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Citat:
Är det nån det tutas i - och ur - så är det du baby. Du har ju inte så bra koll på vad du tycker. Ena sekunden började det kemspåras på 2000-talet, nästa sekund var det på 40-talet. Tut tut. Men du har ju läst på…
Vad är det i kemspåren, nanoinsekter från rymden? Tut tut
jag läste följande intressanta vittnesmål från en pilot. jag rekommenderar även artikeln i sin helhet:
(jag tog mig friheten att göra lite radbyten)
"
My flying career stretches from 1975 until retirement as Captain in 2005. All flying from 1985 until 2005 was of a commercial nature flying large jets for a major airline in the United States. Somewhere around 1995 I began to notice a new phenomenon. During that period of time, aircraft flying domestic routes over the United States traveled via published airways. Before it was common to use GPS, most flights remained on these highways in the sky. Therefore, a lot of time spent following other jets and passing traffic traveling the opposite direction.
Up until around 1995 I had never seen a contrail being left behind a jet that was longer than approximately 1/2 mile. One day following another jet I noticed it was leaving a contrail behind that did not disperse. This was highly unusual. Over the next years this phenomenon increased in a fairly linear fashion to the point where by 2000 it was a common occurrence. Because in 2000 there were so many continuous “contrails” being left behind commercial airliners I could only deduce the possibility of some kind of additive being added to the jet fuel supply. Beyond that thought I had no answers.
What I do know for a fact is that this never occurred prior to 1995 and after that year it became the norm. In 2005 I retired in a rural area in the Pacific Northwest. Having flown my entire life it was automatic to look up in the sky often. For the first time I was able to spend considerable time observing the “contrail” issue from the ground. I begin to see a pattern. About 300 miles west of my home was a major commercial airport. In the summer on clear mornings I can see all of the departures flying east passing over head. In 300 miles they are well-established at their cruising altitudes. All summer long they would leave continuous “contrails” which would eventually spread and eventually form a thin overcast by afternoon.
Finally took the time to search the Internet for any discussion on this matter. It was then that I discovered the assertion that this was some kind of geoengineering. Shortly thereafter I discovered an Internet site called flightradar.com where one could view the air traffic anywhere in United States. The information provided included the aircraft call-sign, departure point, destination, aircraft type, speed and altitude. I began to notice occasionally a commercial flight would have no “contrail” while other flights before and after at the same altitude did. I began to take notes over about a three-month period in the summer of 2014. (For purposes of distinction I will call these continuous “contrails”, chemtrails.) I began to look for a pattern as to why most commercial aircraft were leaving chemtrails behind but yet there were some that were not. The first thing I was able to eliminate was altitude differences. I could see flights in the same airspace at the same altitude with some leaving chemtrails and some were not.
So I began to focus on where these aircraft departed from and which airlines were involved. Having retired from one of these airlines that I saw flying overhead daily, I knew for a fact that my airline was not involved in specifically adding additives to the fuel loads. I had many friends in the maintenance department and knew many people who worked for the ground services that fueled the jets in the morning. If there were some kind of a clandestine operation going on at my airline, I certainly would've known about it. I also knew for a fact there had been no special equipment added to our aircraft for the purposes of deploying chemicals into the atmosphere. I will also note here that all aircraft that I observed had the chemtrails coming from the exhaust of the jet engines and no other place.
Over the next three months I made the following deductions based on my observations. It appeared that all commercial jet aircraft departing any major airport in the United States was producing chemtrails. None of the commercial jet aircraft that had departed smaller regional airports had chemtrails. Examples of these midsize cities would be Salt Lake City, Utah. I observed a daily flight out of there but never a chemtrail. The other deduction I made was that whatever was causing the chemtrail must have been added at the refineries. Most major airports are supplied jet fuel via pipeline from a major refinery in the area. When you consider the amount of fuel that is consumed every day at a large metropolitan airport it would be near impossible for semi-trucks to provide that quantity of fuel. [...]
International flights became another focus of my attention. There has been much discussion in the geo-engineering articles regarding the fact that chemtrails are observed in every country of the world. From my observations, I discovered that my property lies under an air route that is used by commercial airliners coming from the Far East in route to Los Angeles. This route is called the polar route. As per procedure once these aircraft arrive in Canada from over the North Pole they are funneled onto a very specific route before entering the United States. So, they always enter the United States at the same point and follow the exact same route to Los Angeles. Therefore, I was able to observe many flights from many different Asian and European countries on a daily basis. I began to list the airports they departed from and whether or not they were producing chemtrails.
After months of analysis I discovered that all flights departing from NATO nations were leaving chemtrails behind. Flights that were departing from non-NATO nations did not have chemtrails. Interestingly these same airlines would fly from Los Angeles north to Canada and over the pole would always have chemtrails because they were fueled in Los Angeles. This, of course, is a generalization based on somewhat limited data. But it did become apparent to me that not all countries are taking part in the geoengineering program. Atmospheric conditions also seem to play a part as to whether or not the chemtrails become visible. Based on my observations there were days where flights would leave chemtrails behind until they reached a specific spot in the sky and the trails would cease to exist. Or there were days that there would be no chemtrails until they reached a certain spot in the sky. Then the chemtrails would begin for 100 miles and then quit. It's obvious that, if the material is in the fuel system and being dispersed through the jet engines, there is no way the chemtrail can be turned on and off. I have concluded that there are days where the atmospheric conditions simply do not allow for the formation of the chemtrail even though the material is still being dispersed by the engines. I have no idea as to whether it's temperature or moisture related or a combination of both. I have never seen a chemtrail below about 24000 ft. [...]
I am also absolutely convinced that the geo-engineering is being administered through oil refineries and, I suspect, that it is unknown to the management of the commercial airlines. I also believe that some countries are taking part in the program while other countries are not. The reason that all countries are seeing geo-engineering, even if they're not taking part in the program, is because they have flights passing that are taking part in the program.
"
http://www.nuclearplanet.com/lee.pdf
(jag tog mig friheten att göra lite radbyten)
"
My flying career stretches from 1975 until retirement as Captain in 2005. All flying from 1985 until 2005 was of a commercial nature flying large jets for a major airline in the United States. Somewhere around 1995 I began to notice a new phenomenon. During that period of time, aircraft flying domestic routes over the United States traveled via published airways. Before it was common to use GPS, most flights remained on these highways in the sky. Therefore, a lot of time spent following other jets and passing traffic traveling the opposite direction.
Up until around 1995 I had never seen a contrail being left behind a jet that was longer than approximately 1/2 mile. One day following another jet I noticed it was leaving a contrail behind that did not disperse. This was highly unusual. Over the next years this phenomenon increased in a fairly linear fashion to the point where by 2000 it was a common occurrence. Because in 2000 there were so many continuous “contrails” being left behind commercial airliners I could only deduce the possibility of some kind of additive being added to the jet fuel supply. Beyond that thought I had no answers.
What I do know for a fact is that this never occurred prior to 1995 and after that year it became the norm. In 2005 I retired in a rural area in the Pacific Northwest. Having flown my entire life it was automatic to look up in the sky often. For the first time I was able to spend considerable time observing the “contrail” issue from the ground. I begin to see a pattern. About 300 miles west of my home was a major commercial airport. In the summer on clear mornings I can see all of the departures flying east passing over head. In 300 miles they are well-established at their cruising altitudes. All summer long they would leave continuous “contrails” which would eventually spread and eventually form a thin overcast by afternoon.
Finally took the time to search the Internet for any discussion on this matter. It was then that I discovered the assertion that this was some kind of geoengineering. Shortly thereafter I discovered an Internet site called flightradar.com where one could view the air traffic anywhere in United States. The information provided included the aircraft call-sign, departure point, destination, aircraft type, speed and altitude. I began to notice occasionally a commercial flight would have no “contrail” while other flights before and after at the same altitude did. I began to take notes over about a three-month period in the summer of 2014. (For purposes of distinction I will call these continuous “contrails”, chemtrails.) I began to look for a pattern as to why most commercial aircraft were leaving chemtrails behind but yet there were some that were not. The first thing I was able to eliminate was altitude differences. I could see flights in the same airspace at the same altitude with some leaving chemtrails and some were not.
So I began to focus on where these aircraft departed from and which airlines were involved. Having retired from one of these airlines that I saw flying overhead daily, I knew for a fact that my airline was not involved in specifically adding additives to the fuel loads. I had many friends in the maintenance department and knew many people who worked for the ground services that fueled the jets in the morning. If there were some kind of a clandestine operation going on at my airline, I certainly would've known about it. I also knew for a fact there had been no special equipment added to our aircraft for the purposes of deploying chemicals into the atmosphere. I will also note here that all aircraft that I observed had the chemtrails coming from the exhaust of the jet engines and no other place.
Over the next three months I made the following deductions based on my observations. It appeared that all commercial jet aircraft departing any major airport in the United States was producing chemtrails. None of the commercial jet aircraft that had departed smaller regional airports had chemtrails. Examples of these midsize cities would be Salt Lake City, Utah. I observed a daily flight out of there but never a chemtrail. The other deduction I made was that whatever was causing the chemtrail must have been added at the refineries. Most major airports are supplied jet fuel via pipeline from a major refinery in the area. When you consider the amount of fuel that is consumed every day at a large metropolitan airport it would be near impossible for semi-trucks to provide that quantity of fuel. [...]
International flights became another focus of my attention. There has been much discussion in the geo-engineering articles regarding the fact that chemtrails are observed in every country of the world. From my observations, I discovered that my property lies under an air route that is used by commercial airliners coming from the Far East in route to Los Angeles. This route is called the polar route. As per procedure once these aircraft arrive in Canada from over the North Pole they are funneled onto a very specific route before entering the United States. So, they always enter the United States at the same point and follow the exact same route to Los Angeles. Therefore, I was able to observe many flights from many different Asian and European countries on a daily basis. I began to list the airports they departed from and whether or not they were producing chemtrails.
After months of analysis I discovered that all flights departing from NATO nations were leaving chemtrails behind. Flights that were departing from non-NATO nations did not have chemtrails. Interestingly these same airlines would fly from Los Angeles north to Canada and over the pole would always have chemtrails because they were fueled in Los Angeles. This, of course, is a generalization based on somewhat limited data. But it did become apparent to me that not all countries are taking part in the geoengineering program. Atmospheric conditions also seem to play a part as to whether or not the chemtrails become visible. Based on my observations there were days where flights would leave chemtrails behind until they reached a specific spot in the sky and the trails would cease to exist. Or there were days that there would be no chemtrails until they reached a certain spot in the sky. Then the chemtrails would begin for 100 miles and then quit. It's obvious that, if the material is in the fuel system and being dispersed through the jet engines, there is no way the chemtrail can be turned on and off. I have concluded that there are days where the atmospheric conditions simply do not allow for the formation of the chemtrail even though the material is still being dispersed by the engines. I have no idea as to whether it's temperature or moisture related or a combination of both. I have never seen a chemtrail below about 24000 ft. [...]
I am also absolutely convinced that the geo-engineering is being administered through oil refineries and, I suspect, that it is unknown to the management of the commercial airlines. I also believe that some countries are taking part in the program while other countries are not. The reason that all countries are seeing geo-engineering, even if they're not taking part in the program, is because they have flights passing that are taking part in the program.
"
http://www.nuclearplanet.com/lee.pdf
Citat:
Är det nån det tutas i - och ur - så är det du baby. Du har ju inte så bra koll på vad du tycker. Ena sekunden började det kemspåras på 2000-talet, nästa sekund var det på 40-talet. Tut tut. Men du har ju läst på…
Vad är det i kemspåren, nanoinsekter från rymden? Tut tut
Vad är det i kemspåren, nanoinsekter från rymden? Tut tut
själva tekniken började användas på slutet av 40-talet är vad jag har fått lära mig. den storskaliga besprutningen verkar dock ha inletts runt 2000, eller snarare några år innan.
det är alltså kolaska, en restprodukt från kolkraftverk, som verkar vara den stora ingrediensen. samma ämnen med inbördes proportioner jämfört med vad som bildas när kolaskan urlakas i vatten, har alltså hittats i regnvatten och i luftfilter.
Citat:
Vad dillar du om för operation? Det handlar ju om helt vanliga passagerarplan som sprutar ut vatten.
Eller har du några som helst bevis för motsatsen?
Citat:
Hur kan gamla bilder på strimmor vara ett bevis för att man sprutar ut kemikalier? Varför kan det inte vara contrails på bilderna?
Citat:
jag läste följande intressanta vittnesmål från en pilot. jag rekommenderar även artikeln i sin helhet:
(jag tog mig friheten att göra lite radbyten)
.... Up until around 1995 I had never seen a contrail being left behind a jet that was longer than approximately 1/2 mile. ...
(jag tog mig friheten att göra lite radbyten)
.... Up until around 1995 I had never seen a contrail being left behind a jet that was longer than approximately 1/2 mile. ...
Och jag och många andra såg dem betydligt tidigare är så. Fenomenet finns dessutom beskrivet i massor med gamla böcker.
Vad är din poäng? Att det har blivit vanligare med kvarliggande kondensationsstrimmor? Ja det stämmer antagligen, flygtrafiken har ökat markant och nya high-bypass motorer skapar strimmor lättare.
Citat:
Ett direkt felaktigt påstående. Din pilot verkar inte ha så bra koll. Du kanske ska be honom kolla upp fakta i gamla meteorlogiska böcker. Eller be honom höra av sig till mig, jag minns kvarliggande strimmor från 70-talet.
__________________
Senast redigerad av WilleGarvin 2024-10-02 kl. 16:35.
Senast redigerad av WilleGarvin 2024-10-02 kl. 16:35.
Citat:
Nu sitter du bara och dillar och du har exakt noll stöd för ditt svammel.
Herndon har mätt luftföroreningar och har inga belägg att föroreningarna kommer från några påhittade chemtrails. Med mycket stor sannolikhet kommer föroreningar i stället från kolkraftverk som det vimlar av i USA.
Resonemanget att bevisa "chemtrails" genom att mäta upp kolaska i marken är lika vettigt som att försöka bevisa jultomtens existens genom påstå att det är han som sprider ut kolaska. Först bevisar du att jultomtens finns därefter bevisar du att han sprider ut kolaska.
__________________
Senast redigerad av WilleGarvin 2024-10-02 kl. 17:17.
Senast redigerad av WilleGarvin 2024-10-02 kl. 17:17.
Menade du radbrytning?
Citat:
jag läste följande intressanta vittnesmål från en pilot. jag rekommenderar även artikeln i sin helhet:
(jag tog mig friheten att göra lite radbyten)
"
My flying career stretches from 1975 until retirement as Captain in 2005. All flying from 1985 until 2005 was of a commercial nature flying large jets for a major airline in the United States. Somewhere around 1995 I began to notice a new phenomenon. During that period of time, aircraft flying domestic routes over the United States traveled via published airways. Before it was common to use GPS, most flights remained on these highways in the sky. Therefore, a lot of time spent following other jets and passing traffic traveling the opposite direction.
Up until around 1995 I had never seen a contrail being left behind a jet that was longer than approximately 1/2 mile. One day following another jet I noticed it was leaving a contrail behind that did not disperse. This was highly unusual. Over the next years this phenomenon increased in a fairly linear fashion to the point where by 2000 it was a common occurrence. Because in 2000 there were so many continuous “contrails” being left behind commercial airliners I could only deduce the possibility of some kind of additive being added to the jet fuel supply. Beyond that thought I had no answers.
What I do know for a fact is that this never occurred prior to 1995 and after that year it became the norm. In 2005 I retired in a rural area in the Pacific Northwest. Having flown my entire life it was automatic to look up in the sky often. For the first time I was able to spend considerable time observing the “contrail” issue from the ground. I begin to see a pattern. About 300 miles west of my home was a major commercial airport. In the summer on clear mornings I can see all of the departures flying east passing over head. In 300 miles they are well-established at their cruising altitudes. All summer long they would leave continuous “contrails” which would eventually spread and eventually form a thin overcast by afternoon.
Finally took the time to search the Internet for any discussion on this matter. It was then that I discovered the assertion that this was some kind of geoengineering. Shortly thereafter I discovered an Internet site called flightradar.com where one could view the air traffic anywhere in United States. The information provided included the aircraft call-sign, departure point, destination, aircraft type, speed and altitude. I began to notice occasionally a commercial flight would have no “contrail” while other flights before and after at the same altitude did. I began to take notes over about a three-month period in the summer of 2014. (For purposes of distinction I will call these continuous “contrails”, chemtrails.) I began to look for a pattern as to why most commercial aircraft were leaving chemtrails behind but yet there were some that were not. The first thing I was able to eliminate was altitude differences. I could see flights in the same airspace at the same altitude with some leaving chemtrails and some were not.
So I began to focus on where these aircraft departed from and which airlines were involved. Having retired from one of these airlines that I saw flying overhead daily, I knew for a fact that my airline was not involved in specifically adding additives to the fuel loads. I had many friends in the maintenance department and knew many people who worked for the ground services that fueled the jets in the morning. If there were some kind of a clandestine operation going on at my airline, I certainly would've known about it. I also knew for a fact there had been no special equipment added to our aircraft for the purposes of deploying chemicals into the atmosphere. I will also note here that all aircraft that I observed had the chemtrails coming from the exhaust of the jet engines and no other place.
Over the next three months I made the following deductions based on my observations. It appeared that all commercial jet aircraft departing any major airport in the United States was producing chemtrails. None of the commercial jet aircraft that had departed smaller regional airports had chemtrails. Examples of these midsize cities would be Salt Lake City, Utah. I observed a daily flight out of there but never a chemtrail. The other deduction I made was that whatever was causing the chemtrail must have been added at the refineries. Most major airports are supplied jet fuel via pipeline from a major refinery in the area. When you consider the amount of fuel that is consumed every day at a large metropolitan airport it would be near impossible for semi-trucks to provide that quantity of fuel. [...]
International flights became another focus of my attention. There has been much discussion in the geo-engineering articles regarding the fact that chemtrails are observed in every country of the world. From my observations, I discovered that my property lies under an air route that is used by commercial airliners coming from the Far East in route to Los Angeles. This route is called the polar route. As per procedure once these aircraft arrive in Canada from over the North Pole they are funneled onto a very specific route before entering the United States. So, they always enter the United States at the same point and follow the exact same route to Los Angeles. Therefore, I was able to observe many flights from many different Asian and European countries on a daily basis. I began to list the airports they departed from and whether or not they were producing chemtrails.
After months of analysis I discovered that all flights departing from NATO nations were leaving chemtrails behind. Flights that were departing from non-NATO nations did not have chemtrails. Interestingly these same airlines would fly from Los Angeles north to Canada and over the pole would always have chemtrails because they were fueled in Los Angeles. This, of course, is a generalization based on somewhat limited data. But it did become apparent to me that not all countries are taking part in the geoengineering program. Atmospheric conditions also seem to play a part as to whether or not the chemtrails become visible. Based on my observations there were days where flights would leave chemtrails behind until they reached a specific spot in the sky and the trails would cease to exist. Or there were days that there would be no chemtrails until they reached a certain spot in the sky. Then the chemtrails would begin for 100 miles and then quit. It's obvious that, if the material is in the fuel system and being dispersed through the jet engines, there is no way the chemtrail can be turned on and off. I have concluded that there are days where the atmospheric conditions simply do not allow for the formation of the chemtrail even though the material is still being dispersed by the engines. I have no idea as to whether it's temperature or moisture related or a combination of both. I have never seen a chemtrail below about 24000 ft. [...]
I am also absolutely convinced that the geo-engineering is being administered through oil refineries and, I suspect, that it is unknown to the management of the commercial airlines. I also believe that some countries are taking part in the program while other countries are not. The reason that all countries are seeing geo-engineering, even if they're not taking part in the program, is because they have flights passing that are taking part in the program.
" http://www.nuclearplanet.com/lee.pdf
(jag tog mig friheten att göra lite radbyten)
"
My flying career stretches from 1975 until retirement as Captain in 2005. All flying from 1985 until 2005 was of a commercial nature flying large jets for a major airline in the United States. Somewhere around 1995 I began to notice a new phenomenon. During that period of time, aircraft flying domestic routes over the United States traveled via published airways. Before it was common to use GPS, most flights remained on these highways in the sky. Therefore, a lot of time spent following other jets and passing traffic traveling the opposite direction.
Up until around 1995 I had never seen a contrail being left behind a jet that was longer than approximately 1/2 mile. One day following another jet I noticed it was leaving a contrail behind that did not disperse. This was highly unusual. Over the next years this phenomenon increased in a fairly linear fashion to the point where by 2000 it was a common occurrence. Because in 2000 there were so many continuous “contrails” being left behind commercial airliners I could only deduce the possibility of some kind of additive being added to the jet fuel supply. Beyond that thought I had no answers.
What I do know for a fact is that this never occurred prior to 1995 and after that year it became the norm. In 2005 I retired in a rural area in the Pacific Northwest. Having flown my entire life it was automatic to look up in the sky often. For the first time I was able to spend considerable time observing the “contrail” issue from the ground. I begin to see a pattern. About 300 miles west of my home was a major commercial airport. In the summer on clear mornings I can see all of the departures flying east passing over head. In 300 miles they are well-established at their cruising altitudes. All summer long they would leave continuous “contrails” which would eventually spread and eventually form a thin overcast by afternoon.
Finally took the time to search the Internet for any discussion on this matter. It was then that I discovered the assertion that this was some kind of geoengineering. Shortly thereafter I discovered an Internet site called flightradar.com where one could view the air traffic anywhere in United States. The information provided included the aircraft call-sign, departure point, destination, aircraft type, speed and altitude. I began to notice occasionally a commercial flight would have no “contrail” while other flights before and after at the same altitude did. I began to take notes over about a three-month period in the summer of 2014. (For purposes of distinction I will call these continuous “contrails”, chemtrails.) I began to look for a pattern as to why most commercial aircraft were leaving chemtrails behind but yet there were some that were not. The first thing I was able to eliminate was altitude differences. I could see flights in the same airspace at the same altitude with some leaving chemtrails and some were not.
So I began to focus on where these aircraft departed from and which airlines were involved. Having retired from one of these airlines that I saw flying overhead daily, I knew for a fact that my airline was not involved in specifically adding additives to the fuel loads. I had many friends in the maintenance department and knew many people who worked for the ground services that fueled the jets in the morning. If there were some kind of a clandestine operation going on at my airline, I certainly would've known about it. I also knew for a fact there had been no special equipment added to our aircraft for the purposes of deploying chemicals into the atmosphere. I will also note here that all aircraft that I observed had the chemtrails coming from the exhaust of the jet engines and no other place.
Over the next three months I made the following deductions based on my observations. It appeared that all commercial jet aircraft departing any major airport in the United States was producing chemtrails. None of the commercial jet aircraft that had departed smaller regional airports had chemtrails. Examples of these midsize cities would be Salt Lake City, Utah. I observed a daily flight out of there but never a chemtrail. The other deduction I made was that whatever was causing the chemtrail must have been added at the refineries. Most major airports are supplied jet fuel via pipeline from a major refinery in the area. When you consider the amount of fuel that is consumed every day at a large metropolitan airport it would be near impossible for semi-trucks to provide that quantity of fuel. [...]
International flights became another focus of my attention. There has been much discussion in the geo-engineering articles regarding the fact that chemtrails are observed in every country of the world. From my observations, I discovered that my property lies under an air route that is used by commercial airliners coming from the Far East in route to Los Angeles. This route is called the polar route. As per procedure once these aircraft arrive in Canada from over the North Pole they are funneled onto a very specific route before entering the United States. So, they always enter the United States at the same point and follow the exact same route to Los Angeles. Therefore, I was able to observe many flights from many different Asian and European countries on a daily basis. I began to list the airports they departed from and whether or not they were producing chemtrails.
After months of analysis I discovered that all flights departing from NATO nations were leaving chemtrails behind. Flights that were departing from non-NATO nations did not have chemtrails. Interestingly these same airlines would fly from Los Angeles north to Canada and over the pole would always have chemtrails because they were fueled in Los Angeles. This, of course, is a generalization based on somewhat limited data. But it did become apparent to me that not all countries are taking part in the geoengineering program. Atmospheric conditions also seem to play a part as to whether or not the chemtrails become visible. Based on my observations there were days where flights would leave chemtrails behind until they reached a specific spot in the sky and the trails would cease to exist. Or there were days that there would be no chemtrails until they reached a certain spot in the sky. Then the chemtrails would begin for 100 miles and then quit. It's obvious that, if the material is in the fuel system and being dispersed through the jet engines, there is no way the chemtrail can be turned on and off. I have concluded that there are days where the atmospheric conditions simply do not allow for the formation of the chemtrail even though the material is still being dispersed by the engines. I have no idea as to whether it's temperature or moisture related or a combination of both. I have never seen a chemtrail below about 24000 ft. [...]
I am also absolutely convinced that the geo-engineering is being administered through oil refineries and, I suspect, that it is unknown to the management of the commercial airlines. I also believe that some countries are taking part in the program while other countries are not. The reason that all countries are seeing geo-engineering, even if they're not taking part in the program, is because they have flights passing that are taking part in the program.
" http://www.nuclearplanet.com/lee.pdf
Citat:
Vad dillar du om för operation? Det handlar ju om helt vanliga passagerarplan som sprutar ut vatten.
Eller har du några som helst bevis för motsatsen?
Hur kan gamla bilder på strimmor vara ett bevis för att man sprutar ut kemikalier? Varför kan det inte vara contrails på bilderna?
Eller har du några som helst bevis för motsatsen?
Hur kan gamla bilder på strimmor vara ett bevis för att man sprutar ut kemikalier? Varför kan det inte vara contrails på bilderna?
projektet att bespruta stora delar av jorden regelbundet med chemtrails, uppenbarligen.
bevis har ju presenterats, bl.a i Herndons artikel, där man hittar kontamination i regnvattnet av vad som förefaller vara just kolaska.
men sluta säga ’strimmor’.
därför att contrails består inte, och breder inte ut sig och täcker himlen. de försvinner snabbt.
Citat:
Och jag och många andra såg dem betydligt tidigare är så. Fenomenet finns dessutom beskrivet i massor med gamla böcker.
Vad är din poäng? Att det har blivit vanligare med kvarliggande kondensationsstrimmor? Ja det stämmer antagligen, flygtrafiken har ökat markant och nya high-bypass motorer skapar strimmor lättare.
Ett direkt felaktigt påstående. Din pilot verkar inte ha så bra koll. Du kanske ska be honom kolla upp fakta i gamla meteorlogiska böcker. Eller be honom höra av sig till mig, jag minns kvarliggande strimmor från 70-talet.
Vad är din poäng? Att det har blivit vanligare med kvarliggande kondensationsstrimmor? Ja det stämmer antagligen, flygtrafiken har ökat markant och nya high-bypass motorer skapar strimmor lättare.
Ett direkt felaktigt påstående. Din pilot verkar inte ha så bra koll. Du kanske ska be honom kolla upp fakta i gamla meteorlogiska böcker. Eller be honom höra av sig till mig, jag minns kvarliggande strimmor från 70-talet.
varför skulle de nya motorerna skapa bestående (och utflytande) spår oftare?
piloten talade rimligtvis om sin egen erfarenhet i yrket.
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