The so called justication FROM WIKI
Solar radiation management (SRM) projects (proposed and theoretical) are a type of climate engineering which seek to reflect sunlight and thus reduce global warming. Proposed examples include the creation of stratospheric sulfate aerosols. Their principal advantages as an approach to climate engineering is the speed with which they can be deployed and become fully active, their potential low financial cost, and the reversibility of their direct climatic effects. Solar radiation management projects could, for example, be used as a temporary response while levels of greenhouse gases can be brought under control by greenhouse gas remediation techniques. They would not reduce greenhouse gasconcentrations in the atmosphere, and thus do not address problems such as ocean acidification caused by excess carbon dioxide (CO2). By comparison, other climate engineering techniques based on greenhouse gas remediation, such as ocean iron fertilization, need to sequester the anthropogenic carbon excess before any reversal of global warming would occur.
A must watch video
Our society is taught and conditioned to accept the dictates and opinions of the so called “experts” without questioning their conclusions. In so many circles of academia honesty and morality has long since been abandoned in exchange for a paycheck and a pension. When one branch or group of the science community completely contradicts another group from the same field of study, shouldn’t that be a glaring red flag? Nowhere do we have a more egregious and criminally negligent example than with the climate science community’s complete denial of the climate engineering issue and its overall effect on the planetary thermostat. While the vast majority of climatologists/scientists and governments around the globe are either “investigating” or pushing for global geoengineering/solar radiation management to be deployed for global warming “mitigation” (as if geoengineering has not been going on for over 70 years already), other camps in the science community have long since confirmed that jet traffic and “contrails” (sprayed particulate trails) are actually a major contributor to global warming. A dozen sample articles are below which confirm the overall warming effect that is caused from jet aircraft traffic and “contrails”.
Real Condensation Trails
Real condensation trails form, not behind commonly-used engines, but behind high-vacuum areas of wings. This occurs when a jet is pitching up or when the jet is using heavy flaps. Both of these conditions greatly increase the vacuum (lift) produced by the wing and therefore increase the probability of contrail formation.
Contrails will normally appear on the outside edge of the wing or just outside the flaps when in a heavy-flap condition. Both of these conditions require high relative humidity.
Contrails can also appear above the top surface of a wing while a jet is pitching up (such as just before touchdown) because of the high-vacuum created while changing pitch.
Most of the wing-contrails explained above dissipate as soon as the vacuum zone ends. This explains why contrails typically last only 5 or 10 feet behind a wing (less than a second). As the vacuum zone ends, the air very rapidly reabsorbs the water vapor causing the contrail to disappear, except under the most humid conditions when the ambient air is unable to reabsorb the water.
Jet Turbines (Turbojets)
In contrast to typical turbofans, turbojets work differently. Instead simply pushing the majority of the air out the back using a large fan, all (or most in the case of low-bypass turbojets) of the air taken in by the engine is forced through the combustion section of the engine. This difference in design has a few important implications.
First, these engines are less efficient at lower speeds (below ~mach 2), but they produce thrust of much higher-velocity. This is why they are used on jet fighters and other high-speed combat aircraft. They are not used on large military aircraft or commercial aircraft.
Second, these engines have more water in their exhaust and therefore have the potential to produce short, non-persistent condensation trails when all of the required conditions are just right. These conditions are rare and so contrail formation is rare, but it can occur. Remember, turbojet engines are only used on jet fighters, not large military aircraft and not commercial aircraft.
Contrail Suppression Patents
The rare-but-possible contrail-forming potential of turbojet engines used on fighter aircraft caused the development of contrail suppression technology. This technology reduces the contrail-forming potential of these engines so these jets cannot be easily spotted while flying over enemy territory.
Government-funded disinformation contractors often cite these patents as evidence that high-bypass turbofans create contrails, but this is a blatant misapplication of the patents. The patents apply only to turbojets or low-bypass turbojets used on fighter aircraft, not high-bypass turbofans used on commercial aircraft and large military aircraft.
They Are Not Contrails
Turbojets and low-bypass turbofans – the only engines capable of producing rare condensation trails – are not used on commercial jets today. Nor are they used on large military jets. Instead, virtually all commercial and large military jets today use the much-more-efficient high-bypass turbofans.
Since we know that high-bypass turbofans are virtually incapable of producing condensation trails, then the trails we see coming from these countless jets today cannot be contrails. Instead, a mountain of evidence now indicates that these trails are deliberate particulate aerosols. You can easily identify high-bypass turbofans by their large diameter, and this engine type is clearly visible on all “chemtrail” jets we see emitting trails today.
Rare Water Injection Engines
At the end of this article is an excerpt from a data sheet published from the European Aviation Safety Agency showing certain older Spey turbofans (series 500) that use water injection for improved thrust performance.
The use of water injection in aircraft engines is rare, but it was also used in a few WW II aircraft, which explains the few “contrail” pictures floating around from that era.
The Rolls Royce Spey 512 is used to power the BAC One-Eleven. This aging commercial aircraft is in very limited use today. There are about 50 still in service, and most are outside the U.S.
If you see a short, non-persistent trail being emitted from a commercial jet, there is a small chance that it’s an old Spey Series 500 turbofan. If you see a short, non-persistent trail being emitted from any large jet, it’s a new non-persistent chemtrail. Keep in mind that a slowly-increasing number of chemtrail jets have been painted to look like commercial jets. We have already seen this deceptive tactic being used with military drones.
For the past few years, many have witnessed the overnight change in the trail emitted from these countless jets from long, persistent trails to short, non-persistent trails. On the same day, many/most of the jets began flying higher, and this change was obviously done to make the spraying less noticeable to the public, and this was an important tactic they used to counter the fact that awareness of this massive toxic aerosol-spraying campaign is growing rapidly in dozens of countries around the world.
Don’t be fooled. Long or short, if you see a trail coming out of a jet, with very few exceptions, it’s an intentional, toxic chemical aerosol.
source from geoengineeringwatch.org
Do we know with certainty that there are spray nozzles on the jets we see dumping toxic materials into our skies? Yes, the photo below clearly shows retrofit spraying nozzles mounted on the rear of the pylon directly in line with the engine exhaust to create the appearance that the spraying is a “condensation trail”.
This is an amazing video of AF pilot filming a chemical spray MUST WATCH