Ok then, why and how are they modifying the weather?
Originally posted by superpaul55
Ok then, why and how are they modifying the weather?
Originally posted by Essan
If sheets of cirrostratus started forming under conditions in which sheets of cirrostratus would not normal form, questions would be asked .....
So are you suggesting that chemtrails are only laid under the correct atmospheric conditions for cirrostratus to form, thus making them wholly indistinguishable from normal contrails and naturally forming cloud formations?![]()
Contrail formation typically occurs in the upper Troposphere between nine and twelve kilometers is height with temperatures ranging between -35ƒC and -55ƒC (Jensen e. al. 1998, Schrader 1997). Most contrails last on the order of seconds to a few minutes and only a small minority will last for hours as in the contrails photographed (Jensen et. al. 1998). A newly formed contrail will be approximately one kilometer wide and one-half a kilometer tall. As a contrail evolves, it grows greatly in the horizontal plane sometimes extending over 20 kilometers in width (Spinhirne et al. 1998). Examples of this horizontal evolution is shown in the photograph. Contrails can also be 100ís of kilometers long given the right atmospheric conditions and a plane on a steady course.
Long lasting contrails like the ones observed usually occur in parts of the sky that have preexisting patches of cirrus clouds. Since the cirrus clouds are formed of ice crystals like the contrails, cirrus clouds in a region of the sky suggests supersaturation with respect to ice and sufficient heterogeneous nuclei for ice crystals to form (Jenson et al. 1998). The GOES-8 satellite photographs, Figure 3 and Figure 4, taken at approximately at the same time as the contrails were present shows significant cirrus clouds around the Norman area providing a condition necessary for contrail persistence.
students.ou.edu...
Originally posted by StellarX
I have no idea whether they have changed or have not changed but see no reason why the mixture chosen for use in civilian spraying ( I'm not yet sure that this is in fact being doing by civilian aviation) should be heavier or lighter.
Originally posted by StellarX
Is there any reason to suspect that the people involved are not actively trying to keep this as much a secret as they can by doing what they can?
JET A
Jet A is a similar kerosine type of fuel, produced to an ASTM specification and normally only available in the U.S.A. It has the same flash point as Jet A-1 but a higher freeze point maximum (-40°C). It is supplied against the ASTM D1655 (Jet A) specification.
AVIATION FUEL ADDITIVES
Aviation fuel additives are compounds added to the fuel in very small quantities, usually measurable only in parts per million, to provide special or improved qualities. The quantity to be added and approval for its use in various grades of fuel is strictly controlled by the appropriate specifications.
A few additives in common use are as follows:
1. Anti-knock additives reduce the tendency of gasoline to detonate. Tetra-ethyl lead (TEL) is the only approved anti-knock additive for aviation use and has been used in motor and aviation gasolines since the early 1930s.
2. Anti-oxidants prevent the formation of gum deposits on fuel system components caused by oxidation of the fuel in storage and also inhibit the formation of peroxide compounds in certain jet fuels.
3. Static dissipator additives reduce the hazardous effects of static electricity generated by movement of fuel through modern high flow-rate fuel transfer systems. Static dissipator additives do not reduce the need for `bonding' to ensure electrical continuity between metal components (e.g. aircraft and fuelling equipment) nor do they influence hazards from lightning strikes.
4. Corrosion inhibitors protect ferrous metals in fuel handling systems, such as pipelines and fuel storage tanks, from corrosion. Some corrosion inhibitors also improve the lubricating properties (lubricity) of certain jet fuels.
5. Fuel System Icing Inhibitors (Anti-icing additives) reduce the freezing point of water precipitated from jet fuels due to cooling at high altitudes and prevent the formation of ice crystals which restrict the flow of fuel to the engine. This type of additive does not affect the freezing point of the fuel itself. Anti-icing additives can also provide some protection against microbiological growth in jet fuel.
6. Metal de-activators suppress the catalytic effect which some metals, particularly copper, have on fuel oxidation.
7. Biocide additives are sometimes used to combat microbiological growths in jet fuel, often by direct addition to aircraft tanks; as indicated above some anti-icing additives appear to possess biocidal properties.
8. Thermal Stability Improver additives are sometimes used in military JP-8 fuel, to produce a grade referred to as JP-8+100, to inhibit deposit formation in the high temperature areas of the aircraft fuel system.
POWER BOOSTING FLUIDS
It used to be commonplace for large piston engines to require special fluids to increase their take-off power. Similar injection systems are also incorporated in some turbo-jet and turbo-prop engines. The power increase is achieved by cooling the air consumed, to raise its density and thereby increase the weight of air available for combustion. This effect can be obtained by using water alone but it is usual to inject a mixture of methanol and water to produce a greater degree of evaporative cooling and also to provide additional fuel energy.
Originally posted by StellarX
Why aren't they normal? What suggests they aren't normal?
Nothing in the atmospheric sciences twenty years ago deals with the type of persistency we now see daily.
Originally posted by Essan
So what area of atmospheric science were you involved in 20 years ago?
Only all the meteorologists I know who've been in the profession for 20 or more years consider these persistent contrails totally explicable ....
The only thing they can't explain is why some seemingly intelligent people think there's anything unusual about them.
Are the RMetS liars or just part of the conspiracy?
The resulting trails of ice crystals persist and spread if the atmosphere at contrail level is moist enough. Contrails (and water droplets) form when the saturation vapour pressure with respect to liquid water is exceeded. They persist when the air is saturated or supersaturated with respect to ice.
www.royal-met-soc.org.uk...
And either way, why? Why would an independent organisation like this deceive the public?
Probably the best-known of the aerial geoengineering proposals was that put forward in 1997 by Edward Teller and entitled ‘Global Warming and the Ice Ages: Prospects for Physics-Based Modulation of Global Change’ subsequently popularised in the Wall Street Journal in an article entitled ‘The Planet Needs a Sunscreen’.
Teller proposed deliberate, large-scale introduction of reflective particles into the upper atmosphere, a task he claimed could be achieved for less than $1 billion a year, between 0.1 and 1.0 percent of the $100 billion he estimated it would cost to bring fossil fuel usage in the United States back down to 1990 levels, as required by the Treaty of Kyoto.
Characteristic of the politics of Teller is the fact that he both ridiculed the idea of global warming and at the same time put forward what he represented as a solution to global warming. ‘For some reason,’ Teller observed sarcastically, ‘This option isn't as fashionable as all-out war on fossil fuels and the people who use them.’
www.spectrezine.org...
Teller says that cooling caused by volcanic eruptions shows this technique would work. For exmaple, the erruption of Mexico's El Chichon in the 1980s cooled the Northern Hemisphere by about one-quarter as much as the average prediction for global warming expected by 2100.
According to Teller, the director of the U.S. Global Change Research Program's Coordination Office has been promoting such geoengineering for three decades, and one National Academy of Sciences report a few years ago commented on "the relatively low costs at which some of the geoengineering options might be implemented."
Teller and his colleagues presented their proposal for geoengineering at the 22nd International Seminar on Planetary Emergencies in August 1997.
www.ncpa.org...
It will be noted that in October of 1997 a change in the reporting system of visibility data was reduced from a former maximum of 40 miles to a limit of 10 miles. It is a reasonable question to ask as to why that change was made, and whether or not it was made in anticipation of certain events to follow that involve large scale aircraft aerosol operations over large scale geographic regions.
It is observed that there are highly significant degradations in the visibility data immediately following this change in the reporting method. Immediately after this change, the dramatic increase in visibility reports of less than 10 miles is quite apparent.
The graphs shown are taken from climatic archive data available for Santa Fe, NM from Jan 1994 to Mar 2001. Three different time periods are shown to aid in demonstrating the magnitude of change which has occurred in visibility. The first graph shows all data available inclusive from Jan 1994 to Mar 2001. The second graph shows the transition zone during which the visibility standards were altered. This graph showns a period from Jan 1996 to Dec 1998; the change in reporting standard was made in Oct 1997. The third graph shows recent data, where visibility below 10 miles is now a regular occurrence. This graph shows the period from Jan 1999 to Mar 2001.
www.carnicom.com...
The condensation trails (contrails) that form in the wake of high-flying jets are another interesting example. These cylindrical clouds have variable lifetimes and water concentrations depending on environmental conditions. In some cases the contrails can persist for many minutes. But they do slowly diffuse, much like the smoke plume emitted by an acrobatic aircraft.
www.sciam.com...
One unique type of cloud is manmade. Contrails occur when exhaust from jet engines condenses. A narrow line of moisture makes up the contrail. Winds eventually dissipate it; in some instances conditions permit the contrail to survive for many minutes (their straight lines do distort). Contrails are believed to affect weather by raising both short and long-term temperatures (one estimate is for about a third of a degree per decade). Here is a MODIS image taken over the southeast U.S. on January 29, 2004 showing a large number of contrails (at times more than 2000 planes are over the North American continent at any one time):
rst.gsfc.nasa.gov...
Keeping these caveats in mind, the following major results have been obtained from the model simulations described in this paper.
* Long-lived contrails cannot be explained by the amount of water emitted by the aircraft. Although we have not performed a simulation in an atmosphere that is subsaturated with respect to ice, it is quite obvious (in comparing results from runs 3 and 8) that persistent contrails can only form in an atmosphere that is supersaturated with respect to ice.
ams.allenpress.com...(1998)055%3C0796:LESOC%3E2.0.CO%3B2
Minnus said that contrails are formed in air below -39 Celsius when the air is supersaturated with ice.
Due to the physical structure of ice, the humidity level actually has to be higher, about 150 percent humidity level, than it would be for the air to be supersaturated with water.
"The exhaust (jet engine) injects a lot of water into the air," Minnus said.
"The water droplets immediately freeze and you wind up with a contrail."
Minnus said once the contrail is formed in supersaturated air, larger ice particles become nuclei and begin to grow, collecting other ice particles from the surrounding air.
As the particles get heavier, they begin to fall out of the contrail, spreading it vertically, wind shear spreads the contrail horizontally as it continues to collect ice from the atmosphere.
www.journalnet.com...