The History of Chemtrails:
How to Geoengineer a Planet with
Jet Fuel
A Tale of Soot,
Sulfur, Dirty Lies, and Shady Clouds
The
Chemtrail Conspiracy as explained by Wikipedia (which is the most trustworthy spot
on teh internetz, ya know):
According to
the chemtrail conspiracy theory, long-lasting trails left in the sky by
high-flying aircraft are chemical or biological agents deliberately sprayed
for sinister purposes undisclosed to the general public.
There-in
lies the Straw-man, attribution of intentional harmful actions to jet-made clouds.
The term chemtrail
is a portmanteau of the words “chemical” and “trail,” just as contrail
is a contraction of “condensation trail.” Believers in the conspiracy
theory speculate that the purpose of the claimed chemical release may be for
solar radiation management, psychological manipulation, human population
control, weather modification, or biological or chemical warfare, and that the
trails are causing respiratory illnesses and other health problems. Contrails
are formed at high altitudes (5–10 miles or 8–16 kilometers) and if any
chemicals were released at such altitude they would disperse harmlessly and
fall many hundreds of miles/kilometers away, or degrade before touching the
ground.
All the evidence
states clearly that chemtrails, or contrails, are not a depopulation scheme.
Although 10,000
deaths are directly attributed to jet exhaust each year, global
population has steadily risen since the first jet flights and ever
since. Each year diarrhea kills around 760,000 children under five, just
saying.
What if we
removed the “intent” Straw-man and take a discerning look at the facts about
these unique jet-made clouds?
What if a
chemtrail was a contrail, BUT, the real conspiracy was to focus people on a
Straw-man to hide the real-world effects of CONTRAILS?
On the
Wikipedia article there is a section titled “Contrails as chemtrails” but no mention or link to the much
lengthier “Environmental Impact of Aviation” page. Furthermore,
if you image search the term “chemtrails”
do you know what you get? Pictures of contrails,
big ugly contrails. The only difference is the word you choose to call
these clouds,
so let’s explore our options:
- Chemtrails
- Contrails
- Persistent Contrails
- Contrail Cirrus
- Aviation Induced Cloudiness (AIC)
- Aviation Induced Cirrus
- Induced Cirrus Cloudiness
- Jet produced cloud cover
- Artificial Cloud
- Global Dimming?
So many
terms, so little time.
If
chemtrails are contrails, and contrails are chemtrails, is this all some sort
of semantic ninjitsu?
The answer is Yes.
Here is the
real conspiracy:
Contrails are really screwing up the atmosphere, trapping heat, possibly exacerbating drought conditions
under high traffic corridors, and the “aviation industry” does not want
you, or anyone else, to know the facts. Even worse, by
2050 ground-based astronomy may be a thing of the past due to jet
produced cloud cover, and that may be the tip of a very big iceberg. What
will Solar Energy do to combat these clouded skies?
Here is a
timeline that will open your eyes to the real Contrail Conundrum, the
circumvention of international law and regulation to geoengineer our skies
using contrails and sulfur-doped fuels, and the hell we will pay if the plans
to use biofuels and Pepto-bismol for Contrail-Control come to pass.
The truth is
scarier than fiction.
I will be
presenting this information to the EPA
at a hearing August 11, 2015.
The Shady History of Jet Trails
THOSE WHO
FORGET THE PAST ARE DOOMED TO REPEAT IT!
This extensive
list will open your eyes to all things that shall not be mentioned by chemtrail
believer nor debunker, nonetheless, these are facts:
April 6, 1948
First
airliner with full jet
power flown
July 27, 1949
First
purpose-built jet
airliner takes flight
December 6, 1958
New Fuss Raised Over Jet Trails
“As you know
our entire economy is dependent upon tourist trade, which is predicated on our
bright sunshine and warm climate.
Recently our
sky has resembled a mob of exuberant sky riders performing an aerial circus.
The
‘contrails’ are breaking down into a haze and creating a cloud-like appearance
in the sky.
The Air
Force, so far, is flabbergasted.”
Jet Trails Dim Sun, Palm Beach Gripes
December 1968
Man Making Earth A Bad Place To Live, Professor Says
Jets
Increase Clouds
Reid A.
Bryson said that jet aircraft contrails were one of the more recent types of
cirrus clouds, which are comprised of ice crystals at high altitude.
Where jets
are operating today, cirrus clouds have increased by 5% to 10%, Bryson said.
He estimated
that if the day came
when 300 supersonic transports were in the air at one time,
the region of operation of most SST’s “might easily be 100% covered with cirrus clouds.”
The net
effect of this would be further to reduce the heating of the earth, and blue
skies might become a rarity.
January 1970
Jet Pollution Hit
Illinois
and New Jersey officials will not settle pollution suits against the nation’s
major airlines out of court, despite Tuesday’s agreement between the airlines
and the federal government to lean up the jet aircraft exhaust.
Representatives
of 31 major domestic airlines
agreed to install “burner cans” to eliminate
most of the smoke from their nearly 1,000 aircraft by 1972.
Us To Clamp Down On Jet Pollution
The government
will tell the nation’s 43 commercial airlines Tuesday that they must end
pollution of the skies with jet engine smoke by 1972 or face punitive
legislation from Congress.
Mainly at
issue is the installation of a redesigned combuster – or burner can – on 3,000
existing commercial jet engines of one maker that reportedly account for 70
percent of all
smoke pollution
from airliners.
October 1970
Patent: #3517512:
Apparatus for Suppressing Contrails owned by USAF
“likely
contrails are affecting precipitation to a much greater extent than are present
deliberate seeding operations.”
September 1971
Study Revealed On Jet Pollution
A jet air
plane in one landing and takeoff drenches the environment with as much soot as
2,500 automobiles produce in a entire day… soot, gases of carbon monoxide,
aldehydes (irritants in smog), hydrocarbons, and nitrogen oxides. 10,000 tons
of particulate matter (three airports)
September 1972
Jet Air Pollution Cut
There will
be a marked aesthetic improvement, since the so-called burner cans cut out
something like 70 percent of the visible pollution and thus the familiar “black belch” will be
seen no more.
July 1974
Research
Paper: Weather Modification by Carbon Dust Absorption of Solar Energy
“Growing
global population pressures and predicted future food shortages dictate that
man fully explore his potential use of solar energy. … Interest is concentrated
on the feasibility of mesoscale (~ 100-300 km) weather modification through
solar energy absorption by carbon
aerosol particles of the size ~ 0.1 µm [micrometer, 100
nanometer] or less”
December 1980
Roger
O’Neil, NBC News, Champaign, Illinois. Aired on 12/30/1980.
Clouded
Judgment: Do Jet Contrails Increase Cloud Cover?
JOHN
CHANCELLOR, anchor:
On clear
days, you can often see long white lines being traced high in the sky. They are
contrails of jet aircraft. They’re actually long, slender clouds. Other men are
finding them especially fascinating because the theory is being developed that
those long, white lines may be changing our weather for the better. Details
from Roger O’Neil.
ROGER
O’NEIL, reporting:
The exhaust
from jet engines, usually seen as long, thin trails of white clouds behind
high-flying jet airplanes, may be a big reason why there are 30 fewer days of
sunshine a year in the Midwest now than there were in 1900. The daily range
between high and low temperatures has also narrowed. Weather researchers,
studying cloud cover in 10 Midwestern states, found a sharp increase in
cloudiness with the increase in commercial jet travel, particularly in the main
East-West jet corridor, there were even more clouds. A jet produces a contrail
or cloud because its exhaust consists primarily of water vapor.
RICHARD
SEMONIN (Illinois Institute of Natural Resources): In the absence of natural
clouds, given the correct atmospheric condition, jet aircraft in high frequency
can almost completely cover the atmosphere, visible atmosphere, with clouds.
O’NEIL:
Semonin says, unlike
most changes in the atmosphere caused by man, this one
is beneficial. Clouds help farmers in the Midwest by
blocking the sun. Temperature extremes can damage plants and speed up the
evaporation of soil moisture. In the Winter, city people benefit because clouds
act as a blanket, preventing warm air from escaping into the atmosphere. No one
is trying to make clouds now using jet engines, but this study suggests that
jet travel is inadvertently making our days more cloudy and some day, weather researchers may be
able to use jets on purpose to change our weather.
Research
Paper: Effect
of Contrail Cirrus on Surface Weather Conditions in the Midwest – Phase I
September 1982
A High Flying Theory on Acid Rain Problem
1987-1993
International
Cirrus Experiment,
Participants: France,
Germany, United Kingdom
April 1990
Hughes
Aircraft Company suggests Geoengineering jet fuel.
United States Patent 5003186 –
Stratospheric Welsbach seeding for reduction of global warming
The
particles may be seeded by dispersal from seeding aircraft; one exemplary technique may be via the jet fuel as suggested by prior work regarding
the metallic particles. Once the tiny particles have been
dispersed into the atmosphere, the particles may remain in suspension for up to
one year.
1994-1999
Fuel sulfur
content tested as a source of contrail production.
Research
Paper: Influence of fuel sulfur on the
composition of aircraft exhaust plumes: The experiments SULFUR 1–7
April – May, 1996
SUbsonic aircraft
Contrail & Clouds Effects Special Study (SUCCESS)
The SUCCESS
project was conducted from the Kansas State University airport facilities in
Salina, Kansas from April 8, 1996 until May 10, 1996, with an extension from
May 10 until May 15, 1996 at NASA’s Ames Research Center in Moffett Field, Ca.
SUCCESS had several objectives:
- to better determine the radiative
properties of cirrus clouds and of contrails so that satellite
observations can more reliably measure their impact on the Earth’s
radiation budget.
- to determine how cirrus clouds
form, whether the exhaust from subsonic aircraft presently affects the
formation of cirrus clouds, and if the exhaust does affect the clouds
whether the changes induced are of climatological significance.
- to develop and test several new
instruments.
- to better determine the
characteristics of gaseous and particulate exhaust products from subsonic
aircraft and their evolution in the region near the aircraft
Research
Papers: Langley DAAC Project/Campaign Document – University of Utah Polarization Diversity LIDAR (PDL) Langley
DAAC Data Set Document
1996
Research Paper: In
Situ Observations of Particles in Jet Aircraft Exhausts and Contrails for
Different Sulfur-containing Fuels –
PDF
August 1997
Researh
Paper: Global
Warming and Ice Ages – Prospects for Physics-Based Modulation of Global Change
Geoengineering
SRM proposed by Edward Teller, Lowell Wood, Roderick Hyde at Lawrence
Livermoore National Labs
“It
may well be feasible to transport and disperse enough SO2 (Sulfur Dioxide or SO3 or H2SO4) into
the stratosphere to produce the desired insolation modulation effect”
March 1998
Researh
Paper: First
Direct Sulfuric Acid Detection in the Exhaust
Plume of a Jet Aircraft in Flight – PDF
August
1999
Research
Paper: Long-Range
Weather Prediction And Prevention of Climate Catastrophes – A Status Report.
Geoengineering
Models by Edward Teller, Lowell Wood, Roderick Hyde, Ken Caldeira
November
2000
Research
Paper: Ultrafine
Particle Size Distributions Measured in Aircraft Exhaust Plumes –
PDF
September 11, 2001
Research
Paper: Regional Variations in U.S. Diurnal Temperature Range for the
11–14 September 2001 Aircraft Groundings: Evidence of Jet Contrail Influence on
Climate
All planes
grounded for three days due to terrorist attack. Contrails seen on
satellite from six fighter jets cover more than 11,000 square miles.
From The
Contrail Effect:
At least
that was the case until September 11, 2001. For the first time since the jet
age began, virtually all aircraft were grounded over the United States for
three days. Even as they tried like the rest of us to absorb the enormity of
the terrorist attacks, climatologists realized they had an unprecedented
opportunity to scrutinize individual contrails, and several studies were
quickly launched.
One study
looked at the aforementioned contrails that grew to cover 7,700 square miles.
Those condensation trails arose in the wake of six military aircraft flying
between Virginia and Pennsylvania on September 12, 2001. From those isolated
contrails, unmixed as they were with the usual dozens of others, Patrick
Minnis, a senior research scientist at NASA’s Langely Research Center, and his
colleagues were able to gain valuable insight into how a single contrail forms.
Those once-in-a-lifetime data sets are so useful that Minnis is about to
analyze them again in an expanded study.
Another
study that took advantage of the grounding gave striking evidence of what
contrails can do. David Travis of the University of Wisconsin-Whitewater and
two colleagues measured the difference, over those three contrail-free days,
between the highest daytime temperature and the lowest nighttime temperature
across the continental U.S. They compared those data with the average range in
day-night temperatures for the period 1971-2000, again across the contiguous 48
states. Travis’s team discovered that from roughly midday September 11 to
midday September 14, the days had become warmer and the nights cooler, with the
overall range greater by about two degrees Fahrenheit.
These
results suggest that contrails can suppress both daytime highs (by reflecting
sunlight back to space) and nighttime lows (by trapping radiated heat). That
is, they can be both cooling and warming clouds. But what is the net effect? Do
they cool more than they warm, or vice versa? “Well, the assumption is a net warming,” Travis says,
“but there is a lot of argument still going on about how much of a warming
effect they produce.”
July 2004
Close To
Reality: Jet Fuel Made From Coal .
July 2006
Sky Graffiti
Warming Up Earth?
CBS News, Aired July 29, 2006 2:19 PM
Contrails
are lines of exhaust left by planes. It can be fun to watch them as they
crisscross the sky. But as Anthony Mason reports, some people think they could
spell trouble for the planet.
New research
suggests that jet exhaust is four times better at trapping heat than ground
emissions with contrails playing a critical role. Contrails form at high
altitudes when hot jet engines pass through cold moist air. The clouds spread
out trapping heat rising from the surface.
August 2006
Stratospheric
sulfur injection to reflect sunlight
Research
Paper: Albedo
Enhancement by Stratospheric Sulfur Injections – A Contribution to Resolve a
Policy Dilemma
2007
George W.
Bush mandates “Greenwashing” of the fossil fuel industry and the future of jet
fuel gets real weird, chicken fat weird.
1.
Greenwashing (a compound word modelled on “whitewash”),
or “green sheen,” is a form of spin in which green PR or green marketing is
deceptively used to promote the perception that an organization’s products, aims
or policies are environmentally friendly.
Research
Presentation: Biodiesel from Biodiesel
More
information on aviation biofuels: The
Chemical Trail Contrail-versy and Contrails,
Geoengineering, and the Single Fuel Concept and Biofuels
could not help climate change
February 2007
2008
93’000 flights per day,
watch this mind blowing animation!
This
animation shows all scheduled flights over a 24h period (based on 2008 data).
Every day 93’000 flights are starting from approx. 9’000 airports. At all time
there are between 8’000 and 13’000 airplanes in the air. This animation was
produced to be shown on the high definition 3D-Globe “Orbitarium” in Technorama
– The Swiss Science Center in collaboration with Institute of Applied
Information Technology InIT, Zurich University of Applied Sciences, Winterthur.
February 2008
Department
of Homeland Security and MIT team up to steer hurricanes with Carbon Black
Aerosol (soot)
Collaborative
Research: On Hurricane Modification by Carbon Black Dispersion: Methods, Risk
Mitigation, and Risk Communication – Dr. Moshe Alamaro
This
presentation focused on the use of carbon black aerosol
(CBA) to selectively heat parts of the atmosphere by dispersion of CBA
above a hurricane. This scenario is motivated by the fact that the energy cycle
of a hurricane may be represented as a Carnot heat engine, and reducing the
contrast between “hot and cold reservoirs” should reduce the power of a
hurricane and the CBA will absorb incident solar radiation to warm the “cold
reservoir.” Objectives of this study are to demonstrate direct control of
the intensity or track of simulated hurricanes; to quantify amounts of CBA
needed; to enhance understanding of the web of physical processes that power
hurricanes in relation to the overall thermodynamics of hurricanes; to
determine optimal dispersion scenarios; to enhance understanding of the
radiative and flow properties of CBA; to establish causes, effects, and
outcomes of CBA dispersion; and to develop methods to communicate risk to the
public of large-scale weather modification efforts. To accomplish all this we
will employ a diverse set of tools and methods, including a high-resolution
mesoscale numerical weather prediction model to simulate hurricanes and the
effect of adding CBA; engineering tools to develop manufacturing, transport,
and dispersion strategies; and both semi-structured interviews and structured
surveys to capture expert information and lay public perceptions.
April 21, 2008
Doped jet fuel
discussed at Weather Modification Conference. From the Extended
Abstract:
Use
of commuter aircraft with their jet fuels doped with
aerosol generators is another possibility. Also the use of UAVs
or blimps for aerosol dispersal could be considered. Potential adverse
consequences, however, are likely including impacts on precipitation, local
cold temperature extremes (which would also impact fossil fuel demands) and the
hydrological cycle. …
3.4 Seeding
cirrus clouds or making more contrails
On an annual
average clouds cover between 55 to 60% of the earth (Matveev 1984) and much of
that cloud cover consists of middle and high clouds. It is thought that
globally cirrus clouds contribute to warming of the atmosphere owing to their
contribution to downward transfer of LW radiation. In other words they are a
greenhouse agent. Human activity is already modifying the cirrus clouds through
the production of aircraft contrails. Kuhn (1970) found that contrails depleted
solar radiation and increased downward LW radiation but during the daytime
their shortwave influence dominates and they contribute to a net surface
cooling. Kuhn (1970) calculated that if contrails persist over 24h their net
effect would be cooling. Others have concluded that they lead to surface
warming (Liou et al. 1991; Schumann 1994) but Sassen (1997) notes that the sign
of the climatic impact of contrails is dependent upon particle size. Global
estimates of the effects of contrails are they contribute to a net warming
(Minnis et al. 2004).
It has even
been proposed to seed in clear air in the upper troposphere to produce
artificial cirrus which would warm the surface enough to reduce cold-season
heating demands (Detwiler and Cho 1982). So the prospects for seeding cirrus to
contribute to global surface cooling do not seem to be very good.
The only
approach that might be feasible is to perform wide-area seeding with soot or
carbonaceous aerosols which would absorb solar radiation and warm cirrus layers
enough to perhaps dissipate cirrus clouds (a semi-direct effect). This
strategy would be similar to that proposed by Watts (1997) and Crutzen (2006)
for implementation in the stratosphere. As noted by Crutzen (2006) only 1.7% of
the mass of sulfur is needed to produce a similar magnitude of surface cooling.
Application at cirrus levels in the upper troposphere would have the double
benefit of absorbing solar radiation thus contributing to surface cooling and
dissipating cirrus clouds which would increase outgoing longwave radiation. Of
course, the soot that becomes attached to ice crystals will reduce the albedo
of cirrus thus countering the longwave warming effect to some degree. In
addition, there is evidence that soot particles can act as ice nuclei, thus
contributing to greater concentrations of ice crystals by heterogeneous
nucleation but possibly reduced crystal production by homogeneous nucleation
(DeMott et al. 1994; Kärcher et al. 2007). Thus it would be best to engineer
carbonaceous aerosol to be ineffective as IN.
The possible
adverse consequences of such a procedure can only be conjectured at this time
but are mostly likely to impact the hydrological cycle. Complex chemical,
cloud-resolving, and global models are required to evaluate the feasibility of
this approach and to estimate possible adverse consequences. The feasibility of
this approach in terms of implementation strategies is probably comparable to
seeding sulfates in the lower stratosphere. The costs would be similar to
Crutzen’s estimates for stratospheric seeding.
April 1, 2009
Research
Paper: Modification
of cirrus clouds to reduce global warming
“dissolved or suspended in their jet fuel and later burned with the fuel
to create seeding aerosol, or (2) injected into the hot engine exhaust, which
should vaporize the seeding material, allowing it to condense as aerosol in the
jet contrail”
Greenhouse
gases and cirrus clouds regulate outgoing longwave radiation (OLR) and cirrus
cloud coverage is predicted to be sensitive to the ice fall speed which depends
on ice crystal size. The higher the cirrus, the greater their impact is on OLR.
Thus by changing ice crystal size in the coldest cirrus, OLR and climate might
be modified. Fortunately the coldest cirrus have the highest ice
supersaturation due to the dominance of homogeneous freezing nucleation.
Seeding such cirrus with very efficient heterogeneous ice nuclei should produce
larger ice crystals due to vapor competition effects, thus increasing OLR and
surface cooling. Preliminary estimates of this global net cloud forcing are more
negative than −2.8Wm−2 and could neutralize the radiative forcing due to a CO2
doubling (3.7Wm−2). A
potential delivery mechanism for the seeding material is already in place: the airline industry. Since seeding
aerosol residence times in the troposphere are relatively short, the climate
might return to its normal state within months after stopping the
geoengineering experiment. The main known drawback to this approach is that it
would not stop ocean acidification. It does not have many of the drawbacks that
stratospheric injection of sulfur species has.
April 7, 2009
IPCC
Radiative Forcing estimates do not account for contrails that have fanned out,
turning into cirrus clouds. Epic research paper points out the obvious.
Research
Paper: Aviation and global
climate change in the 21st century (Lee et al 2009)
AIC
[aviation induced cloudiness] RFs for all the 2020 forecast and 2050 scenarios
were scaled by fuel usage from the 2005 AIC RF value but are not included in
the RF totals presented here. The methods by which the 2050 RFs have been
calculated are simplified, particularly for O3, CH4 and contrail impacts. As
such, the results presented here are indicative and should be followed up with a
larger-scale international multimodel effort. In the case of AIC, we highlight that no process-based model has yet been presented in the
literature and there is an urgent need for such modelling.
March 2009
COntrails
Spreading Into Cirrus (COSIC) aims to quantify the climate role of line shaped
contrails caused by air-traffic that you often see in the sky. In particular,
we aim to understand how they can sometimes spread into larger cloud decks.
Such spreading contrails could add significantly to the CO2-driven
climate impacts of aviation, but estimates of their effect are very uncertain.
COSIC
has made direct measurements of spreading contrail using dedicated flights over
the UK with the BAe-146-301 large Atmospheric Research Aircraft. These
measurements are now being used to incorporate spreading contrails into models
of climate change. COSIC also aims to understand various stakeholder needs for
aviation-climate science and communicate science results in the most
appropriate way to the industry, policy makers and the public.
COSIC
is a Natural Environment Research Council (NERC) sponsored project led by the
University of Leeds, collaborating with the Universities of Manchester and
Reading, the UK Met Office, the Facility For Airborne Atmospheric Measurements
(FAAM) and the Institut für Physik der Atmosphäre, DLR, Germany.
Research
Paper: A case study of the radiative forcing of persistent contrails
evolving into contrail-induced cirrus – PDF
The
radiative forcing due to a distinct pattern of persistent contrails that form
into contrail-induced cirrus near and over the UK is investigated in detail for
a single case study during March 2009. The development of the contrail-induced
cirrus is tracked using a number of high-resolution polar orbiting and
lower-resolution geostationary satellite instruments and is found to persist
for a period of around 18 h, and at its peak, it covers over 50,000 km2.
The shortwave (SW) and longwave (LW) radiative forcing of the contrail-induced
cirrus is estimated using a combination of geostationary satellite instruments,
numerical weather prediction models, and surface observation sites. As
expected, the net radiative effect is a relatively small residual of the much
stronger but opposing SW and LW effects, locally totaling around 10 W m−2
during daylight hours and 30 W m−2 during nighttime. A simple
estimate indicates that this single localized event may have generated a
global-mean radiative forcing of around 7% of recent estimates of the
persistent contrail radiative forcing due to the entire global aircraft fleet
on a diurnally averaged basis. A
single aircraft operating in conditions favorable for persistent contrail
formation appears to exert a contrail-induced radiative
forcing some 5000 times greater (in W m−2 km−1)
than recent estimates of the average persistent contrail radiative forcing from
the entire civil aviation fleet.
This study emphasizes the need to establish whether similar events are common
or highly unusual for a confident assessment of the total climate effect of
aviation to be made.
May 2009
Research
Paper: The
Benefits, Risks, and Costs of Stratospheric Geoengineering
“dispersing
gases from planes .. addition of sulfur to the fuel ..
release the aerosol through the exhaust system … release the sulfur from its
own tank within the plane”
March 4, 2010
Contrail
Mitigation options discussed at ICAO Colloqium on Aviation and Climate Change
Contrail
cirrus contributes a large fraction to the aviation induced climate impact
(comparable to 50 years of aviation C02)
Satellite
data analyses suggest observable impact of aviation on cirrus cover and
radiation fluxes.
The climate
impact of aviation induced contrail cirrus depends on aircraft properties (e.g.
soot emissions) and routing (avoid cirrus forming regions) [known as Ice-Supersaturated Regions or
ISSR]
Both aspect
offer the potential for aviation to reduce the climate impact of aviation (less soot emissions, less warming and more cooling contrails; predictable
for operational planning)
Climate Optimized Routing of Flights (to avoid contrails)
A first test
version of climate optimised flight planning (only contrails and fuel burn =
CO2) is already implemented within the Lufthansa Systems tools (UFO)
A more
comprehensive solution will be tested during the next few years (REACT4C)
More
info:
March 10, 2010
Case Orange – Belfort Group
Chemtrail Report
70 pages. Case Orange report (resumé version)
328 pages. Case Orange report (complete version)
March 2011
Research
Paper: Atmospheric science: Seeing through contrails
Contrails
formed by aircraft can evolve into cirrus clouds indistinguishable from those
formed naturally. These
‘spreading contrails’ may be causing more climate warming today than all the
carbon dioxide emitted by aircraft since the start of
aviation.
June 2011
Research
Presentation: Design of Aircraft Trajectories based on Trade-offs between
Emission Sources Ninth USA/Europe Air Traffic
Management Research and Development Seminar (ATM2011) Final Paper dated April 14, 2011
There are
indications that persistent contrails can lead to adverse climate change,
although the complete effect on climate forcing is still uncertain. A flight
trajectory optimization algorithm with fuel and contrails models, which
develops alternative flight paths, provides
policy makers the necessary data to make trade-offs between persistent contrails mitigation and aircraft fuel consumption.
July 2011
David
Keith’s research paper: Geoengineering Cost Analysis by Aurora Flight Sciences
However, injection of the sulfuric acid into the exhaust in this
way may represent an efficient method by which to disperse it into the
atmosphere. This analysis suggests that even at the maximum sulfuric acid
release rate under consideration (24.9 kg/s) the thrust level produced by the
engine is not adversely affected (1.05 thrust ratio).
August 21, 2011
Do Planes Trigger Rains? Naked Scientists Podcast
The rain in
Spain falls mainly on the “plane”. Or so the saying goes, but new research has
confirmed that aeroplanes
do cause clouds to dump their contents prematurely, often
around airports, and in this week’s show we explore this weather-altering
effect of aviation.
November 7, 2011
United Airlines Flies First U.S. Commercial Advanced Biofuel
Flight
“United is
taking a significant step forward to advance the use of environmentally
responsible and cost-efficient alternative fuels,” said Pete
McDonald, United’s executive vice president and chief operations
officer. “Sustainable biofuels, produced on a large scale at an economically
viable price, can one day play a meaningful role in powering everyone’s trip on
an airline.”
Today’s
flight demonstrates United’s commitment to sustainable biofuels and making
progress toward enhancing energy security, diversity of our fuel supply and a
reduction in lifecycle greenhouse gas emissions compared to traditional fossil
fuels.
United marks nation’s first biofuel-powered commercial flight – Video
November – December 2011
The birth of
Ultra-Low Sulfur Jet Fuel (ULSJ fuel)
Research
Presentation: NASA Alternative Fuel Research
Commercial
Aviation Alternative Fuels Initiative (CAAFI) – 2011 General Meeting
What? The
2011 General Meeting and Expo of the Commercial Aviation Alternative Fuels
Initiative® (CAAFI®) was held November 30-December 1, 2011, at the Georgetown
University Conference Center and Hotel in Washington, DC. The meeting was
organized by CAAFI’s four co-sponsors in cooperation with conference organizer
Kallman Worldwide, Inc. For the first time the General Meeting included an
adjacent Expo with displays by 32 exhibitors including fuel producers, federal
agencies, state initiatives and support service providers.
Why? Since
2006, CAAFI has been leading efforts to develop and deploy sustainable
alternative fuels for commercial aviation. There has been dramatic progress
since CAAFI’s last General Meeting in 2009. In the intervening years the
industry has moved from alternative fuels as an aspirational concept to achieve
environmental gain, security of supply, and improved economics, to the
emergence of sustainable alternative fuels as an operational reality. Following
recent fuel approvals, government
support for deployment and the beginning of alternative
jet fuel passenger flights by United Airlines and Alaska Airlines,
the aviation sector is on the cusp of a major expansion of operational use of
sustainable alternative jet fuels in the United States and globally. This
meeting gathered global government and industry stakeholders to share progress
and opportunities, and set goals and strategies for developing and deploying
alternative jet fuels for commercial and military aviation building on the
progress achieved to date.
February 2012
INCITE Researchers Explore How Aircraft Contrails Can Impact
Climate
Contrails
are ice clouds that form by condensation of water vapor exhaust from aircraft
engines and develop further in the aircraft wake as they are entrained by the
airplane trailing vortices (see Fig. 1). When contrails spread to form cirrus
clouds (see Fig. 2), they can persist for hours and extend over areas of
several square kilometers. These “contrail cirrus,” which artificially increase
Earth’s cloudiness and become almost indistinguishable from natural cirrus, are
among the most uncertain contributors to the Earth’s radiative forcing.
(Radiative forcing is defined as the change of the net radiating flux resulting
from changes in the atmospheric composition. A measure of the perturbation of
Earth-atmosphere energy budgets, it is widely used as a climate metric.)
March 23, 2012
Geoengineering
paper proposes the USAF Civil Reserve Air Fleet (CRAF) convert
passenger Boeing 747’s to deliver chemicals for Solar Radiation Management.
Research
Paper: Cost
analysis of stratospheric albedo modification delivery systems
The authors
acknowledge helpful commentary from David Whelan and Robert Parks. Funding for
this work was provided
by [BILL GATES] the Fund for Innovative Climate
and Energy Research (FICER), see http://keith.seas.harvard.edu/FICER.html.
The work by Aurora Flight Sciences was funded as a consulting contract by FICER funds administered through the
University of Calgary under the direction of David
Keith.
Determining the Boeing 747 Conversion Costs for the Civil
Reserve Air Fleet Enhancement Program
The Civil
Reserve Air Fleet (CRAF) Enhancement Program provides a contractual arrangement
between the Air Force and major U.S. airlines for modifying Boeing 747 and
DC-10 passenger aircraft for use as convertibles–aircraft capable of carrying
military cargo in an emergency, while providing commercial passenger service in
peacetime. The airlines will incur several costs as a result of modifying these
aircraft, each of which must be reimbursed by the Air Force. The costs incurred
by the airlines include: net revenue lost during the eight week modification period;
the modification cost: increased operating costs for 16 years due to the higher
weight and increased value of a convertible aircraft; and the opportunity cost
of retaining a modified aircraft for 16 years. Each of these costs were
calculated for the Boeing 747, with the following results: $3,014,564 net loss
of revenue during modification; $14,300,000 modification cost; 46,637,015
increased operating costs for 16 years; and no opportunity cost. These costs
total $23,951,579, and represent the amount of reimbursement from the Air Force
for each Boeing 747 conversion. (Author)
USAF Civil Reserve Air Fleet (CRAF) Fact Sheet
The
following air carriers are members of the Civil Reserve Air Fleet (subject to
change monthly)
International
Segment – Long Range Section:
ABX Air – Air Transport International – American Airlines
– Atlas Air – Delta Air Lines – Federal Express Airlines
– Hawaiian Airlines – Kalitta Air Cargo – National Air Cargo
Group dba – National Airlines – Omni Air International – Polar
Air Cargo – Sky Lease I – Southern Air – United Air Lines
– United Parcel Service – US Airways
International
Segment – Short Range Section:
Alaska Airlines – American Airlines – Delta Air Lines – Jet Blue
Airways – Lynden Air Cargo – Miami Air International – MN
Airlines dba Sun Country – Northern Air Cargo – United Air Lines
National
Segment – Domestic Section:
Allegiant Air – Southwest Airlines
September 2012
Stratospheric
passenger flights are likely an inefficient geoengineering strategy
Solar
radiation management with stratospheric sulfur aerosols has been proposed as a
potential geoengineering strategy to reduce global warming. However, there has
been very little investigation on the efficiency of specific injection methods
suggested. Here, we show that using stratospheric passenger flights to inject
sulfate aerosols would not cause significant forcing under realistic injection
scenarios: even if all present-day intercontinental flights were lifted above
the tropopause, we simulate global surface shortwave radiative forcings of
− 0.05 W m−2 and
− 0.10 W m−2 with current and five times
enhanced fuel sulfur concentrations, respectively.
October 2012
Employing
commercial aircraft to inject sulphur into the stratosphere is not a viable
strategy, according to Finnish researchers. Even if planes flew at higher
altitudes and emitted ten times the current legal limit of sulphur, the cooling
effect would be lower than if the same amount of sulphur was injected over the
tropics.
February 2014
US
Defense Department switching to civilian-grade jet fuel
With
testing of civilian-grade jet A with additives nearly complete,
36 military bases in the US have
converted away from the military-grade JP-8. The remaining more
than 230 locations are slated to convert in 2014.
“For
the conversion in the continental United States, the demonstration phase
of the conversion is essentially completed,” said Susan Lowe,
a spokeswoman for the Defense Logistics Agency Energy, the fuel-buying arm
of the Department of Defense. “Virtually all DOD aviation and ground
equipment has been tested and (is) ready for the use of commercial specification jet A fuel
with additives.”
The
two main exceptions to the conversion are jet A-1, a civilian grade nearly
identical to JP-8 that is commonly used by the military outside of the US,
and JP-5, which is mainly used on aircraft carriers. Jet A-1 has the
same flash point as jet A but a lower freezing point: jet A freezes
at minus 40 degrees Celsius and A-1 freezes at minus 47 degrees Celsius.
The requirement of an antistatic additive for A-1 is another major
difference, while JP-8 further requires corrosion inhibitor and icing
inhibitor additives.
The
DoD began the initiative in 2009 with demonstrations at four Air Force
locations.
March 2014
Academy of
Finland’s FICCA funded COOL Project
“Another
technique examined was the use of commercial passenger aircraft flying at high
altitudes to inject sulphate aerosols, emitted by
aviation fuel, into the stratosphere. This would
mimic a volcanic eruption, during which sulphur compounds are released into the
stratosphere. They reflect solar radiation and thereby have a clear cooling
effect on the climate. No previous calculations are available on the viability
of using commercial flights in this way.
“In terms of
efficient geoengineering strategies, this technique proved unviable. It would
work best close to the equator, but little air traffic operates there –
commercial flight routes are operated further north. In addition, current
commercial aircraft are unable to fly high enough in the stratosphere. We would
need new planes with large amounts of sulphur added to their fuel,” Laaksonen
says.
Commercial
aircraft could be used to deliever sulfate into stratosphere by increasing fuel
sulfur content and the flight altitude of inter-continental flights • The
sulfur content of the fuel should be increased to about 50 times the current
level to have a significant cooling effect • The cooling effect would be
confined to the Northern Hemisphere
December 4, 2012
Arctic Methane Emergency Group (AMEG)
demands global Geoengineering in “Strategic
Plan” sent to all world leaders. Claiming methane from the arctic could erupt rapidly, killing everyone
on the planet, they demand immediate action which includes spraying
chemicals from planes and using contrails to cool the world.
As for
appropriate interventions, there are a number of things to do immediately in
parallel:
1. Consider practices
and regulations that are having, or risk having, a heating effect on the
Arctic. A postponement of drilling in the Arctic would be sensible,
because of inevitable escape of methane but also because of the risk of blowout
with or without oil spill.
2. Try to maintain or
even enhance the current
cooling effect from currently emitted sulphate aerosols
in the troposphere at mid to high northern latitudes. For
example the regulation to ban bunker
fuel for ships should be relaxed while encouraging continued
use of bunker fuel where the resulting aerosol emissions might be beneficial.
Reduction of sulphate aerosol ‘pollution’ will be unpopular with many
environment groups, but the priority to cool the Arctic has to be established.
3. Establish the
positive and negative net forcing from contrails,
and encourage flight paths of commercial airplanes
to reduce positive or increase negative net forcing. The ban on polar
flights, lifted recently, should be reintroduced.
4. Reduce black carbon into Arctic.
Make for preparedness to fight tundra fires in Arctic and sub-Arctic.
5. Find ways to remove
black carbon from coal fired power stations, while allowing or compensating for
the cooling effect that their aerosol emissions would be producing without the
scrubbing out of sulphur compounds.
Geoengineering
actions for enhancing the reflection of sunlight back into space and for
increasing the thermal energy emitted into space.
1. Prepare the supply
and logistics for spraying
aerosol precursor in large quantities, preferably into the lower stratosphere,
for deployment by next March or April (not sooner because the risk of ozone
depletion). Of course, possible negative impacts have to be considered
before large scale deployment, but it is worth being fully prepared for such
deployment on the assumption that this technique can be made to work
effectively.
2. Develop and test the deployment of suitably reflective
particles, of such materials as TiO2, as
alternative or supplement to sulphate aerosol.
Prepare for large scale deployment.
3. Finance the
development of, and deployment capability for, marine cloud brightening,
with a view to deployment on a large scale in spring 2013 – assuming that is
the earliest conceivable time. The main technical problem seems to be
with the jets, so experts from major companies in the ink-jet technology field
need to be brought in. Boats and land installations need to be kitted
out.
4. Finance the
development and deployment capability for cirrus cloud removal, since this is a
promising technique. Suitable chemicals need to be identified/confirmed,
with stock-piling of these cloud seeding chemicals. Aircraft need to be
kitted out to spray these chemicals.
5. Finance brainstorming
sessions for geoengineering, with top scientists and engineers, such as to
suggest further measures, improvements to above techniques and the development
of other intervention ideas.
6. Finance the research
and trials of all promising techniques for helping to cool the Arctic,
including the three geoengineering techniques
above. Update Earth System models to deal with the actualities
of sea ice retreat, such that the effects of different techniques can be
modelled and optimum joint deployment strategies established.
February – April 2013
Contrails
might be a punch line in the culture these days, thanks to the imaginative
folks who have rechristened them “chemtrails” and embroidered them with
elaborate theories involving government and corporate misdeed.
But
contrails are pretty serious business for a less conspiratorial reason:
scientists believe these ice clouds generated by water exhaust gases from
aircraft engines could have a real impact on the climate, perhaps by cooling
temperatures during the day and warming them at night.
When
contrails spread to form cirrus clouds, they can persist for hours and extend
over areas of several square kilometers. These
“contrail cirrus,” which artificially increase
Earth’s cloudiness and become almost indistinguishable from natural cirrus, are among the most uncertain contributors to the
Earth’s radiative forcing. (Radiative forcing is defined as the
change of the net radiating flux resulting from changes in the atmospheric
composition. A measure of the perturbation of Earth-atmosphere energy budgets,
it is widely used as a climate metric).
ACCESS – Alternative-Fuel Effects on Contrails and Cruise
EmiSSions Flight Schedule
NASA DC-8
February 18, 2013 – March 15, 2013
April 4, 2013 – April 12, 2013
More
Info
June 2013
Scientists
don’t know jack about aerosols.
Research
Paper: Dust ice nuclei effects on cirrus clouds in ECHAM5-HAM
Aerosol-cloud interactions are one of the main
uncertainties in climate research. Up to now a lot of research has been
conducted on aerosol-cloud interactions in warm clouds. The impact of aerosols
on ice or mixed-phase clouds is much less understood. Cirrus clouds in an
unpolluted environment are assumed to form mainly via homogeneous freezing. The
presence of heterogeneous ice nuclei can lead to earlier ice crystal formation
and change the microphysical properties of cirrus clouds. Recent box model
studies even suggest that heterogeneous freezing can suppress homogeneous
freezing, if several conditions are fulfilled. Most likely this would lead to
cirrus clouds containing fewer and larger ice crystals. If homogeneous and
heterogeneous freezing compete either freezing mechanism may dominate depending
mainly on vertical velocity and number density of ice nuclei. Thus, it is not
clear yet how number and size of ice crystals are affected.
May 2014
ACCESS II
Alternative Jet Fuel Flight Tests Begin
NASA to study the effects on emissions and contrail formation
of burning alternative jet fuels
Research
Paper: Impact of Aviation on Climate: FAA’s Aviation Climate Change
Research Initiative (ACCRI) Phase II
In
particular, the use of renewable fuels will further decrease RF associated with
sulfate aerosol and black carbon. While this focused ACCRI program effort has
yielded significant new knowledge, fundamental uncertainties remain in our
understanding of aviation climate impacts. These include several chemical and
physical processes associated with NOx-O3-CH4
interactions and the formation of aviation-produced
contrails and the effects of aviation soot aerosols on cirrus clouds
as well as on deriving a measure of change in temperature from RF for aviation
non-CO2 climate impacts – an important metric that informs
decision-making.
ACCESS-II
Flight Schedule
Equipment Installation May 1-5, 2014
Flights May 6-29, 2014
Videos
Alternative
Fuel Effects on Contrails and Cruise Emissions Chase Plane Project
Alternative
Fuel Effects on Contrails and Cruise Emissions Data Timeseries
July 2014
ACCESS-II testing JP8
DOPED WITH SULFUR, is that any surprise?
Research
Presentation: In-Situ Measurements of Contrail Properties Measured During the
2013-2014 ACCESS Project
Three
different fuel types are discussed: a low-sulfur JP-8 fuel, a 50:50 blend of
JP-8 and a camelina-based HEFA fuel, and the JP-8 fuel
doped with sulfur.
January 2015
Rogue
Geoengineering
Dian Seidel
tells Weather Modification Conference members: “We can not detect Rogue Geoengineering”
Research
Paper: Detection
limits of albedo changes induced by climate engineering. Nature
Climate Change, 4, 93-98. doi:10.1038/NCLIMATE2076.
“In summary,
although very large albedo increases are potentially detectable, interannual albedo
variability overwhelms the maximum conceivable increases associated with the
leading proposed SRM schemes.”
Cirrus
Cloud Seeding with Pepto Bismol?
Introducing
Thermal Radiation Management (TRM) or the removal of high, cold cirrus
clouds
Research
Paper: On The Climate response to Cirrus Cloud Seeding – VIDEO
Research
Paper: Modifications of cirrus clouds in a geoengineering framework
TRM: Cirrus
cloud seeding
- Idea: inject highly efficient ice
nuclei into cirrus forming regions.
- Create competition effect between
homogeneous and heterogeneous ice formation.
- Larger and heavier ice crystals
can form
- Removal of longwave trapping
cirrus and upper tropospheric water vapour.
- Suggested seeding material:
- Bismuth
tri-iodide, BiI3
- Cheap’ish and
non-toxic.
- Seeding via commercial airliners?
- Advantage: seeding aerosol
residence time is relatively short in the troposphere.
- Drawback: does not address ocean
acidification issue.
Research
Paper: Cirrus cloud
seeding: a climate engineering mechanism with reduced side effects?
Day 1 – Could we? Climate Engineering Research
Symposium – July 7-10 2015
“Jon Egill
Kristjansson told us about the fine line a potential cloud seeder would have to
walk by seeding small, homogenous ice nuclei in
cirrus clouds, which then cool the planet by letting more long-wave radiation
out, but making
sure not to “over-seed“, as injecting too many nuclei would mean reduced solar
reflection and subsequently more warming. We heard that although initial
modeling on cirrus cloud “thinning” in this manner indicates that the method is
scientifically feasible, as one member of the audience pointed out, very little
is known about its technical feasibility. The creation of small, homogenous ice
nuclei in cirrus clouds could cool the planet, but a multitude of questions remain
regarding how, where and under what conditions such particles can be
successfully created.”
July 2015
Plan to
geoengineer Contrails with Biofuels and Sulfur-Doped jet fuel tanks proposed
(the Two-Tank solution)
Research
Paper: Impacts of aviation fuel sulfur content on climate and human
health – PDF
Applying high FSCs [fuel sulfur content] at aviation cruise altitudes
combined with ULSJ [ultra-low sulfur jet fuel, aviation biofuel] fuel at lower
altitudes result in reduced aviation-induced mortality and increased
negative RE compared to the baseline aviation scenario.
CONCLUSION
If these
clouds, whatever you call them, weren’t a geoengineering experiment before,
they surely are now.
The End.
~ Jim Lee
Learn more
about Geoengineering on my research page:
My
Speech to the EPA about Flight Pollution
Here is the
final version of my speech I will be giving at the EPA
hearing on flight pollution in Washington DC. on August 11th, 2015:
[NOTE:
TRANSCRIPT CONTAINS MINOR CHANGES FROM THE VIDEO
PRESENTATION]
[FREE PDF
VERSION: DOWNLOAD,
SHARE, EMAIL A SENATOR. ALSO ON SCRIBD]
Why is the
EPA claiming that six greenhouse gases emitted from jet planes are a
“threat to human health” under the Clean Air Act [1] while doing nothing to
address ongoing lawsuits over leaded aviation gasoline [2] or the real health
concerns of stakeholders worldwide: cancer-causing, heavy metals in fuels and
their additives, [2][3][4][5][6] and aviation-induced cloudiness (AIC)?
You (The
EPA) claim the authority to regulate aviation emissions under the Clean Air Act
231(a)(2)(A), a law that should protect us from the aforementioned poisonous
pollution. However, the definition of “pollution” is being perverted to mean
“climate change gases” in what can only be called a violation of the spirit of
the law. Quote:
“air
pollution which may reasonably be anticipated to endanger public health or
welfare.” [7]
As you can
see by the wording in the Clean Air Act, lead, barium, aluminum, and
trade-secret, toxic chemicals clearly present a greater danger to public health
than greenhouse gases, no matter how much climate science you accumulate.
Furthermore, Material Safety Data Sheets of aviation fuel and their additives
almost always contain the same warning: “DO NOT DUMP IN WATER.” Yet raw
fuel-dumping [8][9] or burning these dangerous chemicals and then dumping them
in water is somehow safe? Finally, despite great efforts to find
bio-accumulation or bio-magnification studies on precipitated aviation
pollutants, none seem to exist.
The EPA and
Obama administration are ignoring the global outrage over the most visible
climate change concern from airplanes: CLOUD CREATION.
Do a search
for the word “chemtrails” and you will see millions of concerned citizens who
“Look Up” and wonder “What in the World Are They Spraying?” [10] Despite what
you may think of the myriad of maladies attributed to these clouds, the global
outrage is nonetheless clear. They are right to be worried and
we should all be concerned.
The EPA’s
claim that CO2 is a greater threat to human health than contrails and aviation
induced cloudiness is based on incomplete IPCC data that downplays the
effects of contrails on our climate. The IPCC’s 4th assessment of contrail
radiative forcing only accounted for “linear contrails,” meaning that any
contrail that spreads out and turns into cirrus clouds was not accounted for.
How
significant is the heat-trapping contrail conundrum? Quote:
“Contrails
formed by aircraft can evolve into cirrus clouds indistinguishable from those
formed naturally. These ‘spreading contrails’ may be causing more climate
warming today than all the carbon dioxide emitted by aircraft since the start
of aviation.” [11]
Another
researcher stated:
“A single aircraft
operating in conditions favorable for persistent contrail formation appears to
exert a contrail-induced radiative forcing some 5000 times greater than recent
estimates of the average persistent contrail radiative forcing from the entire
civil aviation fleet.” [12]
Although
this research has now been incorporated into IPCC computer models and revised
down, in my opinion, these claims highlight gaping holes in climate science.
2013
“Aerosol-cloud interactions are one of the main uncertainties in climate
research.” [13]
Scientific
understanding of how contrails transition to cirrus clouds is
severely lacking but rapidly evolving with the latest research
showing that cirrus clouds are filled with metal aerosols from human sources.
The
big one that we’ve found is lead. … comes from things like tetraethtyl lead in
fuels … still used in some light aviation. [2] So that’s probably the
biggest metal that we find, or the most frequent metal that we find. But we
find a whole host of different metals, actually. [14][15]
Apparently,
small amounts of metal particles have major effects on cirrus clouds:
It would
seem that you would have to change all of the aerosol in the atmosphere very
radically to get a big effect on the clouds. But because mineral dust and
metallic particles are such a small amount of the particulate matter – just a
percent or two – it means that you only have change about a percent or two of
the particles to get a big effect on these clouds. [14][15]
The latest
research casts doubt on the IPCC’s contrail assumptions and requires serious
consideration when addressing the real climate change impact of aviation:
- High altitude metals and cirrus
cloud condensation nuclei (CCN) are likely coming from leaded AVGAS and
jet exhaust.
- Contrails are making cirrus
clouds and small changes in atmospheric metal have large impacts on cirrus
cloud creation.
- Cirrus clouds trap heat and
likely have a greater climate change impact than CO2.
Finally, aviation-induced
cloudiness endangers future growth in solar energy, affects tourism, and is
projected to make terrestrial astronomy impossible by 2050. [16]
Geoengineering
scientists, NASA, NOAA, FAA, USDA, DOE and international corporate partners are
discussing the use of biofuels and sulfur-doped jet fuels for contrail control,
[17][18] and Cirrus Cloud Seeding with Bismuth tri-iodide to melt these clouds
away. [19] The EPA should be involved directly in these discussions.
As a result
of these recent findings, I strongly encourage the EPA to consider expanding
the scope of this endangerment to include metal particulates and cloud
formation from jet exhaust.
If the EPA
complies with the spirit of the Clean Air Act, they will protect us from metal
aerosols attributed to Alzheimer’s, Autism, Cancer, and a plethora of other
debilitating illnesses.
If the EPA
is truly concerned about aviation-induced climate change, they will regulate
the production of contrails and cirrus clouds which change our climate to a
much greater extent than the sum of the six greenhouse gases named in this
Proposal. [1]
Regulating
heavy metals and aviation-induced cloudiness will be meaningless without proper
verification. Even though International Civil Aviation Organization (ICAO)
members sign a binding agreement to only use certain chemicals in their gas
tanks, we all know agreements and regulations are useless without proper
verification.
Therefore, I
request that MANDATORY, RANDOM testing of jet exhaust be immediately
implemented.
This is the
most important step the EPA can take to follow the spirit of the law, do its
due diligence to protect us from harmful pollution, and get real-world data to
improve future regulations.
Most of the
data behind this endangerment finding comes from research in highly controlled
environments where most variables are known. We need verification of non-ideal
situations where fuel fouling, [20] FAME contamination, [21] or improper
maintenance end in vastly different exhaust particulates than seen in “lab”
settings.
To achieve
verification, I propose that the EPA randomly attach a trailing probe to both
foreign and domestic flights, then collect and analyze the results to determine
real-world exhaust constituents. Alternatively, ground-based LIDAR observations
[22] may be possible over fixed, high-traffic areas and prevent possible
terrorist attacks using aerosols. Either way you choose, we need verification
and protection.
In
conclusion, the EPA should expand this endangerment to include metal
aerosols and cloud creation, create a verification system that includes all
aircraft, protects us from aviation pollution, holds violators accountable, and
commits to better scientific accuracy for future determinations.
Thank you
for this opportunity to speak on behalf of so many who could not be here, and
thank you for listening to a “lay person’s views” on this subject. While
I appreciate the efforts of the Center for Biological Diversity, the Sierra
Group, and Friends of the Earth to get the EPA to hold the aviation industry
accountable, the poor people like myself have to live near these airports,
under these fuel dumps, and under these clouded skies. I hope that some faith
can be restored in our EPA by your action here and now. Tell the ICAO that
they will meet your demands, and our demands, not the other way around.
Thank you
again,
James Lee
http://climateviewer.com/rezn8d/
REFERENCES
[1] Page
37763, Federal Register / Vol. 80 , No. 126 / Wednesday, July 1, 2015 “Proposed
Finding That Greenhouse Gas Emissions From Aircraft Cause or Contribute to Air
Pollution That May Reasonably Be Anticipated To Endanger Public Health and
Welfare and Advance Notice of Proposed Rulemaking; Proposed Rule” – http://www.gpo.gov/fdsys/pkg/FR-2015-07-01/html/2015-15192.htm
[2] Friends
of the Earth, April 21, 2014 – EPA report shows violation of federal
airborne lead standards at two California airports, yet it continues to delay
action – http://www.foe.org/news/archives/2013-06-epa-report-shows-violation-of-federal-airborne-lead-standards
[3] Octel
America Inc. – Stadis 450 Barium Salt (DINNSA) Material Safety Data Sheet: http://hazard.com/msds/files/cjn/cjnmq.html
–http://msdsreport.com/msds/CLNRZ
– NOTES: TRIMETHYLBENZENE (SARA 313), 10 – 30% TRADE SECRET
POLYMER CONTAINING SULPHUR, 5 – 10% TRADE SECRET POLYMER CONTAINING
NITROGEN,
NAPHTHALENE (SARA 313)
[4] Space
and Naval Warfare Systems Center, December 2000 – Trace Element and
Polycyclic Aromatic Hydrocarbon Analyses of Jet Engine Fuels: Jet A, JP5, and
JP8 – http://oai.dtic.mil/oai/oai?verb=getRecord&metadataPrefix=html&identifier=ADA396143
[5] U.S.
Department of Health hand Human Services – Agency for Toxic Substances and
Disease Registry – Toxicological Profile for JP-5 and JP-8 – http://www.atsdr.cdc.gov/toxprofiles/tp.asp?id=773&tid=150
[6] GE Water
– SPEC-Aid 8Q462 turbine fuel stabilizer and detergent (HiTTS, JP8+100)
additive MSDS – http://www.hazard.com/msds/f2/cdg/cdgcf.html – http://www.scribd.com/doc/236182788/SPEC-Aid-8Q462-turbine-fuel-stabilizer-and-detergent-additive-by-GE-Power-Water
– NOTES: TRIMETHYLBENZENE (SARA 313) CAS:95-63-6, TRADE SECRET INGRED
561, TSRN 125438-5273P, TRADE SECRET INGRED 428, TSRN
125438-5266P, NAPHTHALENE (SARA 313) (CERCLA) CAS:91-20-3
[7] Clean
Air Act 231(a)(2)(A), 42 U.S. Code § 7571 – Establishment of standards https://www.law.cornell.edu/uscode/text/42/7571
[8] “Six
thousand feet was the DOD standard until the introduction of JP8 jet fuel. JP8
did not disseminate as well as the JP4 and JP5 that were previously used by the
Navy. The Navy and the Air Force were investigating a higher dump altitude. He
affirmed that any fuel that did not dissipate in the air would do so on the
ground within 18 to 20 hours.” CHILDHOOD LEUKEMIA CLUSTERS, IN FALLON, NEVADA –
FIELD HEARING BEFORE THE COMMITTEE ON ENVIRONMENT AND PUBLIC WORKS, UNITED
STATES SENATE, ONE HUNDRED SEVENTH CONGRESS, FIRST SESSION ON RESPONSES BY THE
FEDERAL GOVERNMENT TO ‘‘DISEASE CLUSTERS’’ RESULTING FROM POSSIBLE
ENVIRONMENTAL HAZARDS – APRIL 12, 2001 — FALLON, NV http://www.gpo.gov/fdsys/pkg/CHRG-107shrg78069/pdf/CHRG-107shrg78069.pdf
[9] High
Country News, March 9, 2014. “Fallon, Nevada’s deadly legacy.”https://www.hcn.org/issues/46.4/fallon-nevadas-deadly-legacy
[10]
“Chemtrails” Google Search – 5,560,000 results – July 25, 2015.https://www.google.com/search?q=chemtrails
[11]
Boucher, O. Atmospheric science: Seeing through contrails, Nature Climate
Change 1, 24–25 (2011) doi:10.1038/nclimate1078. http://www.nature.com/nclimate/journal/v1/n1/full/nclimate1078.html
[12]
Haywood, J. M., R. P. Allan, J. Bornemann, P. Forster, P. N. Francis, S.
Milton, G. Rädel, A. Rap, K. P. Shine, and R. Thorpe (2009), A case study of
the radiative forcing of persistent contrails evolving into contrail-induced
cirrus, J. Geophys. Res., 114, D24201, doi:10.1029/2009JD012650. – http://onlinelibrary.wiley.com/doi/10.1029/2009JD012650/abstract
[13] Ulrike
Lohmann, Miriam Kübbeler, Johannes Hendricks and Bernd Kärcher Dust
ice nuclei effects on cirrus clouds in ECHAM5-HAM AIP Conf. Proc. 1527, 752 (2013); http://dx.doi.org/10.1063/1.4803380
[14] Science
Magazine Podcast, Transcript, 10 May 2013,http://podcasts.aaas.org/science_podcast/SciencePodcast_130510.mp3
–http://www.sciencemag.org/content/340/6133/766.2.full
[15] Science
14 June 2013: Vol. 340 no. 6138 pp. 1320-1324 DOI: 10.1126/science.1234145
“Clarifying the Dominant Sources and Mechanisms of Cirrus Cloud Formation” http://www.sciencemag.org/content/340/6138/1320.abstract
[16] Paul
Rincon, BBC News. March 2006. Telescopes Worthless by 2050 – Ground-based
astronomy could be impossible in 40 years because of pollution from aircraft
exhaust trails and climate change, an expert says. – http://news.bbc.co.uk/2/hi/science/nature/4755996.stm
[17] Kapadia,
Z. Z., Spracklen, D. V., Arnold, S. R., Borman, D. J., Mann, G. W., Pringle, K.
J., Monks, S. A., Reddington, C. L., Benduhn, F., Rap, A., Scott, C. E., Butt,
E. W., and Yoshioka, M.: Impacts of aviation fuel sulfur content on climate and
human health, Atmos. Chem. Phys. Discuss., 15, 18921-18961,
doi:10.5194/acpd-15-18921-2015, 2015. http://www.atmos-chem-phys-discuss.net/15/18921/2015/acpd-15-18921-2015.html
[18] Richard
H. Moore, NASA Langley Research Center, Hampton, VA; and B. E. Anderson, E.
Winstead, K. L. Thornhill, A. Beyersdorf, M. Shook, C. Hudgins, R. Martin, and
L. Ziemba, In-Situ Measurements of Contrail Properties Measured During
the 2013-2014 ACCESS Project, 14th Conference on Cloud Physics, 9
July 2014, https://ams.confex.com/ams/14CLOUD14ATRAD/webprogram/Paper250908.html
[19] Trude
Storelvmo, Yale University, New Haven, CT; and W. R. Boos and N.
Herger, Cirrus cloud seeding: a climate engineering mechanism with reduced
side effects? Philos Trans A Math Phys Eng Sci. 2014 Dec 28;372(2031).
pii: 20140116. doi: 10.1098/rsta.2014.0116. http://www.ncbi.nlm.nih.gov/pubmed/25404685
[20]
Credence Genomics, “A Case Study on 16s rRNA Sequencing of Fuel” http://www.credencegenomics.com/case-studies/case-study-on-aviation-fuel-testing/
QUOTE “Microbial contamination of hydrocarbon fuel is a severe problem that can
lead to costly and dangerous operational problems in fuel storage and engine
systems. Bacteria and fungi can cause deterioration of fuels through a number
of mechanisms, including an accumulation of biomass, degradation of protective
additives, and production of corrosive metabolic byproducts … Biofouling of
fuel may lead to serious, costly and dangerous issues related to operation
failures of engines, low efficiency due to incomplete combustion and
environmental pollution.”
[21] ASTM
International’s Aviation Turbine Fuel Standard (ASTM D1655) February 2015
– Revised ASTM Standard Expands Limit on Biofuel Contamination in Jet
Fuels http://www.astmnewsroom.org/default.aspx?pageid=3656
[22] Wynn L.
Eberhard and W. Alan Brewer, NOAA Environmental Technology Laboratory, LIDAR
OBSERVATION OF JET ENGINE EXHAUST FOR AIR QUALITY https://ams.confex.com/ams/pdfpapers/83405.pdf
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