΕ ΛΙΝΚ ΚΑΙ ΑΣΕ ΤΙΣ ΠΡΟΠΑΓΑΝΔΕΣ ΠΟΥ ΜΑΣ ΤΣΜΠΟΥΝΑΣ ΠΟΥ ΟΥΤΕ ΚΑΝ ΞΕΡΟΥΝ ΛΕΝΕ ΤΟΝ ΟΡΟ ‘CHEMTRAIL’ OTAN Η ΙΔΙΑ Η NASA ΤΟΝ ΧΡΙΣΗΜΟΠΟΙΕΙ ΕΠΙΣΗΜΑ ΓΙΑ ΤΑ ΠΕΙΡΑΜΑΤΑ ΤΗΣ ΜΕ ΛΙΘΙΟ ΣΤΗΝ ΑΤΜΟΣΦΑΙΡΑ. ΔΕΣ ΤΟΥΣ ΠΙΝΑΚΕΣ ΜΕ ΤΗ ΣΥΣΤΑΣΗ ΚΑΥΣΙΜΟΥ JET-A1 KAI JP5, JP8:
      https://climateviewer.com/chemtrails/

      KAI ΛΙΓΑΚΙ ΙΣΤΟΡΙΑ MΕΧΡΙ ΣΗΜΕΡΑ ΜΕ ΝΤΟΚΟΥΜΕΝΤΑ ΠΟΥ ΔΕ ΘΑ ΣΟΥ ΔΕΙΞΕΙ Η ΠΡΟΠΑΓΑΝΔΑ ΑΛΛΑ ΕΙΝΑΙ ΕΚΕΙ ΓΙΑ ΟΠΟΙΟΝ ΘΕΛΕΙ ΝΑ ΜΑΘΕΙ:
      https://weathermodificationhistory.com/

      AN ΠΑΛΙ ΒΑΡΙΕΣΑΙ ΚΑΤΣΕ ΔΕΣ ΜΟΝΟ ΑΥΤΟ ΚΑΙ ΔΙΑΒΑΣΕ ΚΑΙ ΤΙΣ ΣΗΜΕΙΩΣΕΙΣ:
      https://climateviewer.com/2016/12/09/geoengineering-weather-modification-and-weaponizing-nature/

      ΕΧΕΙΣ ΜΕΙΝΕΙ ΛΙΓΟ ΠΙΣΩ ΓΙΑΤΙ ΠΛΕΟΝ ΔΕ ΜΙΛΑΜΕ ΓΙΑ ΤΟ ΑΝ ΥΦΙΣΤΑΝΤΑΙ ΟΙ ΨΕΚΑΣΜΟΙ Η’ ΟΧΙ ΑΛΛΑ ΓΙΑ ΤΟ ΠΩΣ ΘΑ ΣΤΕΙΛΟΥΜΕ ΣΤΟ ΔΙΑΟΛΟ ΤΟΥΣ ΥΠΕΥΘΥΝΟΥΣ ΠΟΥ ΜΑΣ ΤΟΥΣ ΕΠΙΒΑΛΟΥΝ.

      Απάντηση
11. Τζονι 02/28/2017 @ 7:00 ΜΜ

    Ψάχνοντας λίγο στο ίντερνετ, βρήκα σχεδόν τα ίδια κ λίγο φθηνότερα, http://www.orgonitecreations.com/ όμως θέλω να μάθω πως φτιάχνεται αυτό το υγρό εξωτερικά που στερεοποιείται, από τι υλικά, για να το φτιάξω μόνος μου κ για να δουλέψει;

    Απάντηση