The so called justication    FROM WIKI

Solar radiation management[1] (SRM) projects (proposed and theoretical) are a type of climate engineering which seek to reflect sunlight and thus reduce global warming.[2] 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

THE PROBLEM

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”.

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Below is another picture which clearly shows the nozzle location on the pylon.

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The next video shows what is undeniably jet aircraft spraying of our skies. The dispersion from one of the military jets in the video is clearly being turned off, and then back on again. The official government narrative is that we are only seeing “condensation trails”, this is a monumental lie.

Though there are numerous video segments of both commercial and military jet aircraft spraying our skies (with footage that is undeniably aerosol spraying), the 90 second film clip below shows heavy aerosol spraying from the wing tips of a 4 engine jet carrier. This proves there are more nozzles than just those mounted directly behind the engine exhaust. There are those that claim the spraying in this video is “just a fuel dump”. First, how could such a conclusion be proven? The same “official agencies” that tell us we are only seeing condensation trails in our skies are the ones telling us that the type of spraying in this video is “just a fuel dump”. Second, if this video does show a fuel dump, why in the world should we feel better about that? The dumping of aerosolized jet fuel into the atmosphere is likely much more toxic than the geoengineering aerosols (in either case, we can never know exactly what is being sprayed for with any certainty). What this video proves is that the jet aircraft trails we see in our sky’s are not condensation trails, they are sprayed dispersions. Those that speculate on the composition of those dispersions have absolutely no way of knowing what the actual composition is. Any insinuation that we should not be concerned about a potential massive jet fuel dump is irrational. No matter what some claim as the “official explanation” for a potentially damning film capture, we should remember the official explanation for 911 and countless other lies we are fed.

The bottom line is this, unimaginable amounts of toxic materials are being dumped into our skies every single day and all of it is raining down on us. In regard to geoengineering, the elephant in the room is becoming all but impossible to hide, awareness of the ongoing climate engineering insanity grows by the day.  DW

Why High Bypass Turbofan Jet Engines Are Almost Incapable Of Producing Condensation Trails

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Source: Global Skywatch

This article explains why the trails being left in the sky by large aircraft cannot possibly be condensation trails (“contrails”). Once this is understood, then we are left with the ominous question: “What do these trails consist of?”

You can see the video version of this article here.

NOTE: This article has been opposed on the internet by government-paid disinformation employees. These intentionally-deceptive disinformation programs are using fabricated science to claim that high-bypass turbofans create trails.

In one example, a false study is being used to convince the public that high-bypass turbofans create trails. This study is not only based on false science and fabricated numbers, it was published after widespread spraying began and is an obvious attempt to fool the public into accepting geoengineering: The largest crime against humanity in human history by convincing the public that jet trails are a “normal result of fuel combustion”, which is simply not true as will be demonstrated below.

Those in the very highest positions who are responsible for this spraying campaign will do anything to conceal it, even going as far as rewriting jet engine training manuals and courses to teach new mechanics that these engines produce trails. There is no better way to convince the public than to have “expert mechanics” believing trails are normal and relaying this disinformation directly to the public. We see examples of this type of disinformation in the education system right now with the rewriting of the second amendment in school textbooks.

We have also received first-hand accounts of military tankers and drones painted to look like passenger jets on several occasions. This causes the public to believe that normal passenger jets are producing trails further enhancing the lie that trails are normal. Remember, a crime this enormous will be concealed by lies and coverups just as enormous.

Every Condition is Wrong for Contrail Formation

The formation of condensation trails requires vacuum (reduction in air pressure), cold temperatures, and high humidity, however, the output side of a jet engine contains mostly outside air that has been pushed through the engine by the large ducted fan (The ducted fan is the set of spinning blades that you see when you look at the front of the engine). This high-pressure at the output of the engine is contrary for the formation of condensation trails because pressurized air has the ability to hold much more water in suspension, without producing condensation.

NOTE: On very moist days, you may, on rare occasions, see a condensation “tornado” spiraling into the intake side of a high-bypass turbofan engine during high-thrust conditions. This is formed by the extreme, rapid vacuum formed on the intake of the engine. This vacuum induces condensation because air at reduced pressure cannot hold as much water. On the contrary, air on the high-pressure side of these engines cannot condense because it is not under vacuum.

High school science experiments demonstrate this with a vacuum jar. As the air is expelled, a gentle mist will form. When the valve is opened repressurizing the jar, the mist immediately disappears.


Even in this image, the ratio of air flowing through the fan vs. air flowing through the turbine is out of proportion. In reality, much more air flows through the fan than depicted here.

Only a fraction of the air that enters the engine is taken in by the turbine engine. This air is mixed with jet fuel (essentially kerosene), combusted, and then exits the engine under very high pressure and high temperature. Condensation formation requires a decrease in ambient air pressure to form, but the output of the turbine is under very high pressure which prohibits the formation of condensation trails.

Physics also tells us that, under the right conditions, condensation can form when air is cooled. Since the exhaust of the turbine engine driving the high-bypass turbofan is very hot – and remains hot for a long distance behind a jet, condensation formation is – once again – prohibited. (Hot air holds much more water without producing condensation.) Furthermore, the burning of fossil fuels produces black carbon soot, not water as claimed by some websites. You can see this black soot being expelled from the engines as you watch jets take off from an airport.

Furthermore, the ratio of air-to-fuel used in high-bypass turbofan engines is as high as possible (lots of air but relatively little fuel) so as to keep engines efficient and cost-effective, so the reduced amount of fuel in this ratio results in a lack of water in the exhaust, and this is yet another reason high-bypass jet turbofans cannot produce condensation trails.

In short, the more efficient the engine, the less fuel it uses per unit of air moved, and this renders high-bypass turbofans virtually incapable of producing condensation trails, unless they use water injection, which is extremely rare today (see section below).

Simply said, every condition necessary for contrail formation is absent in a high-bypass turbofan engine.

If you go to an airport and watch jets take off, you will see that they emit a faint trail of black carbon soot, which is typical of burnt jet fuel (kerosene), but you will not see water vapor.

If there was any chance that high-bypass turbo fans would create enormous plumes of water vapor, it would occur in high-humidity conditions during high thrust. High thrust only occurs during takeoff and the highest humidity occurs at ground level as the air at higher altitudes has very low humidity levels. We don’t see these enormous plumes of white water vapor during takeoff because these engines simply do not produce them.

The average adiabatic lapse rate (the rate of decrease in temperature with altitude) is about 3 Fahrenheit per 1,000 ft. Since the average temperature on the ground is 59 F (15 C), you can calculate that at 30,000 ft, the average temperature is: 59 – (3 x 30) = -31 F (-35 C). This cold, dry air provides inadequate conditions for condensation trail formation.

 

Real Condensation Trails

In this article, you can see a picture of a real condensation trail. You can also hear a detailed explanation in this video.

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

 

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