CHEMTRAILS%20-%20CONFIRMED%20-%202010%20by%20William%20Thomas

Another big point, he added: “The altitudes at which planes must be flying to flash freeze the water in
their exhausts are so high that you can barely see the plane. So, if a plane is larger than the fly-speck
you see at one end of your fist, it’s very likely flying too low for water to flash freeze. Therefore, it’s
‘probably’ not a normal contrail.”
Both the “formation” and “persistence” of a normal contrail will be affected by daily changes in
temperature, humidity and air-pressure at high altitudes.
But contrails are anything but harmless. Cloud cover has increased by 5% nationwide – and more than
20% in the busiest air corridors over the United State – since the jet age took off four decades ago.
During those years, atmospheric scientists calculate that “normal” jet contrails added at least one-third
of the warming we’re now experiencing.
The problem of artificial overcasts and adverse atmospheric chemical reactions in the wake of jet
airliners first appeared on official radars during the 1970s. At that time, governments of advanced
nations started shoveling money, scientists and technology at atmospheric and cloud physics.
Atmospheric studies such as SUCCESS, TARFOX and more recent offshoots employed a variety of
aircraft – from airliner-size jets to executive Cessna Citations sighted dispensing chemtrails over Arizona
and Ohio - to spray small amounts of atmospheric “tracers” that can be tracked by satellite, laser radar
and other sophisticated sensors equipped to measure atmospheric responses to pollutants produced by
us.
The SONEX project, for example, looked at the interactions of the ozone layer and the nitrogen oxide
emitted in large quantities by jet exhausts. NASA also cooperated with the European Union’s project
POLINAT, which flew research aircraft in the North Atlantic Flight Corridor to correlate actual
measurements of aircraft pollution with computer models.
AIR BUST
An early Airbus Industries study on the atmospheric
impacts of jetliners flying nearly nose-to-tail in the
most heavily traveled trans-oceanic and transcontinental
air corridors jolted governments and
industry.
Airbus learned that while contrails occurred too high
to trap heat like lower level clouds, the condensation
trails left by jetliners and military aircraft high in the
stratosphere were helping to chew Earth’s protective
ozone shield into record-breaking shreds. The delaminating ozone layer was also contributing to
greenhouse warming on the ground.
In their “Environmental Protection” report, Airbus warned that nitrogen oxides are the most worrisome of
jet engine emissions. They are also jets’ biggest pollutant.
Since the early 1970s, jet engine manufacturers had cut carbon emissions by 70%. Hotter-burning jet
turbines were flying more miles can be flown on the same amount of fuel. But the higher temperatures
needed to boost fuel combustion and efficiency also produce much more ozone-destroying NOx.
And despite stunning gains in fuel efficiency, between 1977 and 1988 rising passenger volumes fueled a
37% increase in commercial aviation fuel consumption.
Dr. Colin Johnson of the UK Atomic Energy Authority found that the NOx exhaled by high-flying jets
cause 30-times more atmospheric warming than nitrogen oxides emitted at ground level.