Chemtrails: William Thomas

Quelle: http://ecolog.twoday.net/stories/221436/

Die Einwohner der kanadischen Kleinstadt Powell River bekommen auf ihrem lokalen TV-Sender etwa alle 20 Minuten einen "Anti-Chemtrail-Werbeclip" vorgeführt.

Die Audiospur des Clips ist auch per Internet abrufbar und eignet sich - so die Eigendefinition - auch dazu, um Chemtails gegenüber "Laien" zu erklären:

http://www.geocities.com/canadianchemtrails/Commercial.html


Quelle/Source: http://ecolog.twoday.net/stories/216754/

Topic: A Good NASA DISINFO Pix of MEGA Chemtrails

http://earthobservatory.nasa.gov/Newsroom/NewImages/images_topic.php3?img_id=16528&topic=atmosphere

To all that might have an interest.

Either they screwed up posting this image or they are trying to make people accept the chemtrails as normal. Better go check it out quickly, I don't think it will be posted long.

Watch your post office next month, they are coming out with a series of "Chemtrail "stamps.

Subject: chemtrails - the smoking gun

Everything comes to those who wait.

This page shows an official NASA cloud cover image. Click on it and you will go to the NASA web site.

While NASA calls these clouds 'contrails', they do so without credit to their audience.

1. The last time I took an airplane flight the flight began someplace and ended someplace.

2. Notice how these contrails aren't going anywhere?

3. None of them show the unbroken, connected, long lengths, course legs, and curves that commercial flight paths have.

4. None of them show airport circling, approach, holding-pattern, or take-off and landing path characteristics, and airports are where contrails are heaviest.

Anyone who thinks about it and examines these cloud trails will inevitably conclude these are not commercial flight paths. None of them.That means none are commercial contrails. None. But undeniably yes, they are human, artifactual clouds.

This is the smoking gun image of the entire debate, and it's a fresh, current image.

I just thought you'd enjoy it as much as I did.


You don't have to burn books to destroy a culture, just get people to stop reading them. Bradbury

Message from billder

--------

Bill,

Thanks! That's a pretty spectacular picture!

I am currently working on a new book that will include a section on
chemtrails. The book's working title is "WEATHER WARFARE: The Military's Plan to Draft Mother Nature." Below is the current draft of the Table of Contents. If you run into any cool stuff on any of these topics I would appreciate your dropping me a line with the data.

INTRODUCTION
Overview: The Revolution in Military Affairs, 21st Century weapons and the globalist agendas that drive their development.

HAARP UPDATE
HAARP news stories: HAARP and mysterious animal die-offs, HAARP and the search for Osama, HAARP and the Columbia Crash, HAARP and hurricanes. BAE Systems and the future of HAARP. Tesla's Wardencliff "beam weapon" theory substantiated by successful photon teleportation experiments.

NON-CONVENTIONAL WEAPONS (may be two or more chapters)
What we have: VMADS and The Screamer, and what's coming: Electromagnetic, Radio Frequency and Ionospheric Weapons. The anti-missile missile defense program vs. Star Wars: New pork for old. GWEN and cell phones. Health risks and societal side effects.

ENVIRONMENTAL MODIFICATION (ENMOD) AND GEOPHYSICAL WARFARE (will be broken down into several chapters)
Dispatches from The Front: ENMOD in times of war: Vietnam, The Cold War, NATO & Serbia (Timeline of ENMOD). United Nations ENMOD Treaty. ENMOD, El Nino and Global Warming. Soviet Secret Science? Evidence for covert warfare: chemtrails, strange weather & radar anomalies, suspicious earthquakes. Future of ENMOD: Air Force 2025.

GEOPOLITICAL CONFLICTS OF THE 21ST CENTURY
"Pax Americana" and the American Empire. The United Nations: a Nation State in the making? Globalism, World Trade and neo-fascism. Mikhail Gorbachev & Maurice Strong: Green Cross and the threat of eco-communism. Global Warfare made permanent: Terrorism, Peak Oil and the Military-Industrial-Educational Complex.

CONCLUSION

Thanks again! Keep in touch!

Jerry E. Smith
Author & Lecturer

--------

NASA scientists have found that cirrus clouds, formed by contrails from aircraft engine exhaust, are capable of increasing average surface temperatures enough to account for a warming trend in the United States that occurred between 1975 and 1994. According to Patrick Minnis, a senior research scientist at NASA’s Langley Research Center in Hampton, Va., there has been a one percent per decade increase in cirrus cloud cover over the United States, likely due to air traffic. Cirrus clouds exert a warming influence on the surface by allowing most of the Sun’s rays to pass through but then trapping some of the resulting heat emitted by the surface and lower atmosphere. Using a general circulation model, Minnis estimates that cirrus clouds from contrails increased the temperatures of the lower atmosphere by anywhere from 0.36 to 0.54°F per decade. Minnis’s results show good agreement with weather service data, which reveal that the temperature of the surface and lower atmosphere rose by almost 0.5°F per decade between 1975 and 1994.

This enhanced infrared image from the Moderate Resolution Imaging Spectroradiometer (MODIS), aboard NASA’s Terra satellite, shows widespread contrails over the southeastern United States during the morning of January 29, 2004. Such satellite data are critical for studying the effects of contrails. The crisscrossing white lines are contrails that form from planes flying in different directions at different altitudes. Each contrail spreads and moves with the wind. Contrails often form over large areas during winter and spring.

For information about why NASA studies contrails, read: Clouds Caused By Aircraft Exhaust May Warm The U.S. Climate.

Image courtesy NASA Langley Research Center

http://earthobservatory.nasa.gov/Newsroom/NewImages/images_topic.php3?img_id=16528&topic=atmosphere

http://www.buergerwelle.de/pdf/aircraft_contrails.jpg

http://www.atmos.anl.gov/ASP/#


Informant: Laurel Den


See also:

http://www.buergerwelle.de/body_chemtrails_of_the_world.html

by billder • Sunday April 04, 2004 at 09:37 AM

You really are.

The spraying of powdered materials throughout the skies of the world is happening on a daily basis everywhere. This has been going on with increasing frequency since the so-called “Election” of the bush family to leadership positions in America.

Hardly a day goes by now where jets do not lay down chemical trails in grids and canopys. This is support for technology being used against the population of the world. Its main goal is control of food and water through weather modification, but the vast vast expense of this program, as well as the classified technology of corporations such as Time Domain Corporation, suggest even greater goals are being obtained in conjunction with the attempt to lock down food and water. Monsanto Corporation is also deeply involved in this illegal take-over, and many others. Electro-sensitivity of the soil itself will only allow gm crops to crow eventually.

Ionization of these sprayed particles also causes many forms of radiation to rain down upon the as yet unsuspecting populace of the world, as well as lensing programs to dehydrate land and dry up water sources. The first lie of the NWO animals is that a shield is needed because the atmosphere has been depleted -- it is too bad that THEY themselves can deplete the atmosphere at any time and thus CREATE THAT NEED.

The true crux of the program is to create conductivity within all life on the surface of the planet, by spraying conductive materials which inevitably end up in the soil, the water, the air, and the food. Great inroads have been made in the last few decades concerning electronic coercion through thought entrainment and other electronic stimulus; some examples of this include Paperclip, mk-ultra, pandora, and the work of the so-called doctor delgado.

http://www.raven1.net/kilde1.htm

Spraying of conductive materials was preceded just slightly with the widespread use of cell phones, and it is a fair and reasonable contention that the cell phones are just a cover for the deployment of broadcast towers everywhere, a necessary adjunct to electronic mind control and automated law enforcement. Look around yourselves, the evidence is before your eyes. Towers everywhere and daily spraying of chemicals in American skies, as well as all over the world, will give you a fair clue of just what the new world order is all about.

http://www.bariumblues.com/towers_2.htm

Electro-sensitivity is being created so that the populace will respond in a predictable way to various forms of broadcast energy being used for control and coercion. There are also implants being used on a broad scale, in places such as veterans hospitals, and dental labs, and these are used also for coercion, and act as tracking devices too.

http://www.fightback.grimfacts.org/Tracking_Humans.html

Broadcast towers are simply the means to control the mass. The hard cases are targeted with handheld and airborn fields which cause accelerated growth of funguses and cancers these freedom fighters have been intentionallly infected with.

No one can escape this attack on the world by a few degraded non-human animals, and only mass awareness and violent removal will end this depredation on humanity.

And remember this: Russia perfected and used this Tesla-Like technology long before the United States.

Also visit:
http://www.chemtrailcentral.com
http://www.carnicom.com


Source: http://www.chapelhill.indymedia.org/news/2004/04/9742.php
(excerpt)

See also: http://www.buergerwelle.de/body_chemtrails_of_the_world.html

From an airline mechanic

"For reasons you will understand as you read this I can not divulge my identity. I am an aircraft mechanic for a major airline. I work at one of our maintenance bases located at a large airport. I have discovered some information that I think you will find important.

First I should tell you something about the "pecking order" among mechanics. It is important to my story and to the cause to which you have dedicated yourself.

Mechanics want to work on three things. The avionics, the engines, or the flight controls. The mechanics that work on these systems are considered at the top of the "pecking order". Next come the mechanics that work on the hydraulics and air conditioning systems. Then come the ones who work on the galley and other non-essential systems. But at the very bottom of the list are the mechanics that work on the waste disposal systems. No mechanic wants to work on the pumps, tanks, and pipes that are used to store the waste from the lavatories.

But at every airport where I have worked there are always 2 or 3 mechanics that volunteer to work on the lavatory systems. The other mechanics are happy to let them do it. Because of this you will have only 2 or 3 mechanics that work on these systems at any one airport. No one pays much attention to these guys and no mechanic socializes with another mechanic who only works on the waste systems. In fact I had never thought much about this situation until last month.

Like most airlines we have reciprocal agreements with the other airlines that fly into this airport. If they have a problem with a plane one of our mechanics will take care of it. Likewise if one of our planes has a problem at an airport where the other airline has a maintenance base, they will fix our plane.

One day last month I was called out from our base to work on a plane for another airline. When I got the call the dispatcher did not know what the problem was. When I got to the plane I found out that the problem was in waste disposal system.

There was nothing for me to do but to crawl in and fix the problem. When I got into the bay I realized that something was not right. There were more tanks, pumps, and pipes then should have been there. At first I assumed that the system had been changed. It had been 10 years since I had worked on one. As I tried to find the problem I quickly realized the extra piping and tanks were not connected to the waste disposal system. I had just discovered this when another mechanic from my company showed up.

It was one of the mechanics who usually works on these systems. I happily turned the job over to him. As I was leaving I asked him about the extra equipment. He told me to "worry about my end of the plane and let him worry about his!"

The next day I was on the company computer to look up a wiring schematic. While I was there I decided to look up the extra equipment I had found. To my amazement the manuals did not show any of the extra equipment I had seen with my own eyes the day before. I even tied in to the manufacturer files and still found nothing. Now I was really determined to find out what that equipment did.

The next week we had three of our planes in our main hanger for periodic inspection. There are mechanics crawling all over a plane during these inspections. I had just finished my shift and I decided to have a look at the waste system on one of our planes. With all the mechanics around I figured that no one would notice an extra one on the plane. Sure enough, the plane I choose had the extra equipment!
I began to trace the system of pipes, pumps, and tanks. I found what appeared to be the control unit for the system. It was a standard looking avionics control box but it had no markings of any kind. I could trace the control wires from the box to the pumps and valves but there were no control circuits coming into the unit. The only wires coming Into the unit was a power connection to the aircraft's main power bus.

The system had 1 large and 2 smaller tanks. It was hard to tell in the cramped compartment but it looked like the large tank could hold 50 gallons. The tanks were connected to a fill and drain valve that passed through the fuselage just behind the drain valve for the waste system. When I had a chance to look for this connection under the plane I found it cunningly hidden behind a panel under the panel used to access the waste drain.

I began to trace the piping from the pumps. These pipes lead to a network of small pipes that ended in the trailing edges of the wings and horizontal stabilizers. If you look closely at the wings of a large airplane you will see a set of wires, about the size of your finger, extending from the trailing edge of the wing surfaces. These are the static discharge wicks. They are used to dissipate the static electric charge that builds up on a plane in flight. I discovered that the pipes from this mystery system lead to every 1 out of 3 of these static discharge wicks. These wicks had been "hollowed out" to allow whatever flows through these pipes to be discharged through these fake wicks.

It was while I was on the wing that one of the managers spotted me. He ordered me out of the hanger telling me that my shift was over and I had not been authorized any overtime.

The next couple of days were very busy and I had no time to continue my investigation. Late one afternoon, two days after my discovery, I was called to replace an engine temperature sensor on a plane due to take off in two hours. I finished the job and turned in the paperwork.

About 30 minutes later I was paged to see the General Manager. When I went in his office I found that our union rep and two others who I did not know were waiting on me. He told me that a serious problem had been discovered. He said that I was being written up and suspended for turning in false paperwork. He handed me a disciplinary form stating that I had turned in false paperwork on the engine temperature sensor I had installed a few hours before. I was floored and began to protest. I told them that this was ridiculous and that I had done this work. The union rep spoke up then and recommended that we take a look at the plane and see if we could straighten it all out. It was at this time that I asked who the other two men were. The GM told me that they were airline safety inspectors but would not give me their names.

We proceeded to the plane, which should have been in the air but was parked on our maintenance ramp. We opened the engine cowling and the union rep pulled the sensor. He checked the serial number and told everyone that it was the old instrument. We then went to the parts bay and went back into the racks. The union rep checked my report and pulled from the rack a sealed box. He opened the box and pulled out the engine temperature sensor with the serial number of the one I had installed. I was told that I was suspended for a week without pay and to leave immediately.

I sat at home the first day of my suspension wondering what the hell had happened to me. That evening I received a phone call. The voice told me "Now you know what happens to mechanics who poke around in things they shouldn't. The next time you start working on systems that are no concern of yours you will lose your job. As it is I'm feeling generous, I believe that you'll be able to go back to work soon" CLICK.

Again I had to pick myself from off the floor. I made the connection that what had happened was directly connected to my tracing the mysterious piping. The next morning the General Manager called me. He said that due to my past excellent employment record that the suspension had been reduced to one day and that I should report back to work immediately. The only thing I could think of was what are they trying to hide and who are THEY!

That day at work went by as if nothing had happened. None of the other mechanics mentioned the suspension and my union rep told me not to talk about it. That night I logged onto the Internet to try to find some answers. I don't remember now how I got there but I came across your site. That's when it all came together. But the next morning at work I found a note inside my locked locker. It said, "Curiosity killed the cat. Don't be looking at Internet sites that are no concern of yours."

Well that's it. THEY are watching me.

Well you already know what they are doing. I don't know what they are spraying but I can tell you how they are doing it. I figure they are using the "honey trucks". These are the trucks that empty the waste from the lavatory waste tanks. The airports usually contract out this job and nobody goes near these trucks. Who wants to stand next a truck full of sh--. While these guys are emptying the waste tanks they are filling the tanks of the spray system. They know the planes flight path so they probably program the control unit to start spraying some amount of time after the plane reaches a certain altitude. The spray nozzles in the fake static wicks are so small that no one in the plane would see a thing.

God help us all,

A concerned citizen."

Courtesy Henry Makow, Ph.D.
Exposing Feminism and the New World Order
http://www.savethemales.ca

http://www.thetruthseeker.co.uk/article.asp?ID=1669


Informant: George Paxinos

Atmospheric Geoengineering is occuring in our skies daily, and on a worldwide basis.

For those who doubt the feasibility of these special operations, just take a look at the following Patents.

Chemtrail Patents:

Method and apparatus for altering a region in the earth's atmosphere, ionosphere, and/or magnetosphere
United States Patent 4,686,605 / Eastlund / August 11, 1987
http://164.195.100.11/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PALL&p=1&u=/netahtml/srchnum.htm&r=1&f=G&l=50&s1=4686605.WKU.&OS=PN/4686605&RS=PN/4686605

A method and apparatus for altering at least one selected region which normally exists above the earth's surface. The region is excited by electron cyclotron resonance heating to thereby increase its charged particle density. In one embodiment, circularly polarized electromagnetic radiation is transmitted upward in a direction substantially parallel to and along a field line which extends through the region of plasma to be altered. The radiation is transmitted at a frequency which excites electron cyclotron resonance to heat and accelerate the charged particles. This increase in energy can cause ionization of neutral particles which are then absorbed as part of the region thereby increasing the charged particle density of the region.

Method of modifying weather
United States Patent 6,315,213 / Cordani / November 13, 2001
http://164.195.100.11/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PALL&p=1&u=/netahtml/srchnum.htm&r=1&f=G&l=50&s1=6315213.WKU.&OS=PN/6315213&RS=PN/6315213

A method for artificially modifying the weather by seeding rain clouds of a storm with suitable cross-linked aqueous polymer. The polymer is dispersed into the cloud and the wind of the storm agitates the mixture causing the polymer to absorb the rain. This reaction forms a gelatinous substance which precipitate to the surface below. Thus, diminishing the clouds ability to rain.

Process for absorbing ultraviolet radiation using dispersed melanin
United States Patent / 5,286,979 / Berliner / February 15, 1994
http://164.195.100.11/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PALL&p=1&u=/netahtml/srchnum.htm&r=1&f=G&l=50&s1=5286979.WKU.&OS=PN/5286979&RS=PN/5286979

This invention is a process for absorbing ultraviolet radiation in the atmosphere by dispersing melanin, its analogs, or derivatives into the atmosphere. By appropriate choice of melanin composition, size of melanin dispersoids, and their concentration, the melanin will absorb some quantity of ultraviolet radiation and thereby lessen its overall effect on the critters who would normally absorb such radiation.

Liquid atomizing apparatus for aerial spraying
United States Patent / 4,948,050 / Picot / August 14, 1990
http://patft.uspto.gov/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PALL&p=1&u=/netahtml/srchnum.htm&r=1&f=G&l=50&s1=4948050.WKU.&OS=PN/4948050&RS=PN/4948050

A rotary liquid spray atomizer for aerial spraying is driven by a variable speed motor, driven in turn by power from a variable speed AC generator. The generator is driven from a power take-off from the engine of the spraying aircraft, a drive assembly includes a device for controlling the speed of the generator relative to the speed of the engine. The particularly convenient drive assembly between the generator and the power take-off is a hydraulic motor, which drives the generator, driven by a hydraulic pump driven from the power take-off. The speed of the hydraulic motor can be controllably varied. Conveniently the AC motor is a synchronous motor.

Laminar microjet atomizer and method of aerial spraying of liquids
United States Patent / 4,412,654 Yates / November 1, 1983
http://patft.uspto.gov/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PALL&p=1&u=/netahtml/srchnum.htm&r=1&f=G&l=50&s1=4412654.WKU.&OS=PN/4412654&RS=PN/4412654

A laminar microjet atomizer and method of aerial spraying involve the use of a streamlined body having a slot in the trailing edge thereof to afford a quiescent zone within the wing and into which liquid for spraying is introduced. The liquid flows from a source through a small diameter orifice having a discharge end disposed in the quiet zone well upstream of the trailing edge. The liquid released into the quiet zone in the slot forms drops characteristic of laminar flow. Those drops then flow from the slot at the trailing edge of the streamlined body and discharge into the slipstream for free distribution.

ROCKET HAVING BARIUM RELEASE SYSTEM TO CREATE ION CLOUDS IN THE UPPER ATMOSPHERE
United States Patent: - US3813875 / Issued/Filed Dates: June 4, 1974 / April 28, 1972
http://pub8.ezboard.com/fchemtrailsbariumresearch.showMessage?topicID=28.topic

A chemical system for releasing a good yield of free barium (Ba°) atoms and barium ions (BA+) to create ion clouds in the upper atmosphere and interplanetary space for the study of the geophysical properties of the medium. Inventor(s): Paine; Thomas O. Administrator of the National Aeronautics and Space Administration with respect to an invention of , Hampton, VA 23364

NASA: BARIUM - Chemical Formulas/Suppliers
source: gisgaia
This is the "Description of Preferred Embodiments" link in the NASA Barium Patent listed above. Astounding that this information was generated in l969 and now,30 years later, there is evidence of Barium saturation in our atmosphere.

The Barium/Fuel mixtures are listed below along with the suppliers.

Description of Preferred Embodiments:
Referring now to the drawings and more particularly to FIG. 1, there is shown a segment of a suitable carrier vehicle 10, such for example a rocket motor. Vehicle 10 is employed to carry fuel tank 11, insulated oxidizer tank 13 and combustion chamber 15, along with the necessary instrumentation, from earth into the upper atmosphere or into interplanetary space. Fuel tank 11 is in fluid connection with combustion chamber 15 and oxidizer tank 13 is in fluid connection with combustion chamber 15 by way of respective conduits 17 and 19. A pair of valves 21 and 23 are disposed within the respective conduits 17 and 19. Valves 21 and 23 are adapted to be selectively and simultaneously opened by a suitable battery-powered timing mechanism, radio signal, or the like, to release the pressurized fuel and oxidizer from tanks 11 and 13. The fuel and oxidizer then flow through conduits 17 and 19 and impinge upon each other through a centrally positioned manifold and suitable jets (not shown) in combustion chamber 15 where spontaneous ignition occurs. The reaction products are then expelled through the open ends of combustion chamber 15 as plasma which includes the desired barium neutral atoms and barium ions as individual species.

The fuel utilized in fuel tank 11 is either hydrazine (N2 H4) or liquid ammonia (NH3) while the oxidizer employed is selected from the group consisting of liquid fluorine (F2), chlorine trifluoride (ClF3) and oxygen difluoride (OF2). When using hydrazine as the fuel, barium may be dissolved therein as barium chloride, BaCl2, or barium nitrate, Ba(NO3)2, or a combination of the two. When using liquid ammonia as the fuel, barium metal may be dissolved therein. The combination found to produce the highest intensity of Ba° and Ba+ resonance radiation in ground based tests involved a fuel of 16 percent Ba(NO3)2, 17 percent BaCl2 and 67 percent N2 H4 ; and as the oxidizer, the cryogenic liquid fluorine F2 and in which an oxidizer to fuel weight ratio was 1.32.
Other combinations of ingredients tested are set forth in Table I below:

TABLE I
______________________________________
System Optimum O/F Percent
Ionization
Calculated
______________________________________
16.7% BaCl2 -
83.3% N2 H4 /ClF3
2.36 68.0
26% BaCl2 -
74% N2 H4 /ClF3
2.08 70.0
50% Ba(NO3)2 -
50% NH3 /ClF3
1.52 -
42.9% Ba(NO3)2 -
57.1% N2 H4 /ClF3
1.19 50.0
16.7% BaCl2 -
83.3% N2 H4 /F2
1.95 68.8
26% BaCl2 -
74% N2 H4 /F2
1.71 70.6
21% BaCl2 -
9% Ba(NO3)2 -
70% N2 H4 /F2
1.57 68.5
17% BaCl2 -
16% Ba(NO3)2 -
67% N2 H4 /F2
1.31 68.1
13% BaCl2 -
21.5% Ba(NO3)2 -
65.5% N2 H4 /F2
1.34 63.7
9% BaCl2 -
30% Ba(NO3)2 -
61% N2 H4 /F2
1.04 63.7
42.9% Ba(NO3)2 -
57.1% N2 H4 /F2
0.976 43.0
42.9% Ba(NO3)2 -
57.1% N2 H4 /OF2
0.694 46.9
26% BaCL2 -
74% N2 H4 /OF2
1.22 52.8
______________________________________
The conditions under which each of the combinations listed in Table I were tested were ambient and the percentage ionization was calculated by equations set forth in NASA Contract Report CR-1415 published in August 1969.
The chemical supplier and manufacturers stated purity for the various chemicals employed are set forth in Table II below:
______________________________________
Chemical
Supplier Purity
______________________________________
N2 H4
Olin Mathieson Chemical
Technical Grade
Company, Lake Charles,
97-98% N2 H4
Louisiana (2-3% H2 O)

NH3
Air Products and Chemicals
Technical Grade
Allentown, Pa.

BaCl2
J. T. Baker & Co. Reagent Grade
Phillipsburg, N.J.

Ba(NO3)2
J. T. Baker & Co. Reagent Grade
Phillipsburg, N.J.

F2 Air Products & Chemicals
98%
Allentown, Pa.
ClF3
Allied Chemical Co.
99.5%
Baton Rouge, La.
OF2
Allied Chemical Co.
98%
Baton Rouge, La.
______________________________________

A solubility study of various mixtures containing Ba(NO3)2, BaCl2 and N2 H4 was made at room temperature and is shown in the triangular plot of FIG. 2. Seven solutions that were used in the tests enumerated in Table I are indicated by reference letters in FIG. 2 as follows:
a. 16.7% BaCl2 - 83.3% N2 H4
b. 26% BaCl2 - 74% N2 H4
c. 21% BaCl2 - 9% Ba(NO3)2 - 70% N2 H4
d. 17% BaCl2 - 16% Ba(NO3)2 - 67% N2 H4
e. 13% BaCl2 -21.5% Ba(NO3)2 -65.5% N2 H4
f. 9% BaCl2 - 30% Ba(NO3)2 - 61% N2 H4
g. 42.9% Ba(NO3)2 - 57.1% N2 H4

A mixture below the Saturation Line, that is toward the Ba(NO3)2 or BaCl2 corners contained a solid and a solution phase whereas the salts were in complete solution above the saturation line.
All fuel mixtures or systems described were easily handled except the 50 percent Ba(NO3)2 -50 percent NH3 system. This system caused clogging of the feed valves due to precipitation of the Ba(NO3)2. In addition the light values obtained using this system was relatively low.
In testing of each of the fuel mixtures set forth in Table I the Ba° light was greater than the Ba+ light for a given oxidizer/fuel ratio in each of the mixtures. The maximum light occurred in all systems at a point located between the stoichiometric O/F and 3 percent less than the stoichiometric O/F. The stoichiometric O/F is defined as being equivalent to the oxidizer to fuel weight ratio in a balanced equation assuming the salt is converted to free Ba, F to HF, Cl to HCl and O to H2 O. For example, one system tested had an O/F ratio of 142 grams oxidizer per 100 grams fuel or 1.42/1.00. If the barium is assumed to be converted to BaF2 then the stoichiometric O/F is 1.47. Since the greatest light output in all cases occurred with O/F less than stoichiometric it is apparent that little of the Ba was combined as BaF2 or BaCl2. This was confirmed by spectrographic analysis.
In Table II the various systems are listed in decreasing light output or relative light intensity as measured by phototubes in millivolts, thereby indicating the relative barium yield.
TABLE III
__________________________________________________________
SYSTEM MAXIMUM RELATIVE
(percent weight for fuel)
INTENSITY, millivolts
Ba° 5535 A
Ba+ 4554 A
___________________________________________________________
17% BaCl2 -16% Ba(NO3)2 -67% N2 H4 /F2
27600
11800
13% BaCl2 -21.5% Ba(NO3)2 -65.5% N2 H4 /F2
23600
8340
21% BaCl2 -9% Ba(NO3)2 -70% N2 H4 /F2
20600
9100
9% BaCl2 -30% Ba(NO3)2 -61% N2 H4 /F2
16600
5970
26% BaCl2 -74% N2 H4 /F2
16600
6520
26% BaCl2 -74% N2 H4 /OF2
11800
2100
16.7% BaCl2 -83.3% N2 H4 /F2
9100 3350
42.9% Ba(NO3)2 -57.1% N2 H4 /F2
9000 1800
42.9% Ba(NO3)2 -57.1% N2 H4 /OF2
7300 1330
42.9% Ba(NO3)2 -57.1% N2 H4 /ClF3
663 94
50% Ba(NO3)2 -50% NH3 /ClF3
221 44
___________________________________________________________

From the above information, it is readily seen that the 17 percent BaCl2 -16 percent Ba(NO3)2 -67 percent N2 H4 /F2 system gave the greatest amount of light intensity of the 4554 A Ba+ and 5535 A Ba° spectral lines. Ambient tests showed that the optimum oxidizer to fuel ratio of this system was 1.32 to 1.00. This system containing 8.52 weight percent barium was estimated to be 68.1 percent ionized. Also since this system had the largest relative light intensity it would be expected to give the greatest amount of Ba° and Ba+ and would appear to be the optimum system for a barium payload. In all systems tested it was found that the relative light reached a maximum at the O/F corresponding to the stoichiometric equation yielding barium as one of the reaction products and that the relative light output was sensitive to the O/F. Moving to either side of the optimum O/F caused a sharp decrease in relative light.
In vacuum tests the ignition of each system tested was smooth and like the ambient tests, took place in the combustion chamber. The rapid expansion in vacuum caused a decreased atom and ion density in the luminous flame which caused the light intensity to be about 1/37 to 1/50 the intensity measured in ambient tests. The percentage ionization was approximately the same for vacuum and ambient tests.
The operation of the invention is now believed apparent. Initially, fuel tank 11 is charged with the fuel containing the desired quantity of dissolved barium salt and pressurized with helium. The fuel tank pressure may be in the range of 6.89 to 20.06 ¥ 105 Newton/meter2. Oxidizer tank 13 is also charged with the appropriate oxidizer and pressurized. Cryogenic oxidizers such as OF2 and F2 are condensed from gases in the closed oxidizer tank which must be maintained enclosed in a liquid nitrogen bath. The oxidizer feed valve 23 and conduit 19 must also be maintained at liquid nitrogen temperature with a liquid nitrogen jacket when employing a cryogenic oxidizer.
The noncryogenic oxidizer, ClF3, may be pressurized into the closed oxidizer tank 13 from a supply bottle with super dry nitrogen.
Combustion chamber 15 is formed of stainless steel, aluminum, or the like F2 compatible metals and is internally partitioned by the manifold, not shown. The conduits 17 and 19 terminate in a manifold having injector orifices (not shown) mounted 90° to each other within each end of chamber 15 and sized for pressure drops of 5.24 to 10.2 ¥ 105 Newton/meter2 across the orifice. Fuel and oxidizer flows are in the range of 2.05 to 6.82 Kg/sec each. The entire system is carried into the upper atmosphere or interplanetary space by rocket vehicle 10 where, in response to a suitable signal, timing mechanism or the like, valves 21 and 23 may be selectively opened and closed and the pressurized liquid fuel and oxidizer will flow through conduits 17 and 19 into combination unit 15. When the hypergolic liquids impinge upon each other, they spontaneously ignite to expel reaction product gases or plasma including the highly luminous barium neutral atoms and barium ions as individual species. All of the barium reaching the combustion chamber is vaporized and released through the opposite ends thereof so that a high yield efficiency is obtained. The resulting high flame temperature, approximately 4,000°K., and some as yet not determined chemical activation, produces a relatively large amount of barium ions in the flame which is a highly desirable condition. It has been estimated from spectroscopic measurements that the degree of ionization may be as high as 75 percent in the released plasma in comparison to being on the order of 1 percent for the previously used Ba-CuO solid system which depends almost entirely on solar photoionization, a time-dependent phenomena which further reduces the usable barium yield of this known system.
Thus, it is readily apparent that the present invention provides an inherently more efficient process of producing barium clouds wherein the degree of ionization in the released plasma is much greater. The selectively opening and closing of valves 21 and 23 gives the possibility of a payload with multiple releases permitted due to the start and stop capabilities of the liquid system. Also, the liquid system of the present invention gives the possibility of controlling rates so that a trailtype release can be obtained as well as a point-source type. In addition, the liquid system of the present invention effects the formation of barium atoms and ions at the time of combustion and expansion at high temperatures and results in little opportunity for the barium to condense during release.
There are obviously many variations and modifications to the present invention that will be readily apparent to those skilled in the art without departing from the spirit or scope of the disclosure or from the scope of the claims.

Quelle (source): http://www.lightwatcher.com/chemtrails/patents.html

Informant: George Paxinos

Link: http://www.chemtrailcentral.com