posted 07-13-2002 02:02 AM            

Chemtrails Campaign Adds
To Air Force Woes
By William Thomas
7-13-2

The US Air Force is crying "uncle". After three consecutive hard-pressed years' flying a multitude of missions, the big jet tankers that spray chemtrails and refuel warplanes in flight can no longer complete their far-flung assignments.

Hundreds of ancient airplanes, a growing exodus of tanker crews, and additional refueling burdens brought on by 9.11 and an illegal president's declaration of "never-ending" war against 60 sovereign nations have pushed Congress into approving the costly lease of additional airliners for conversion to operational tanker status.

In July 1999, nearly 18 months after North American chemtrail operations kicked into high gear, the Air Force asked the Secretary of Defense for a "reprieve" in the number of missions they would have to fly "over the next six to eight months." Since then, this planet-wide geoengineering experiment over Canada, the USA and Europe in a is further stretching already overtaxed tankers and crews among more than 30 USAF refueling wings past the breaking point.

BOMBS AWAY More than a decade ago, Desert Storm demonstrated the limits of tanker time. During this one-sided contest - which saw one bomb run every minute round-the-clock for more than a month over a country the size of Texas - KC-10 and the KC-135 tankers conducted some 51,700 mid-air refuelings. Ironically in this conflict over oil, hard-pressed tanker crews exceeded Saudi refining capacity to pump 125 million gallons of fuel into tactical aircraft - and global warming. As a result of this extraordinary effort, as many as 500,000 terrified teenage conscripts, parents, grandparents and children under the age of 15 were killed in what later bombing assessments termed "the most intensive urban bombing campaign ever conducted."

Downsized 40% after a secret biowar that killed at least 12,000 US troops hit by chemical and biological agents (and sickened hundreds of thousands of service personnel, spouses and children with Gulf War Illness), the Air Force was next ordered to commit almost half of its remaining people and planes to bombing Kosovo.

The 1999 annual Readiness Review prepared by the House Committee on Armed Services found that the demands of refueling aircraft bombing Kosovo had once again taxed tanker squadrons to operational limits. Condemned by UN agencies for causing widespread civilian casualties and the ecological devastation of Kosovo - while leaving the army and armor of elected Yugoslav President Slobodan Milosevic virtually unscathed - the sustained attacks took a toll on tankers, too.

The congressional committee's "Strained to the Limit" report revealed that Operation Allied Force over Kosovo had "overextended" U.S. Air Force tanker wings, already tasked with enforcing No-Fly zones over Iraq and Bosnia. Such sustained refuelings, it read, "has taken its toll on personnel, equipment, and training."

Even with some 650 KC-135 Stratotankers and 50 KC-10 Extenders in the Air Force inventory, the congressional review committee concluded that the blue suiters' "call for a respite raises serious doubts about whether the Air Force has sufficient forces at proper readiness levels to execute the two major theater war requirement called for in the National Military Strategy."

AIR TRAFFIC CONTROLLERS CONCERNED OVER CHEMTRAILS Chemtrails were not mentioned among these strategic national missions nearby aimed at controlling the international oil and narco trades. But in late June, 2002, Air Traffic Controllers across the United States continue to report that they are being ordered to divert commercial jets beneath large formations of tanker planes spewing chemicals at airliner altitudes that degrade their radars. Given this operations tempo, it is uncertain how much longer the Air Force will be able to conduct what flight controllers are being told are "climate modification experiments".

Whether spreading dioxin-laden defoliants and rainmaking chemicals over the Ho Chi Minh trail, or creating sunlight-reflecting clouds over the US homeland, the attrition of planes and personnel in waging "eco war" has always been high. During the destruction of Kosovo, an acute pilot shortage forced President Clinton to authorize a "call-up" of some 33,102 National Guard and Reserve personnel.

It was not enough. Air Mobility Command - which provides airlift and air-to-air refueling for America's armed forces - continued to operate with a 15% shortage of crew chiefs, fuel handlers, jet mechanics, and other essential flight personnel. The crew crunch became so severe, key people whose "hitches" were up, were prevented from leaving the service before the bombing of Kosovo ended.

Today, the Armed Services Committee finds that the Air Force relies on National Guard and Reserve volunteers to meet over half of its daily aerial refueling commitments around the world.

At the same time, chemtrail laydowns continued to tax tankers across the United States and much of Canada - as well as over the UK, Australia and other countries of the expanded NATO alliance.

AGING AIRPLANES

From full-power take-off at high gross-weight, through hot climbs to subfreezing altitudes, and the inevitable descent and jolt of reconnecting with concrete at more than 120 miles per hour - each "flight cycle" of a heavy aircraft places high stresses on the newest engines and airframes.

But the first KC-135 Stratotanker took to the air in August 1956! A modified version of the first jetliner to see widespread commercial use at the dawn of the jet age, each $52 million reconfigured Boeing 707 carries 150,000 pounds of transferable fuel, and costs $3,448/hour to operate.

Though able to fly at 530 miles per hour as high as 50,000 feet, tankers normally operate at much lower altitudes to rendezvous with fuel-hungry aircraft. This means that the broad white plumes seen streaming from photo-identified KC-135s over North American communities over the past three years cannot be contrails. As Major General Gregory P. Barlow, Office the Adjutant General at Camp Murray, Washington explains: "KC-135 jet aircraft operate at altitudes below 33,000 feet, which is typically the altitude where jet contrails form."

The last KC-135 was delivered to the Air Force in 1965. Today, the Air Mobility Command operates more than 442 Stratotankers. Just over half of these aircraft (268) are flown by the Air Force Reserve and Air National Guard.

Almost 400 of these four-engine, 46 year-old airplanes have been refitted with new CFM engines. Born-again KC-135Rs and KC-135Ts can offload 225,000 pounds of fuel (or chemtrail cocktails). Costing 25 percent less than the original versions to operate, these remodeled KC-135s are seen but not often heard as they are nearly 100% quieter than the Boeing 707 (which is so loud, commercial 707s are now banned from taking off from US airports). Aging Air Force Reserve and Air National Guard KC-135s have also been re-engined with TF-33-PW-102 engines. Their crews fervently hope that new aluminum-alloy skin grafts will keep the wings attached to these old crates for another 27,000 flying hours.

The newer KC-10 is no spring chicken either. A modified Boeing DC-10 airliner, the KC-10A entered service in 1981. The three-engine KC-10 carries about 320,000 pounds of transferable liquids at speeds up to 619 mph and altitudes up to 42,000 feet. This long-legged workhorse can deliver chemtrails over 4,400 miles.

The KC-10A is operated by the 305th Air Mobility Wing, McGuire Air Force Base, N.J.; and the 60th Air Mobility Wing, Travis AFB, Calif. Despite these extensive retrofits, on March 22, 1999 the Associated Press reported that hundreds of KC-135 tankers were being grounded to fix problems in their tailfeathers. Within 24 hours of the Air Force announcement, Chemtrail Tracking Center reports of chemtrail spraying across the USA dropped from 24 to just two US cities. As the big Boeings were returned to the air over the following week, chemtrail sightings climbed back to previous levels.

DIAL 9.11 FOR TANKERS

Then came Sept. 11. Two months after a handful of fanatics armed with Exacto knives defeated trillion-dollar North American defenses, Aviation Week & Space Technology reported refueling tankers were "stretched thin after three weeks of intense operations."

Though kept on the ground during the main attacks on the Pentagon and World Trade Center, from the evening of Sept. 11 through Sept. 13, aircraft from 26 Air Force units took to the skies, flying continuous circular orbits called Combat Air Patrols over 15 key areas within the United States. Armed F-15's and F-16's provided 24 hour a day CAP coverage in some areas. Along the way, Air Force units that normally flew 15-20 hour a day, five days a week began flying 45-60 hours a day, every day. Many of those fighters were refueled in the air.

Maj. Gen. Larry Arnold, commander of the Continental U.S. NORAD Region - one of three elements of the North American Aerospace Defense Command (NORAD) - told reporters, "We live and die with tankers. They're heavily tasked inside and outside the U.S. borders."

Referring to the aging airframes of the KC-135s wings, Arnold added, "I'd be hesitant to predict how long they'll hold up."

CHEMTRAILS OVER AFGHANISTAN

The ongoing bombing of Canadian soldiers, wedding parties and other targets of overseas opportunity is being carried out by B-52s and smaller tactical aircraft flying from bases located outside the region. The strains on tanker crews tasked with refueling thirsty fighter-bombers to and from their targets have been further tweaked by assignments to lay down barium-iron stearate "chemtrails" in the Central Asian stratosphere.

In a peeping-Tom process called tomography, these aerial-sprayed "mobile antennas" could be used with more publicized HAARP missions, bouncing tightly-focused radio-frequency energy beamed from transmitters in Gakon, Alaska to "X-ray" Afghanistan cave complexes. According to MSNBC, HAARP was ordered to full-power transmission status one week before 9.11.

According to two scientists who worked on this project out of Wright-Patterson Air Force Base in Ohio, the chemtrail antennas laid down over Afghanistan were definitely used to conduct radio signals to remotely-piloted drones flown by the CIA. At least 40 armed attacks by robot planes firing "Hellfire" missiles were made by American "pilots" sitting inside air-conditioned trailers in Uzbekistan.

In what could be the first cases of chemtrails being deliberately used to kill people on the ground, according to MSNBC, Predator drones "played a role in the attack that killed Mohammed Atef, one of bin Laden's closest aides."

Innocent shepherds and scrap-metal salvagers were also blown to pieces in the cowboy-style "shoot first, identify later" attacks that saw nearly one-third of the Predators crash as their operators grappled with the remote-controlled responses of distant drones.

While the tele-disconnected pilots of these demolished planes went for coffee, Air Force displeasure grew over the loss of so many $2.5 million robot planes. Bad inter-service vibes, and bad weather combined to cancel the CIA's drone strikes in October, 2001.

By then, the first $48 billion weapons windfall had been apportioned by President-select George Bush to the armed forces - and to corporations like the Bush and bin Laden's Carlyle Group that supply the enormously wasteful materials of war.

RENT-A-TANKER

The December, 2001 Defense Appropriations bill required the tanker-challenged Air Force to lease and convert 100 Boeing 767 airliners for aerial refueling duties over a 10-year period. According to veteran investigators Russell Mokhiber and Robert Weissman, "These are planes even the Air Force doesn't want, or least not enough to include in a list of its top 60 priorities."

Mokhiber and Weissman point out that it would be cheaper to buy the planes outright Instead, the Air Force is being ordered to lease 100 planes at $20 million per plane per year. Converting each plane to carry jet fuel will add about $30 million per plane. And like any leased Lexus, the Pentagon must return the planes to Boeing in the configuration and condition in which they were purchased - at another $30 million or so per plane.

"While the U.S. government will be spending more than $25 billion on planes even the Air Force does not want, it is refusing to spend more than a couple hundred million dollars a year on the Global Fund for AIDS, malaria and tuberculosis. The money wasted on those planes could literally save millions of lives," these two watchdogs of corporate crime point out.

TANKER PILOTS SEEKING OTHER WORK

Even with 100 new tankers at its command, the US Air Force may still find it impossible to continue chemtrails missions, along with its perpetual wartime responsibilities. According to the Congressional readiness report, the percentage of Air Force pilots leaving the service is up 322% in the past five years. At least two pilots are quitting the Air Force every day - and they are not being replaced.

Next year, the active duty Air Force, Air National Guard and Air Force Reserve are projected to be short a total of 3,200 pilots.

Many of tanker pilots are being joined in the exits by crewmembers and fuel handlers concerned over recent Air Force findings showing that constant exposure to jet fuel and fumes can cause extreme health problems. Among more than 40 potentially carcinogenic compounds found in the JP8 jet fuel used by the Air Force is Ethylene Dibromide. Used in leaded gasoline until 1983, the potent pesticide known as EDB was outlawed under a rare emergency order by the EPA.

TOXIC VAPORS

But in 1991, military and commercial jet fuel was changed from JP4 to JP8, apparently to accommodate more efficient, hotter-burning engines.

According to the EPA's seven-page Ethylene Dibromide Hazardous Materials List, EDB "is a carcinogen and must be handled with extreme caution." EDB's DNA-binding molecules are also monstrous mutagens that can scramble the cellular blueprints of as-yet unborn generations.

In addition, EDB fumes can damage the liver, lungs, kidneys and skin. Cancer, pulmonary edema and asthma may result, as well as damage to pregnant crewmembers' developing fetus - and to the reproductive organs and abilities of women and men.

For the "it-can't-happen-to-me" crowd, the EPA cautions that chronic JP8-sniffers remain at risk from even low levels of EDB. "Exposure can irritate the lungs, repeated exposure may cause bronchitis, development of cough, and shortness of breath," warn the federal regulators. "It will damage the liver and kidneys."

Proctor and Hugh's 1991 Chemical Hazards of the Workplace Third Edition found that "accidental use" of JP8 resulted in: general weakness, vomiting, diarrhea, chest pains, coughing, shortness of breath, cardiac insufficiency and uterine hemorrhaging.

Following death, 44 hours later, autopsies found: "upper respiratory tract irritation, swelling of the pulmonary lymph glands, advanced... deterioration of the heart, liver and kidneys, and hemorrhages in the respiratory tract."

JP8 also depresses the central nervous system. Tanker crews and fuel handlers could not have been reassured by an official Air Force study on "The Effects of Chronic JP8 Jet Fuel Exposure on the Lungs and Secondary Organs". Conducted by the University of Arizona at Tucson in the late 1990s, the tests found "that exposure to only 7 days of JP8 jet fuel for one hour/day at a concentration of 500 mg per cubic meter can produce lung injuries."

Since EDB becomes more toxic at higher temperatures, its dispersal from 1,200 degree jet exhausts spells exceptionally bad news for all "downwinders".

Jet fuel "rain" from what the Air Force terms "routine" fuel jettisoning to lower landing weights - and unburned fuel spewing from a constant stream of heavy aircraft straining to take off from airports and airbases - add to the daily toxic exposure of residents living close to busy airports and airbases.

PANTHER PISS

Another threat for urban dwellers is presented by Panther Piss. This nickname identifies a fuel additive used by highly-classified high-performance Mach 3 aircraft to eliminate contrails.

"Think about it," emailed (an unverified) former Air Force line man. "You have an airframe flying over foreign land, they can't paint it with radar, they cant get an IR lock, but they look up and see a nice white line streaking across the sky. I think you just lost both stealth and your aircraft."

While this source would not confirm the presence of EDB, he stated that Panther Piss is "almost the same (chemically) as a popular pest- exterminating chemical. We all know the effects of those chemicals."

As chemtrail spraying continues drying the air over the drought-stricken USA, one big question remains for American taxpayers: Isn't it time to start spending the $500,000 a minute currently being devoted to destruction in their names by promotion-seeking military officers and profiteering corporations like the Carlyle Group - on the survival of their children, and a space colony called Earth?

Stay tuned.

And keep looking up. William Thomas www.lifeboatnews.com willthomas@telus.net

posted 07-15-2002 01:20 PM            

trail lawyer,syzygy board
colorado to sue air force for drying state(chem trails)
Sun Jul 14 17:01:09 2002
209.32.236.224

Date: July 13, 2002 at 08:28:55
From: Trail Lawyer,
Subject: Colorado to Sue Air Force for Drying state
URL: Chemtrails Campaign Adds To Air Force Woes

The state of Colorado has sought counsel today with the American Trials Lawyers Association.

They are planning on bringing suit againt the US Air Force for "Chemtrailing" their state and thus contributing to drying out the land and creating fire conditions. This land drying is considered to be one of the causes of delayed containment for the recent giant fire in the state which has cost the taxpayers and private property owners immensely.

Officials from the state of Arizona are also looking into this option. They are reasoning that the fires took longer to control due to the Chemtrailing done by the Air Force. Had this chemtrailing activity not happened, the land would not be so dry and flammable. It is found that tiny aluminum particles facilitate burning. They are arguing that, though the fires may have been set, they took much longer to extinguish and burned faster when the chemtrailing left aluminum residue on the land which allowed the fire to breach barriers constructed by the fire crews. In addition, they argue that moisture is being kept airbourne by keeping the air filled with hot aluminum particles which tend to keep the moisture heated and remain aloft rather then falling as rain.

Other states are also expected to seek an injunction against the Air Force to halt Chemtrailing their states and effectively covering the land with the tiny but easily flammable aluminum particles.

The Air Force has declined to comment on the pending lawsuits. The Trial Lawyers Association objective is to halt the illegal activity in the skies over the US which is suspected to be driven by profiteering motives of a few companies and individuals and disguised under "national security" to keep the profits rolling in.

posted 07-17-2002 07:58 PM            

MATERIAL SAFETY DATA SHEET for JP-8 http://216.239.51.100/search?q=cache:XgqSwDlg-k0 C:www.hess.com/about/msds/JP8_HOV_4088_clr.pdf++JP-8+msds+sheet&hl=en&ie=UTF-8

It would be nice if I could track down the msds for the JP-8+100 and 100LT but surprisingly, there's not much information on it or what the +100 additives consist of.

This is all that I could really find about it.

Reduction of Particulate Emissions from Turbine Engines Using the +100 Additive http://www.estcp.org/projects/pollution/200121o.cfm

Air Care International, Inc. http://www.aircareintl.org/aci/jet_fuel.htm did mention a little bit about the toxicology of JP-8. And there was that call for a protective gear upgrade as a result of that jet fuel study.

Jet fuel study prompts call for protective gear upgrade http://www.af.mil/news/Aug2001/n20010813_1108.shtml

Back in 1999, Little was known about the effects of jet fuels JP-5 and JP-8 on people’s health.

posted 07-17-2002 08:36 PM            

JP8+100 is currently only being used on certain aircraft in the fleet....mainly trainers and fighter-type aircraft. I know for a fact that +100 hasn't been approved for use in airlift/tanker aircraft, nor is it used in helicopters.

posted 07-17-2002 11:25 PM            

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Transition of this new fuel to operational Air Force units is under way. One method is to mix LT with +100 and distribute the mixture to operational units. JP-8+100LT may also have applications in other military vehicles.

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JP-8 Fuel Facts

Background:

JP-8 (Jet Propellant-8) is a versatile kerosene-based fuel used widely by the U.S. military and our N.A.T.O. allies. It is the same fuel used by commercial airliners, with the addition of very small amounts of anti-icing, anti-corrosion and anti-static agents needed for military jets. JP-8 is also used by the military as fuel for tanks, military vehicles, stoves and heaters. The U.S. military uses about 5 billion gallons of JP-8 each year. The United States Air Force is the largest user at about 2.5 billion gallons per year. Here at N.A.S. Fallon, we use about 34 million gallons of JP-8 annually.

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Can JP-8 affect my health?
We know very little about the human health effects caused by JP-8 at very low levels. Studies in laboratory animals indicate that JP-8 is not a significant health concern. The population with the greatest potential for exposure to JP-8 is fuel workers. Fuel workers are required to wear protective equipment to reduce exposures. During the military transition from JP-8 some fuel workers said that they felt dizzy or lightheaded while working with the fuel. Others complained of itchy, sore, red and/or peeling skin. The United States Air Force has recently completed a study of the possible health effects of working with JP-8. The results of this study are due to be released in the summer of 2001.

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As a newer type of fuel, the hazards of the use of JP-8 are less fully known. OSHA & ACGIH have no promulgated exposure standards set for the use of JP-8. The Navy has a standard of 8 hours of PEL of 350 mg/m3 and 15 min STEL of 1800 mg/m3. The higher flash pt of JP-8, along with its low volatility cause cold starts and engine coking. Cold starts result in exposure to unburned aerosolized fuel, and the low volatility makes it easier for fuel to remain on surfaces such as skin and clothes. Workers have complained of smelling and tasting JP-8 many hours after cessation of the exposure. They have also reported dizziness, lightheadedness and skin problems.

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Because JP-8 is a complex chemical mixture containing thousands of hydrocarbons as well as some enhanced performance additives, there is concern over potential health hazards with long-term exposure. The Air Force has previously studied occupational exposure to the fuel's vapors.

However, those studies focused on measuring JP-8 concentrations in the ambient air in work areas, which limited the analysis to an indirect assessment of exposure via inhalation and could not address total body burden from all exposure routes, including dermal contact.

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Marines test effects of JP-8 fuel

By Cpl. Otto C. Pleil-Muete, Marine Forces Pacific Public Affairs

POHANG, SOUTH KOREA – United States Marines came one step closer to increasing their warfighting capability here during recent fuel conversion tests that began Oct. 25.

The purpose of the test was targeted at showing Republic of Korea Marines the effects and benefits of using JP-8 fuel in their tactical vehicles. The R.O.K Marines currently depend on diesel fuel to feed their tactical vehicles while U.S. Marines are looking at standardizing their fuel needs to JP-8 fuel, according to Chief Warrant Officer 4 Dave Ray, the bulk liquids officer for Marine Forces Pacific.

The idea to get South Korean forces to join the United States in converting their fuel needs to JP-8 generated from the semi-annual R.O.K. Marine Corps and Marine Forces Pacific Logistics talks. Since then, coordination between Combined Forces Command Korea, the R.O.K Marine Corps, and the U.S. Marine Corps, enabled Marine Forces Pacific to begin tests that would help convince the R.O.K. forces to look further into converting their fuel needs from diesel to JP-8....
http://www.mfp.usmc.mil/news-JP-8.html

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It is estimated that when the Army and Marines switch from D2 diesel fuel to JP-5 or JP-8 fuel that a 5 or 10% (respectively) reduction in horsepower will occur in land-based diesel engines. This reduction in horsepower will affect all families of diesel engines. Currently the Army, Marines and other branches of the military are still using their stocked D2 diesel fuel and have not yet exhausted all their D2 supplies.

When the switch is made from D2 to JP-5 or JP-8, it is expected that some of the diesel engines will not meet dynamometer requirements and therefore require extensive engine modifications to meet minimum specifications, or worse yet, become unusable. This reduction in horsepower has been confirmed by Red River, Albany, and an Army report.

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Most military aircraft use JP-8 jet fuel which is a blend of commercial Jet Aviation Fuel -1 (or Jet A-1) with three extra additives.

The additives are used to control ice formation, control biogrowth (molds and slimes), and inhibit corrosion.

The military uses these additives because of the unique environments the military operates in, the type of self-sealing fuel tanks used, and the type of metals, plastics, and sealant used on military aircraft.

Several specialized aircraft like the SR-71 and U-2 use different fuels than JP-8, but are developed from the same base stock. Fuels research is always ongoing. The newest fuel being brought into production is JP-8+100. Dubbed JP-8+100 because the additive package can increase the thermal stability of military fuel by 100 degrees Fahrenheit, the improved fuel helps prevent gums and deposits that can foul fuel lines.

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posted 07-18-2002 11:01 PM            

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What biocidal/antifungal properties does the Prist Fuel additive have?

PPG’s product is certified to MIL-DTL-85470B for the chemical diethylene glycol monomethyl ether (DEGMME). The primary purpose of this chemical is to prevent freezing of water in the fuel system of aircraft. It is this property that is covered in Military and ASTM specifications. These specifications contain no biocide requirements.

Prior to 1994, Prist additive was made to MIL-I-27686(E), which specified ethylene
glycol monomethyl ether (EGMME).

PPG paid to have this product certified as a pesticide with the EPA.

This allowed PPG to advertise the ability of Prist additive to retard growth of microbes in aviation fuels. The correct term is microbiostat, not microbiocide (-stat means it controls or retards growth, -cide means it kills microbes).

With all of the new EPA requirements, it became economically prohibitive to certify the new DEGMME based additive as a pesticide. Summarizing the above, it is widely believed that DEGMME does have a retarding effect on microbial growth, however, PPG no longer officially claims this property for the Prist additive.

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Prist Hi-Flash Hi-Flo anti-icing fuel additive is authorized by the U.S. Armed Forces under Military Specification MIL-1-85470(A) and by the American Society for Testing and Materials (ASTM) under standard D4171 for use in civilian jet fuels as a fuel system ice inhibitor.

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posted 08-04-2002 03:27 PM            

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OH reacts with things like sulfur dioxide and dimethylsulfide to form compounds like sulfuric acid and methanesulfonic acid(chemical synthesis)," says Eisele. "These have been the most likely candidates to either form new particles or to grow preexisting particles into larger particles that eventually become condensation nuclei in clouds.

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The sign of the polarisation at threshold implies that rapidly rotating (abnormal) hydroxyl radicals arise from a parent H2O state of symmetry A1
SO2+OH ---> H2SO4:
Electrical resistivity: 2.0 E23 µ-ohms/cm
Debye temperature: K
Thermal conductivity: 0.269 W / m / K
Coefficient of linear expansion: Coef. per K
Mass magnetic susceptibility: -6.09e-9
X-ray diffraction mass absorption coefficients:
CuK: 89.1 (µ/p)/cm2 g-1
MoK: 9.55 (µ/p)/cm2 g-1

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Sulfur dioxide belongs to the family of gases called sulfur oxides (SOx ). These gases are formed when fuel containing sulfur is burned, and during metal smelting and other industrial processes

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The major health concerns associated with exposure to high concentrations of SO2 include effects on breathing, respiratory illness, alterations in pulmonary defenses, and aggravation of existing cardiovascular disease

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C-130 Aircraft OH/H2SO4 Instrument

The photolysis of ozone (wavelengths below 310 nm) produce a singlet oxygen atom, which may react with a water molecule to yield hydroxyl radicals; or is collisionally quenched to a triplet oxygen atom.

How Convenient.

posted 08-04-2002 11:25 PM            

As far as the Central Motive that depends on the chemical compunds used and the Method or dynamics of the delivery. This varies based on the desired effect but these particular references are regarding the ability to 'seed' clouds and/or reverse engineer the same technology to prevent them.(uh drought)

The method of delivery can vary to some extent but it is my honest opinion that it generally involves deagglomerated particulates that are dispersed by an adjustable nozzle. As you can see I still have much work to do on the method of delivery. Right now I am conentrating more on the possible effects of such applications.

As I had mentioned previously, this whole operation is much more intrepid than even the chemmies think. It's a 'hyperdynamic' process of deagglomeration, thermophoresis, diffusiophoresis, photophoresis, nanoscale ordering and phase seperation; quantum superconductivity in the form of composite fermions etc etc including all the various applications.

I'm afraid you'll have to give me some time pacer. This is only one of their many potential 'applications'. I am just sharing all this in hopes maybe somebody else out there may decide to look deeper into it as well and perhaps in some form of unity us 'numbskulls' can figure it out.

I probably shouldn't have posted this on the AIR FORCE thread.. since it's not necessarily the Air Force who is doing this, but oh well. Btw all the information I have compiled thus far is from a number of sources, including the NIH, Sandia/Los Alamos, and other government and educational institutions. This is apparently not 'gossip' research Pacer. Enviromental engineering is a reality and the applications of enviromental engineering can be 'reverse engineered' for defense purposes, and that is exactly what is happening.