2011 June 6 from G. Edward Griffin
CHEMTRAIL UPDATE #3
Narrowing the Observations
Project Plane Tracker is well underway, and we have learned a great deal in the first few weeks. One of those lessons is that some of the data we have been collecting still will not close the case for many skeptics. It is tempting to just dismiss them as incurably brainwashed and not even try to answer their questions, but I feel that the better path is to dig deeper and try harder. I was once a skeptic, myself, and the fact that they are not yet in agreement with us is, I think, more of a reflection on us than them. In all honesty, we can do better – and we shall.
One of the issues omitted from the documentary,
What in the World Are They Spraying, was an explanation of the difference between contrails and chemtrails. Because of that, many people think we don't know that contrails are real or that, under certain atmospheric conditions, they actually can look like chemtrails; so we are constantly bombarded with emails referring us to books and web sites that say what we think are chemtrails really are just old-fashioned contrails, and we are ignorant fools for thinking otherwise.
We cannot ignore those charges, especially since we have learned a great deal about contrails and now are assembling data through Project Plane Tracker that we hope will demonstrate once and for all that most of the trails we are watching in the sky are not persistent contrails because they occur where the temperature and relative humidity are inadequate to cause their formation. This is not opinion or speculation. It is science.
A CLOSER LOOK AT CONTRAILS
Contrails can form at any temperature below freezing. That's because the water-vapor component of jet-engine exhaust comes in contact with cold air and turns into ice crystals. The important question is not if they form but how long they persist.
Below freezing at low relative humidity (RH), they are readily absorbed into the dry atmosphere around them and disappear in a few seconds. As RH rises, it takes longer for them to be absorbed, and their length increases. At the far end of the scale, humidity is 100%, which means the atmosphere at any given temperature cannot absorb more moisture. At that point, the ice crystals remain visible until they eventually come in contact with atmosphere with less than 100% RH, at which point they will be absorbed and disappear. In the meantime, as long as contrails remain at the extreme end of the scale where the atmosphere is totally saturated with moisture (a condition called saturation over ice), they can persist from horizon to horizon, spread out, and be mixed by high altitude winds to form a haze over large portions of the sky. In some cases, they may take on the appearance of natural cirrus (feathery, high altitude) clouds. These high altitude contrails are mostly just ice, have no toxic chemicals added, and are pretty harmless. So, what's the big fuss?
THE COOKIE-JAR THEORY
Before jumping to conclusions, we need to ask an important question: Just because contrails theoretically can produce these effects at specific conditions of temperature and humidity, does it necessarily follow that most of the trails we have been observing (or any of them) are contrails? Just because a thief could have come through the kitchen back door and taken the cookies out of the cookie jar, does it necessarily follow that this is what actually happened to the cookies?
The purpose of this research is to demonstrate that 85% to 95% of the trails seen completely covering the sky are forming in air space that does not even come close to the atmospheric conditions needed for a contrail. In other words, if the kitchen door is locked (and the window, too), the cookie thief will have to be found elsewhere, probably in the household.
If not contrails, then what?
BACK TO THE DRAWING BOARDS
The core of the present problem is that we started by asking field investigators to track aircraft in their areas regardless of the length of their trails, and we used terminology such as "short trail" and "long trail." This has turned out to be useless information for the following reasons.
As we have seen, contrails can be short, medium, long, or very long depending on atmospheric conditions. In other words, we are dealing, not with an absolute, but a continuum. However, at the end of that continuum, there is an absolute (ice over saturation). Therefore, we should forget the continuum and work solely with the absolute.
For this reason, using the saturation-over-ice test is of value only for horizon-to-horizon trails, because anything less could be explained as a contrail in the continuum. It would be impossible to quantify the atmospheric conditions that could produce a short, medium, or long trail – or even a so-called persistent trail – because those are subjective evaluations. A horizon-to-horizon test, accompanied by ample photo or video documentation, is far more difficult to challenge because it is independent of variables and subjective interpretation.
Saturation-over-ice is required for horizon-to-horizon contrails. I am not aware of any conventional alternate explanation for such formations. Therefore, we need to concentrate solely on that category of observations.
NEW TRACKING WORKSHEET AND NEW DATA SOURCE
We have updated our data worksheet to reflect this change, so that simplifies things a bit. But, wouldn't you know we thought of a way to complicate it again. We need two additional bits of information before we can generate the proof we seek. They are temperature and RH at the time and location the aircraft is observed. Without that, we cannot demonstrate that saturation-over-ice did not exist. Fortunately, this information is readily available from a web site maintained by the University of Wyoming, Department of Atmospheric Science. Twice each day they send up weather balloons that measure different parameters of the weather, including temperature and RH, at different altitudes up to about 50,000 feet. With a click of the mouse, we are able to select almost any major city in North America and find weather data for that general area for either the first or last half of each day. You won't need to worry about determining conditions for saturation-over-ice. We will do that. (If you want to do it yourself, we'll be happy to send you the chart, but it is not necessary.) The University shows altitude in meters; so, if you are using a plane-tracking program that measures in feet, you will need to convert to meters before you can locate the right elevation on their site.
Download new Observation Worksheet here.
http://lib.store.yahoo.net/lib/reali...rworksheet.pdf
Link to University of Wyoming atmospheric web site here.
http://weather.uwyo.edu/upperair/sounding.html
Link to chart converting feet to meters here.
http://www.metric-conversions.org/le...-to-meters.htm
Learn more about saturation over ice here.
http://www.rhsystems.net/papers/RH_WMO.pdf
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FURTHER CLARIFICATION ON AIRCRAFT SIGNALS
2011 June 2 from L. Graves
ADS-B is relatively new in aviation, lagging the in-cockpit use of GPS by several years, while transponders have been around for 40+ years. I would characterize the use of transponders and "squawk codes," especially in busy airspace, as nearly universal, even among the "low-and-slow" trainer fleet of little two-seaters. Ground radar sends out an interrogation, and the transponder replies, amplifying the radar signature of the individual aircraft. ADS-B is in the adoption stage, and will someday take the place of the ubiquitous transponder interrogation/response IFF system. ADS-B is satellite-based and is not radar-dependent.
PILOT CLARIFIES AIRCRAFT TRANSPONDERS
2011 June 1 from David Lamb
As a licensed private pilot, I offer some clarification on the issue of aircraft transponders. Operating transponders are required to be installed on all civil aircraft, by FAR 91.215 (US Code of Federal Aviation Regulations). (Exceptions are aircraft manufactured without an electrical system (ultralights, antiques, and gliders) .) The requirements for when the transponder must be operating are complex, but basically any civil aircraft operating in any controlled airspace, in any Class A, B, or C airspace, within 30 miles of a major airport, within 10 miles of a minor airport, in or above a cloud ceiling, or above 10,000 ft., must have the transponder operating during flight. Essentially, any civil aircraft flying near a populated area below 10,000 ft., and any civil aircraft flying above 10,000 ft., will have the transponder turned on. The transponder is the primary means for ATC radar to identify specific aircraft and verify location.
The ADS-B system is the new GPS-based system. Civil aircraft are not required to have a ADS-B transmitter, but the newer aircraft that do are still required to have an operating transponder. My guess is that most commercial airlines are installing ADS-B transmitters in all of their older planes too, but there may be some that aren't.
I'm not sure why there's the assumption that the chemtrail sprayers won't be operating a transponder. My guess is that they probably are, because it is likely that they are civil aircraft per FAR definition, and I'd wait for some data to come back that indicates otherwise.
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Thanks again to everyone who has volunteered to participate in this important project
G. Edward Griffin
Originally Posted by G. Edward Griffin
So, what is the difference between a transponder signal and an ADS-B plane feed, and why are there two systems? As far as I can tell (I trust I will be soundly corrected if I am wrong, in which case I will pass along the correction), there are three differences.” (1) Transponders send out signals only when they are contacted by a radio request, while ADS-B is constantly broadcasting; (2) Transponders have a wide range of responses available depending on the nature of the request, while ADS-B transmits only one set of information; and (3) transponders are used in larger planes and commercial flights, not available to everyone, while ADS-B is a kind of poor-man’s system, available to anyone who wants to have the safety benefits of being electronically visible to other aircraft.
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