The History Of Aircrafts And Jet Based GeoEngineering And Weather Modification

Aircrafts and jets based GeoEngineering and Weather Modification has been going on since 1950 within actual knowledge of all stakeholders, including United Nations (UN). Even if we ignore the chemical and metallic composition of aerosols emitted by these aircrafts and jets still it is very clear that their role as GeoEngineering and Weather Modification methods was well known to scientists and politicians world over.

The scope of  this article is not to discuss whether these emissions were contrails or chemtrails as we would cover this aspect seperately. In the present  article we are proving that world at large was aware of the GeoEngineering and Weather Modification role of aircrafts and jets emissions still  nothing was done to prevent them for almost 70 years.

In 2019 nations are claiming that these contrails may have “inadvertently” resulted in GeoEngineering and Weather Modfication. But we at PTLB firmly believe that this was not inadvertent but a deliberate act to allow aircrafts and jets emissions based GeoEngineering and Weather Modification that has brought disastrous results in our present times.

Let us start the discussion on this topic. In 1958, protests were raised against emissions from jets above as the tourist trade was severely effected due to clouds coverage by such jets emissions.

In 1963, Walter Orr Roberts opined that jet airplane contrails are modifying the climate.

In 1963, the Central Intelligence Agency (CIA) got an Air America Beechcraft and had it rigged up with silver iodide. There was another demonstration by people in Vietnam and U.S. seeded the South Vietnam area and created rain.

In 1968, Reid A. Bryson said that jet aircraft contrails were one of the more recent types of cirrus clouds, which are comprised of ice crystals at high altitude. Where jets are operating today, cirrus clouds have increased by 5% to 10%, Bryson said. He estimated that if the day came when 300 supersonic transports were in the air at one time, the region of operation of most SST’s “might easily be 100% covered with cirrus clouds.” The net effect of this would be further to reduce the heating of the earth, and blue skies might become a rarity.

In 1970, Illinois and New Jersey officials decided not to settle pollution suits against the nation’s major airlines out of court, despite an agreement between the airlines and the federal government to lean up the jet aircraft exhaust.  Representatives of 31 major domestic airlines agreed to install “burner cans” to eliminate most of the smoke from their nearly 1,000 aircraft by 1972.

In 1970, during the Ninety-first Congress, second session, on S. 3229, S. 3466 and S. 3546 hearing, Secretary John A. Volpe of Transportation informed that airline representatives and govt officials met and obtained their agreement to retrofit the present fleet of planes that produces the largest amount or smoke. He informed that instead of being completed in 1974, as had been originally suggested, they agreed to complete this retrofit operation by 1972. Under the plan, the devices were required to be installed on engines whenever they were “down” for routine overhaul after about 5,000 flying hours each on the average. An estimated 3,000 Pratt & Whitney JT8D engines, mostly on Boeing 727, 737 and McDonnell Douglas DC9 short haul craft, required modification. The devices were improved combustors (the chambers in which the fuel is ignited) and were manufactured by Pratt & Whitney.”

In 1971, a study revealed that a jet air plane in one landing and takeoff drenches the environment with as much soot as 2,500 automobiles produce in a entire day.

In 1974, direct manufacture of carbon dust (Pdf) on aircraft or from carbon particle generating sources on ships or at surface sites was encouraged. This was done to avoid the clumping, packing, and logistical problems of obtaining the carbon particles from the factory.

If carbon particles are dispersed directly from carbon generating burners, they would convert liquid hydrocarbon fuel to CO2. This reduced logistical hurdles and ensured that right sized CO2 particles were dispersed in 1974 without anybody noticing.

By slightly modifying readily available jet engines of 1974, carbon dust particles could have been produced and dispersed into air at a rate of 20-30,000 pounds per hour per engine. Lies were also spread to support climate change and global warming rhetoric.

Use of afterburner type jet engines to generate carbon directly was suggested in 1974. This was cheapest, most convenient, and secretive alternative for GeoEngineering,  global cooling and criminal climate change purposes.

On April 1990 Hughes Aircraft Company suggests GeoEngineering jet fuel.  The United States Patent 5003186  was granted to it for Stratospheric Welsbach seeding for that it claimed could reduce global warming. The particles could have been seeded by dispersal from seeding aircraft; one exemplary technique may be via the jet fuel as suggested by prior work regarding the metallic particles. Once the tiny particles were dispersed into the atmosphere, these particles remained in suspension for up to one year.

For history from 1991 to 2015, please see this website.

After much protests from people challenging the contrails theory of politicians, nations have started accepting that emissions from aircrafts are producing strong GeoEngineering and Weather Modification changes since 1950. Keeping in mind the widely know impact of such emissions since 1950 to all stakeholders, the “Inadvertent GeoEngineering” theory of nations is another lie to fool people. The nations have to accept that they knew about the happening of this GeoEngineering and Weather Modification since 1950 and they deliberately failed to curb the same.