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KevinMartin
Joined: 15 May 2007
Posts: 159
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 Fri May 18, 2007 12:16 pm
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ICU, I would be glad to provide some useful links so when you guys see the trails, you can lookup conditions.
Click here.
http://weather.cod.edu/forecast/
Go to GFS tab and click US VIEW. To the left a menu will appear. 250 RH is 250MB Relative Humidity. The time is in zulu time.
Here is a converter link.
http://www.101science.com/UTCzulu.html
The key to the RH is on the bottom. purple and pink are dry. Blue and Light blue are moist. The key is in % RH, so 100% RH is indeed heavily moist.
Flor skew-t I suggest the java site.
http://www-frd.fsl.noaa.gov/mab/soundings/java/
When choosing your desired product, you can go to it. It uses zulu time as well.
When it loads up. Your mouse , if hovered on the skew T will show the Relative Humidity (RH%)
Same concept, closer to 70 is good for cloud formation, and 100% is perfect.
The blue line is the dewpoint line.
The red line is the temperature line.
When you go up, the MB, or height will show. This will be in MB and Feet.
When the blue and red line split from each other, you can bet on dry air in that sector of the sky. When they come together, you can bet on clouds forming, or already have formed. Dewpoint meets the temperature, and you will get fog. That's why it's foggy near the ocean all the time. The dewpoint, with high RH, meets the night time temperatures, and fog develops.
Hope these few links helped you all out.
_________________
"Weather is like a cookbook and you need all the ingredients to make the perfect meal".
-Kevin Martin |
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Fibers_Make_You_Regular
Joined: 17 May 2007
Posts: 10
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Fri May 18, 2007 12:21 pm
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quote:
Originally posted by KevinMartin
Hi again. There are points there, but my question is this. If contrails don't stick for a long time, then how can cirrus clouds stick for hours, and cross many states? It's frozen. So are contrails. Wouldn't contrails be allowed to do as cirrus clouds do and float,spread, in the environment it was put down in?
Good morning. Thanks for responding to my post Kevin.
My lack of knowledge in this area is working against me here, but after doing a bit of digging I've found an explanation that I believe explains what is going on with clouds vs. contrails. Clouds form in air that is supersaturated with water and contains other particles such as stuff from fires, dust, or salt from oceans and seas. Water in the air then condenses around these particles and clouds are formed. Contrails do not persist like clouds because they do not fit into the conditions I described. So either there aren't enough particles, not enough moisture, or both. There may be other reasons for the lack of persistence in contrails that I am not aware of. I also believe that the fact they are formed as a result of the heat from jet engines likely has something to do with it.
I think that should answer your question about why clouds don't dissipate like contrails do. Would you mind answering the questions I posed? 
Oh, I should add some thoughts about why chemtrails DO persist for so long. We can only speculate about what exactly is contained in the chemtrails, so I won't try to guess about their content. However I think it's safe to assume that they do not consist of water and particles such as salt, dust, or whatever else typically triggers cloud condensation and formation. Most likely the chemistry of a chemtrail is such that it does behave like a cloud in that it does persist for a long period of time, but instead of floating around with the atmospheric winds, the chemtrail is smeared across the sky. That would explain the picture I linked to. The older the chemtrail, the more it has been spread out. Perhaps there are chemical properties in the contents of these chemtrails that causes them to behave this way.
Unfortunately there is no way, at this point, to know precisely what is going on up there because we all of the facts regarding their chemical makeup. What we do have is the evidence we see floating up above us. And I know what I've seen in the past (contrails) and what I see now (chemtrails and contrails), and the two trail types do NOT behave the same way. |
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Fibers_Make_You_Regular
Joined: 17 May 2007
Posts: 10
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Fri May 18, 2007 12:28 pm
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quote:
Originally posted by KevinMartin
These trails CANNOT form in dry air. It must be moist.
I know you're assuming that every trail in the sky is a contrail when you say that. That's fine because that is your belief. However, from our perspective, there is a flaw in that argument. The chemtrails do not have the same contents as a contrail or a cloud. Therefore chemtrails do not follow the same behavior and rules. Again, I know that coming from the perspective of someone who doesn't think chemtrails are being sprayed that my point here is invalid. But simply consider what I am saying because I think it explains why chemtrails can and do form in situations where clouds and contrails do not. |
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weatherman714
tagged & banned
Joined: 11 Jun 2005
Posts: 953
Location: Maryland |
| Re: Answer me this,...
Fri May 18, 2007 5:47 pm
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quote:
Originally posted by Louis Aubuchont
KM,
And if so_How can so called persistent spreading contrails form and persist in the atmosphere between 20 and 43 thousand feet when there is not a combined - 40 C. or lower temperature and 60% plus humidity value, especially when the RHI = 100% ice supersaturated air factor can be ruled out as well, yet there are long billowing trails being made that persist and spread in spite of the absence of these very necessary values, and only these values, that will allow the formation of persistent spreading contrails.
Please give us your best DEBUNKING effort in explaining away how NORMAL persistent spreading contrails can form without these atmospheric conditions that I have just laid out, your answer should be interesting to say the least.
He never answered my question Lou, he merely dodged it and created another thread. Now he claims that we somehow "maybe convinced him" that these might not be contrails. This kid has got me as his #1 target. This generation is all about "image" it has nothing to do with how well you are at your talent. Just as long as you dress up and smile for the camera,people will respect you. It's how Paris Hilton has already served 20 days of her jail sentence for doing something I would have gotten 5yrs+ for.
quote:
Here's my question:
An aircraft emission is a fixed amount of water vapor being emitted into the atmosphere. The reason contrails form is because thisfixed amount of water vapor is greater than the atmosphere can hold at those temperatures like -20C to -60C. The mixing ratio or the amount of moisture the atmosphere can hold is generally less than 0.2 g/kg at those temperatures. You said you yourself that the RH at 29% is too dry for a contrail to form in an atmosphere that has 0.03g/kg of moisture in it and can hold 0.1 g/kg. Now how can this fixed amount of aircraft emission produce a contrail when the atmosphere is holding 1.5 g/kg of water vapor and can hold 2.0 g/kg of water vapor(a separation of 0.5 g/kg), if itcan't produce a contrail when the separation between what the air has and what it can hold is 0.07 g/kg.
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Louis Aubuchont
tagged & banned
Joined: 08 Mar 2005
Posts: 946
Location: Parsonsfield, Maine |
| New Image Host.
Fri May 18, 2007 7:10 pm
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From my prior post.
"The following photo was taken on 11/25/06 during a heavy day of chemtrail activity here in Maine, please look at it and note the structure of the trails which where responsible for all of the cloud like features that can be seen in the photo.
It should be noted that all of the entire north east was enjoying a cold Canadian high pressure system and the upper air was very dry with humidity in the teens and there was no ice saturation either, so, please tell me how these trails could possibly be normal persistent contrails? "
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Weatherman 714,...We are on the same page with this guy but I am still suspicious and thinking that he is a shill.
Yeah, what's up with him starting so many threads when one would have sufficed, is that his way of dodging the more complex questions?
Lets see if he comes back to this thread and addresses these photos, provided the link works.
I'm trying a new image host and I just tested the link through my e-mail and it seems to work, no promises though, I have not had much luck with these free image host services to date, all I can hope for is that when the link is clicked it will work.
The trails seen in these photos where made in the absents of enough humidity to allow the formation of normal persistent spreading contrails. / There was no ice saturated air at the time. / it was impossible for these trails to form unless they where formed via aerosolizing materials into the atmosphere./ What we see here are Chemtrails without doubt.
Also, this is in no way normal air traffic for our area, we only see this much concentrated air traffic when they spray and these aircraft do not show up on tracking programs such as Flightaware or Flight Explorer, that along should make people curious if not outright suspicious of just what it is that all of these jets are doing flying over populated areas untracked.
Ok, what's behind this door?
http://server6.theimagehosting.com/image.php?img=2006_1125Chems0001.JPG&album=26411&public_view=1 |
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FUIwon'tDoWhatUTellMe
tagged & banned
Joined: 06 May 2006
Posts: 197
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Fri May 18, 2007 8:32 pm
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Kevin is a strawman for strawmen. It is beyond ridiculous that CTC does nothing about fake "believers" and fake "debunkers". It must be desperate times to have to keep piling on the manure. It is a telling sign that no one at this website has a problem with outlandish claims made by some "believers". Weatherman714 talks about billion dollar formulas that he almost sold to the Chinese or Russians. Visual Ray Wizard speaks of how the mind can destroy chemtrails. Now a person who was banned for trolling only months ago is allowed to come back and keep posting. He must be around 30-40 posts by now. Does this mean Jay Reynolds can post here again? Can Ed Snell come back with his Yaak i.d.? Nice job CTC making chemtrails look kooky! Bravo!  |
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marklookingup
Joined: 31 Jul 2005
Posts: 502
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| Reporting from the PNW
Sat May 19, 2007 1:26 am
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Well, today (Fri. 18 May, 2007) it started out with blue skies and 65-70°, then the trails came on about 10 or 11:00 am. spreading into an ugly mess. It looked like they were going for a white-out, then about 4:00 pm. the temp dropped 10°, and by 5:30 it started to rain. From what I observed, it was not mother nature in charge today. |
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Louis Aubuchont
tagged & banned
Joined: 08 Mar 2005
Posts: 946
Location: Parsonsfield, Maine |
| All Aircraft Are Not Involved.
Sat May 19, 2007 1:35 am
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I was saving this for a rainy day and it is all of that here today, so here it is.
The link at the bottom of this will take you to a photo of a KC-10A Extender which is an Air Force only aircraft, that I took back in 2004, it's from the original photo that's been cropped, enlarged and tweaked slightly to enhanced the aircraft which was at an approximate altitude of 31 to 34 thousand feet.
I put this photo up at CTC some time back but it was lost during the hack attacks, so I decided to add the KC-10A Extender silhouette next to the photo for comparison. Clearly the aircraft is a KC-10A Extender.
From: http://www.fas.org/nuke/guide/usa/bomber/kc-10.htm
The United States Air Force/McDonnell Douglas KC-10A advanced tanker/cargo aircraft is a version of the intercontinental-range DC-10 Series 30CF (convertible freighter), modified to provide increased mobility for U.S. forces in contingency operations by: refueling fighters and simultaneously carrying the fighters' support equipment and support people on overseas deployments: refueling strategic airlifters (such as the USAF C-5 and C-l4l) during overseas deployments and resupply missions; and augmenting the U.S. airlift capability.
In most instances, the KC-10A performs these missions without dependence on overseas bases and without depleting critical fuel supplies in the theater of operations. Equipped with its own refueling receptacle, the KC-10A can support deployment of fighters, fighter support aircraft and airlifters from U.S. bases to any area in the world, with considerable savings in both cost and fuel compared to pre-KC-l0A capabilities.
The aerial refueling capability of the KC-10A nearly doubles the nonstop range of a fully-loaded C-5 strategic transport. In addition, its cargo capability enables the U.S. to deploy some fighter squadrons and their unit support people and equipment with a single airplane type, instead of requiring both tanker and cargo aircraft. The Air Force is calling the KC-10A the "Extender" because of its ability to carry out aerial refueling and cargo mission without forward basing, thus extending the mobility of U.S. forces.
Although the KC-10A's primary mission is aerial refueling, it can combine the tasks of tanker and cargo aircraft by refueling fighters while carrying the fighters' support people and equipment during overseas deployments. The KC-10A can transport up to 75 people and about 170,000 pounds (76,560 kilograms) of cargo a distance of about 4,400 miles (7,040 kilometers). Without cargo, the KC-10A's unrefueled range is more than 11,500 miles.
CHARACTERISTICS
The KC-10A tanker can deliver 200,000 pounds (90,719 kg) of fuel to a receiver 2200 statute miles (3539.8 km) from the home base and return, or it can carry a maximum cargo payload of 169,409 pounds (76,843 kg) a distance of 4370 statute miles (7031 km). Unrefueled ferry range of the KC-lOA is 11,500 statute miles (18,503 km).
The KC-10A is powered by three General Electric CF6-50C2 high bypass-ratio turbofan engines, each generating 52,500 pounds (23,814 kg) of takeoff thrust. Versions of the CF6 engine family are installed on most of the DC-lOs in airline service and have compiled an impressive reliability record. One of the engines is mounted at the base of the tail above the aft fuselage of the KC-10A, and the other two are installed on pylons beneath the wings, one on each side of the fuselage.
Like other intercontinental-range DC-lOs, the tanker/transport is 181 feet 7 inches (55.35 m) in length and has a wingspan of 165 feet 4 inches (50.42 m) and a tail height of 58 feet 1 inch (17.7 m). Gross takeoff weight of the KC-10A is 590,000 pounds (267,619 kg), up from 555,000 pounds (251,701 kg) for the standard intercontinental commercial model.
Design fuel capacity is 356,065 pounds (161,508 kg), including a maximum of 238,565 pounds (108,211 kg) in the standad wing tankage and a maximum of 117,500 pounds (53,297 kg) stored in seven fuel cells below the main deck.
The KC-10A takes full advantage of the inherent capability of the commercial DC-10, retaining some 88 per cent commonality with the commercial aircraft. KC-10A modifications to the commercial DC-10CF include: elimination of most upper deck windows and lower deck cargo doors; provisions for additional crew; a flexible capability for accommodating additional support people; receptacle for in-flight refueling of the KC-10A itself; military avionics; director lights for the receiver aircraft; supplemental fuselage fuel tanks; modernized aerial refueling operator station; hose reel with drogue for refueling Navy and oher probe-equipped aircraft; advanced aerial refueling boom, and an improved cargo handling system.
The KC-10A supplementary fuel tankage system, selected after extensive studies, includes seven unpressurized integral-body fuel cells, four aft of the wing and three forward, all located in underdeck vented cavities. A crashworthy design makes use of keel beams and strategically placed energy absorption material to protect the tanks. Under-fuselage panels permit direct access to each cell for installation, removal, system inspection and maintenance and structural inspection.
The KC-10A's boom operator controls refueling operations through a digital fly-by-wire system. Sitting in the rear of the aircraft, the operator can see the receiver aircraft through a wide window. During boom refueling operations, fuel is transferred to the receiver at a maximum rate of 1,100 gallons (4,180 liters) per minute; the hose and drogue refueling maximum rate is 470 gallons (1,786 liters) per minute. The KC-10A can be air-refueled by a KC-135 or another KC-10A to increase its delivery range.
The advanced aerial refueling boom designed by McDonnell Douglas offers significant advantages in operational safety, efficiency and fuel-flow rates. It features larger disconnect and control envelopes, independent disconnect capability, an active control system with digital fly-by-wire controls, automatic load alleviation, position rate sensing to assure disconnect within control limits, precision hand controllers with low force requirements and operator-selectable disconnect limits. An additional feature in the KC-10A refueling system is the installation of the hose reel and the capability to change from hose to boom refueling, and vice versa, while in flight.
The aerial refueling operator's station in the KC-10A, located aft of the rearward lower fuselage fuel tanks, features improvements in comfort, viewing capability and environment. Instead of assuming the prone position required in current tankers, the refueling operator sits in an aft-facing crew seat. Station equipment includes handy refueling controls, a wide viewing window facing the aft "customer" position and additional periscopic viewing arrangements for traffic management. Accessible from the upper deck, the station is pressurized and has independent thermal control, a quiet environment and an arrangement suited for both training and operational missions. While refueling requires only one operator, two additional seats are provided to accommodate an instructor and an observer.
For its cargo-carrying assignments, the KC-10A has a total usable cargo space exceeding 12,000 cubic feet (346 cu m) in its spacious cabin. The cabin has a maximum width of almost 19 feet (5.7 m), ceiling height of 8.5 feet (2.5 m) and a floor area of 2200 square feet (304.25 sq m). In all-cargo configuration, the KC-10A acccommodates 25 standard 88 x 108-inch (223.5 by 274.3 cm) cargo pallets in the cabin with aisles down both sides, or 27 pallets with a single aisle.
To facilitate the handling of cargo, the KC-10A is equipped with a versatile system to accommodate a broad spectrum of loads. The system, adapted in part from the commercial DC-10, has been enhanced with the addition of powered rollers, powered winch provisions for assistance in fore and aft movement of cargo, an extended ball mat area to permit loading of larger items, and cargo pallet couplers that allow palletizing of cargo items too large for a single pallet. The features, plus the large 102 by 140-inch (259 by 355 cm) cargo door that swings upward on the left side of the forward fuselage for loading and unloading, give the KC-10A the capability to transport a significant portion of the tactical support equipment of fighter squadrons.
Several configurations exist for personnel and crew accommodations. One arrangement is for the crew of five, plus six seats for additional crew and four bunks for crew rest, with an environmental curtain between bunks and the cargo net. The same area also has space for the installation of 14 more seats for support people. In another arrangement, the bunks, environmental curtain and cargo net can be shifted rearward, making room for 55 more support people, along with the necessary utility, lavatory and stowage modules, raising the personnel capacity to a total of 80 crew and support people. Although all eight of the DC-10 upper deck passenger doors are installed as standard, three are deactivated. Normal entry and exit are through the two forward passenger doors on each side, and the aft right-hand door is available as a ground emergency exit for people in the aerial refueling operator's station.
BACKGROUND
The Air Force announced the selection of McDonnell Douglas on December 19, 1977. The selection was based on integrated assessment of capability, price, life-cycle costs and technical features of the McDonnell Douglas DC-10. The initial contract of $28 million funded production engineering, tooling and other non-recurring activities, with quantities of aircraft to be determined by available funding in future years.
An additional logistics support sum of $429,000 was awarded to McDonnell Douglas as part of a basic contract for logistics planning in preparation for subsequent total support of the KC-l0A force, with annual options for spare parts and support equipment, intermediate and depot-level maintenance, systems management and technical support. McDonnell Douglas provides maintenance support under Federal Aviation Administration ground rules. USAF personnel are responsible for accomplishing flight line maintenance tasks, as well as maintenance management functions.
The commercial DC-10 entered airline service in 1971, the same year McDonnell Douglas began engineering work on the USAF version that led to the KC-10A contract. The commercial DC-10, chosen by 47 airlines, carries more passengers to more cities worldwide than any other wide-cabin jetliner.
With the KC-10A program, the USAF is taking advantage of the nearly $2 billion invested by McDonnell Douglas and its subcontractors in development of the DC-10 and of the huge investments by the airlines in establishing a worldwide support system, thus reducing both the acquisition and operation costs of the KC-10A as compared to an all-new military development. The U.S. Air Force and McDonnell Douglas signed contracts totaling $148 million in November 1978 for production of the first two KC-l0s, for the balance of the non-recurring engineering costs and for the initial spare parts and other support for the KC-10 program. A second contract, calling for production of four additional KC-l0s at a cost of $173 million, was signed November, 1979. At the same time, a $10.1 million logistics support contract option to provide spares and support equipment was signed.
A third contract, calling for production of six more KC-l0s at a cost of $284 million, was signed in February of 1981. A $14 million logistics support contract for those aircraft also was signed. A fourth contract, calling for production of four more KC-l0s at a cost of $196 million was signed in January, 1982, along with a $21 million contract for logistic support.
The first flight of the KC-10A took place on July 12, 1980. The first aerial refueling occurred during testing on October 30, 1980, with the receiver aircraft a C-5.The first KC-10A was delivered to the Air Force on March 17, 1981. The KC-10A force of 60 aircraft is based with the Air Combat Command at Barksdale AFB, La., and at March AFB, CA, beginning in the fall of 1982.
During Operations Desert Shield and Desert Storm, the KC-10 fleet provided in-flight refueling to aircraft from all branches of the U.S. armed forces as well as those of other coalition forces. In-flight refueling extended the range and capability of all U.S. and other coalition fighter aircraft. Air operations continued without costly and time-consuming ground refueling. In-flight refueling was key to the rapid airlift of material and forces. In addition to refueling airlift aircraft, the KC-10A, along with the smaller KC-135, moved thousands of tons of cargo and thousands of troops in support of the massive Persian Gulf build-up. The KC-10A and the KC-135 conducted about 51,700 separate refueling operations and delivered 125 million gallons (475 million liters) of fuel without missing a single scheduled rendezvous.
The KC-10A acquisition program was directed by the Air Force Systems Command's Aeronautical Systems Division (ASD) at Wright-Patterson Air Force Base, Ohio. Prime contractor for the design, development and production of the KC-10A is the Long Beach, California-based Douglas Aircraft Company division of McDonnell Douglas Corporation, St. Louis, Missouri.
Service Life
As one of the newest aircraft in the AF inventory, the KC-10 requires little maintenance and modifications when compared to older military systems. The KC-10 complies with FAA Stage 3 noise standards. Designed with a service life of 30,000 hours, projected structural service life of the KC-10 extends to 2043. State-of-the-art technology and commonalty with commercial counterparts ensures operations in the near future will remain economical. However, as the commercial fleet reaches maturity, major operators will discontinue DC-10 use, leaving smaller airlines as the only remaining civil users. The first round of commercial retirements by 2010 will undoubtedly impact the economy of future Air Force KC-10 operations. Studies to assess that impact and to reevaluate the economic and structural service life will be required.
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With all of the versatile capabilities of this aircraft is it not conceivable that it could be equipped fast and easily for airborne aerosol operations, obviously I think so but take a look for yourself and see what you think.
The plane, the plane,....
http://server6.theimagehosting.com/image.php?img=ClipboardKC-10A2.jpg&album=26418&fullsize=1 |
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Louis Aubuchont
tagged & banned
Joined: 08 Mar 2005
Posts: 946
Location: Parsonsfield, Maine |
| Among other things.
Sat May 19, 2007 2:10 am
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KM,
What school of meteorology did you attend anyway, I have been under the impression for years that in meteorology terms altitude is gauged in METERS, not feet and surely not (mb) millibars which is a unit measure of pressure.
With regard to the "Appleman Contrail Prediction Chart" that you say you do not believe in, that is an enlightening revelation from you considering ever atmospheric scientist and researcher at no doubt every collage and university on the planet use and depend on it, it would seem that you are very much in the minority with your thinking of the "Appleman Contrail Prediction Chart",.... among other things.  |
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weatherman714
tagged & banned
Joined: 11 Jun 2005
Posts: 953
Location: Maryland |
| haha I noticed
Sat May 19, 2007 8:09 am
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It's not so much the RH in the atmosphere that determines where the trails will form as it is so much the spread between the mixing ratios of what the air is holding vs how much it can hold. Remember a jet aircraft is a constant amount of water vapor. When temperatures fall below -40C the amount of water vapor can hold is on the order of 0.2g/kg or less. If it were so easy for contrail formation we'd see them every day, but the reason we don't see them at the lower altitudes is because the spread is too great for contrail formation.
Are some of what we see normal contrails, in my opinion they are, but I'd say about 95% of what we see are chemtrails. Normal contrails that do spread out often appear very transparent and do not have any weird colors assoicated with their cloud cover. In essence they look like a normal cloud. Chemtrails oftern leave behind a tint, whether they are reddish, yellowish or milky white.
I watched the front come on shore in the Pac NW today and saw the chemtrail signatures. I also noticed significant spraying up stream with a mid-level low pressure system not assoicated with a front about 1000 miles off shore. It looked like the AF was spraying their rain inducing spray Mark. The trails should have been milky white in appearance which would have increased the rainfall over Western Washington.
JR#2 as far as I'm concerned just drop it. I got what I wanted, Bush's domestic agenda is stopped and we actually appear to have a working chamber of our government not concerned about only corporate and interests of the cronies in the Republican Party. I see what I intended to do coming to light and it's unfortunate those in power at the time refused to listen to my warnings. Unless your a die hard neo-con still living in Bush-Cheney Bizzaro World you have no right to complain about what I've done in the past. This government will go down as thousands upon thousands of times more corrupt than Clinton ever was. The delusions have been shattered, the smoke cleared and the mirrors destoryed. No longer are we to live in a world of "conspiracy theories" about the Bush White House, like we were lead to believe by the Bush White House. It's only being exposed piece by piece and the corruption is so deep that Congress will probably never finish all the digging before the '08 election. Hopefully the peace of mind that a lot of people have on this board now was well worth the indigestion I provided during that time period and an end to the fear of waking up every morning with the prospect of a dictatorship taking over the land that I love. Things are coming out like I originally intended to in April '05. Let it go and rejoice that your mind is now free. |
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marklookingup
Joined: 31 Jul 2005
Posts: 502
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| Reporting from the PNW
Sat May 19, 2007 3:17 pm
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OK, it is 8:00 am. Sat. 19 May, 2007 and 50°, windy, mostly cloudy, but above my house is a little clearing with chem-clouds and of course the ring around the sun. Rain is forcast today, so I doubt if any activity will be seen.
I will report as things evolve. I don't recall K.M. mentioning anything about rain.
It is currently 8:15 am. 19 May, 2007
Thanks weatherman714 |
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mmmmbarium
tagged & banned
Joined: 27 Dec 2005
Posts: 385
Location: Hell on Earth |
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Sat May 19, 2007 8:08 pm
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quote:
Originally posted by FUIwon'tDoWhatUTellMe
Kevin is a strawman for strawmen. It is beyond ridiculous that CTC does nothing about fake "believers" and fake "debunkers". It must be desperate times to have to keep piling on the manure. It is a telling sign that no one at this website has a problem with outlandish claims made by some "believers". Weatherman714 talks about billion dollar formulas that he almost sold to the Chinese or Russians. Visual Ray Wizard speaks of how the mind can destroy chemtrails. Now a person who was banned for trolling only months ago is allowed to come back and keep posting. He must be around 30-40 posts by now. Does this mean Jay Reynolds can post here again? Can Ed Snell come back with his Yaak i.d.? Nice job CTC making chemtrails look kooky! Bravo!
shut up, and leave if you dont like this place idiot. maybe crying about somemore will help. you irritate me like no other. |
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mmmmbarium
tagged & banned
Joined: 27 Dec 2005
Posts: 385
Location: Hell on Earth |
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Sat May 19, 2007 8:14 pm
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Kevin Martin.
Explain to why I see unmarked planes flying side by side, and crossing paths and making x's in the sky.
Knowing that commerical planes cannot fly within 3 miles of one another, except when landing.
Argueing with you is a the biggest waste of time. The Chemtrail program is a FACT. Wake up you mindless sheep drone. By telling people to convince you of this fact, you have already made it clear that you have your mind made up.
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perverted_introvert
Joined: 06 Jun 2006
Posts: 2006
Location: Chicago |
| Yup
Sat May 19, 2007 9:06 pm
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It's happening in Chicago.
All day we've been getting sprayed like bugs, some trails stick, others don't.
I wonder when the mods will eventually consider that KM is garnering free advertising space at the cost of their bandwidth. How many times has he posted his site so far?
I think that banning someone for their ideas is reprehensible, but banning someone who insults us and instead offers links to his own site would be a positive move.
While we are getting sprayed like bugs in Chicago, KM is diverting the conversation to meteorological minutia. I for one don't appreciate this.
What the hell are we breathing? What the hell is going on here? Are we more concerned about milibars than human casualties?
I say ban this fool so we can all move on.
_________________
“To the last, I grapple with thee; From Hell's heart, I stab at thee; For hate's sake, I spit my last breath at thee” |
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marklookingup
Joined: 31 Jul 2005
Posts: 502
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| Reporting from the PNW
Sat May 19, 2007 9:58 pm
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Well, it's 2:45 pm. Sat 19 May, 2007 and the wind has continued from this am. and it appears to be raining around here, but somehow the area above me has remained clear, except for an occasional big billowy cloud blowing by, and a few chem-clouds, BUT I have not seen any ct's of any kind today, which is wierd, as I have been seeing them daily for a long time.
And that is my weather report for Sat. pm. I'll report again this evening. |
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All times are GMT. The time now is Thu Feb 09, 2012 10:30 pm
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