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Post by Wayne Hall on Apr 22, 2018 0:46:46 GMT -5
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Post by Wayne Hall on Apr 22, 2018 0:50:09 GMT -5
Fly ash predominately comes from ship tracks due to bunker fuel AND jet aircraft burning COAL-BASED fuels. IMO.
Here are the links I sent Marvin Herndon in 2015:
Shumway, L. A. Trace Element and Polycyclic Aromatic Hydrocarbon
Analyses of Jet Engine Fuels: Jet A, JP5, and JP8. No. SSC/SD-TR-1845.
SPACE AND NAVAL WARFARE SYSTEMS CENTER SAN DIEGO CA, 2000.
www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA396143
www.scribd.com/doc/292205811/Trace-Element-and-Polycyclic-Aromatic-Hydrocarbon-Analyses-of-Jet-Engine-Fuels-Jet-A-JP5-and-JP8
1959
P.M. Borisov's Proposed Method of Melting the Arctic Ice Cap
The idea of melting the Arctic ice cap goes back at to 1877 when Harvard
geologist Nathaniel Shaler proposed channeling more of the warm Kuroshio
Current through the Bering Strait. Carroll Livingston Riker in 1912
proposed using a 200 mile jetty off Newfoundland to divert more of the
Gulf Stream to the Arctic Basin. Julian Huxley while he was head of
UNESCO proposed, in 1946, to use nuclear weapons to break up the Arctic
ice cap. Borisov in his article lists the more recently suggested
methods for melting the Arctic ice cap.
Covering great areas of the Arctic with black powders such as coal
dust (G. Veksler, 1959) [ Kolebaniya temperatury v atmosfere nad
Antarktikoi (Temperature Fluctuations in the Atmosphere over Antarctica)
G Veksler - Meteorologiya i gidrologiya, 1959]
Dispersing the cloud cover over the central Arctic Basin (D.
Fletcher, 1958)
Deepening of the Thomson Sill (V.N. Stepanov, 1963)
Covering the water surface with a monomolecular film (M. Budyko, 1962)
Installations to direct warmer Atlantic water into the Kara Sea
(V.P. P'yankov, 1965)
Pumping cold Arctic water into the Pacific to draw warm Atlantic
water into the Arctic Basin (P.M. Borisov, c. 1968)
www.sjsu.edu/faculty/watkins/arcticice.htm
1966
United States Patent 3289409: Hiding condensation trails from high
altitude aircraft
www.freepatentsonline.com/3289409.html
Inventor: Schirmer, Robert M.
Assignee: PHILLIPS PETROLEUM CO
"The carbon black is not visible to the ground observer as it does not
reflect any visible light and does not cast a shadow due to the virtual
blackness of outer space. In one aspect of the invention the carbon
black is produced in situ by burning a portion of the jet fuel in the
engine exhaust stream under suitable conditions. In another aspect of
the invention preformed carbon black is injected into the engine exhaust
stream."
"In the drawings FIGURE 1 is a schematic view, shown partially in cross
section, of a jet engine incorporating a carbon black-forming means in
accordance with one embodiment of the invention; FIGURES 2 and 3 are
modifications of FIGURE 1 illustrating additional types of carbon
black-forming means which can be utilized; and FIGURE 4 illustrates a
modification of FIGURE 1 utilizing preformed carbon black." (injected)
Patent Reference: 2756097 Process for weather control 1956-07-24
www.freepatentsonline.com/2756097.html
Related Reference: 2785769: Carbon black separation (and collection)
www.freepatentsonline.com/2785769.html
Inventor: Pollock, Lyle W.
Assignee: PHILLIPS PETROLEUM CO
October, 1970
On the possibility of weather modification by aircraft contrails
“likely contrails are affecting precipitation to a much greater extent
than are present deliberate seeding operations.”
docs.lib.noaa.gov/rescue/mwr/098/mwr-098-10-0745.pdf
July, 1974
Weather Modification by Carbon Dust Absorption of Solar Energy (and
steering Hurricanes)
hurricane.atmos.colostate.edu/Includes/Documents/Publications/grayetal1976.pdf
digitool.library.colostate.edu///exlibris/dtl/d3_1/apache_media/L2V4bGlicmlzL2R0bC9kM18xL2FwYWNoZV9tZWRpYS8xODkw.pdf
1994
Weather Modification US Navy FOIA: Non-Lethal Warfare Proposal 1994
“successful completion of the proposed effort and the follow-on E&MD
program(s) will give the U.S. military a viable, state-of-the-art
weather modification capability again. ... I know of no countermeasures.”
cryptome.org/weather-war.pdf
www.scribd.com/doc/256210692/Weather-Modification-US-Navy-FOIA-Non-Lethal-Warfare-Proposal-1994
web.archive.org/web/20070820002116/http://www.sunshine-project.org/enmod/enmodprop.pdf
April 1994 (FOIA October 11, 2002)
Weather Modification Using Carbon Black - Phillips Laboratory (AFMC)
Geophysics Directorate
USAF discusses using Carbon Black Dust (CBD, soot) for weather warfare
www.scribd.com/doc/184741384/Weather-Modification-Using-Carbon-Black-Phillips-Laboratory-AFMC-Geophysics-Directorate
web.archive.org/web/20120209105525/http://www.sunshine-project.org/enmod/cbnblk.pdf
Project Plan - Major Milestones
a. Numerical model studies completed 1996
b. Engineering designs of test engine mod 1997
c. Ground-based field trails completed 1999
d. Airborne test and evalution of prototype completed 2001
e. Engineering design for airborne carbon black delivery system
completed 2003
f. Operational capability 2004
1995
Weather as a Force Multiplier: Owning the Weather in 2025
csat.au.af.mil/2025/volume3/vol3ch15.pdf
1997
Weather Modification Test Technology Symposium
USAF Dr. Arnold A. Barnes Jr. Session B: Advanced Weapon/Instrumentation
Technologies. John Hopkins University/Applied Physics Laboratory.
climateviewer.com/2013/11/16/us-military-discusses-future-of-weather-warfare-despite-enmod-ban/
FEBRUARY 6 – 7, 2008
Department of Homeland Security: HURRICANE MODIFICATION WORKSHOP REPORT
climateviewer.com/2013/11/08/hurricane-hacking-the-department-of-homeland-security-enters-the-weather-modification-business/
Department of Homeland Security and MIT team up to steer hurricanes with
Carbon Black Aerosol (soot)
" Collaborative Research: On Hurricane Modification by Carbon Black
Dispersion: Methods, Risk Mitigation, and Risk Communication – Dr. Moshe
Alamaro
" This presentation focused on the use of carbon black aerosol (CBA) to
selectively heat parts of the atmosphere by dispersion of CBA above a
hurricane. This scenario is motivated by the fact that the energy cycle
of a hurricane may be represented as a Carnot heat engine, and reducing
the contrast between “hot and cold reservoirs” should reduce the power
of a hurricane and the CBA will absorb incident solar radiation to warm
the “cold reservoir.” Objectives of this study are to demonstrate direct
control of the intensity or track of simulated hurricanes; to quantify
amounts of CBA needed; to enhance understanding of the web of physical
processes that power hurricanes in relation to the overall
thermodynamics of hurricanes; to determine optimal dispersion scenarios;
to enhance understanding of the radiative and flow properties of CBA; to
establish causes, effects, and outcomes of CBA dispersion; and to
develop methods to communicate risk to the public of large-scale weather
modification efforts. To accomplish all this we will employ a diverse
set of tools and methods, including a high-resolution mesoscale
numerical weather prediction model to simulate hurricanes and the effect
of adding CBA; engineering tools to develop manufacturing, transport,
and dispersion strategies; and both semi-structured interviews and
structured surveys to capture expert information and lay public perceptions.
September 5, 2015
Is Carbon Black a Suitable Model Colloidal Substrate for Diesel Soot?
"Soot formation in diesel engines is known to cause premature engine
wear. Unfortunately, genuine diesel soot is expensive to generate, so
carbon blacks are often used as diesel soot mimics. Herein, the
suitability of a commercial carbon black (Regal 250R) as a surrogate for
diesel soot dispersed in engine base oil is examined in the presence of
two commonly used polymeric lubricant additives"
CARBON BLACK REFERENCES
Stealth Contrails
www.globalsecurity.org/military/world/stealth-aircraft-vulnerabilities-contrails.htm
www.moderndispersions.com/DISPERSION.pdf
This Modern Dispersions Insight article will focus on the important
attributes that must
be considered in achieving dispersion of carbon black.
1999
Pósfai, Mihály, et al. "Soot and sulfate aerosol particles in the remote
marine troposphere." Journal of Geophysical Research 104.D17 (1999):
21685-21693. (FLY ASH)
real.mtak.hu/3417/1/1039009.pdf
www.scribd.com/doc/292207962/Soot-and-sulfate-aerosol-particles-in-the-remote-marine-troposphere
2002
Gilfillan E. S.; Page D. S.; Perry C., 2002: Use of remote sensing to
determine the effect of an in situ burn of jet fuel on emergent aquatic
vegetation. Water Studies 11: 405-413
2005
Eberhard, Wynn L., W. Alan Brewer, and Roger L. Wayson. "3.4 LIDAR
OBSERVATION OF JET ENGINE EXHAUST FOR AIR QUALITY." (2005).
ams.confex.com/ams/pdfpapers/83405.pdf
2006
Kojima, Tomoko, et al. "Sulfate-coated dust particles in the free
troposphere over Japan." Atmospheric research 82.3 (2006): 698-708.
"TEM analysis revealed that a significant fraction of these former
droplets enclose mineral-dust particles as well
as sea salt, soot, and fly ash. Some enclose mixtures of mineral-dust,
sea-salt, soot, and fly ash particles. The results provide
evidence that mineral dust from the Asian continent could acquire
coatings of sulfate while being transported in the free
troposphere. The mineral-dust particles probably acquired the sulfate
coatings either through heterogeneous uptake of gaseous SO2
and subsequent oxidation or through coagulation with cloud or fog
droplets. The presence of the mixed particles in sulfate droplets
also indicates that aggregation of particles of different origins
occurred through cloud processing. Such sulfate-coated dust particles
would affect cloud formation, precipitation, and chemistry of the free
troposphere."
www.ewp.rpi.edu/hartford/~ernesto/Su2011/EP/MaterialsforStudents/Roberg/Kojima2006.PDF
2009
Wayson, Roger L., Gregg G. Fleming, and Ralph Iovinelli. "Methodology to
estimate particulate matter emissions from certified commercial aircraft
engines." Journal of the Air & Waste Management Association 59.1 (2009):
91-100.
www.tandfonline.com/doi/abs/10.3155/1047-3289.59.1.91
www.tandfonline.com/doi/pdf/10.3155/1047-3289.59.1.91
2009
Machol, Janet L., et al. "Scanning tropospheric ozone and aerosol lidar
with double-gated photomultipliers." Applied optics 48.3 (2009): 512-524.
www.osapublishing.org/ao/abstract.cfm?uri=ao-48-3-512
2010
Bennett, Mike, and Dave Raper. "Impact of Airports on Local Air
Quality." Encyclopedia of Aerospace Engineering (2010).
onlinelibrary.wiley.com/doi/10.1002/9780470686652.eae350/abstract
Michael Bennett, Simon Christie, Angus Graham, and David Raper, 2010:
Lidar Observations of Aircraft Exhaust Plumes. J. Atmos. Oceanic
Technol., 27, 1638–1651.
doi: dx.doi.org/10.1175/2010JTECHA1412.1
journals.ametsoc.org/doi/abs/10.1175/2010JTECHA1412.1
www.researchgate.net/profile/Simon_Christie/publication/249605176_Lidar_Observations_of_Aircraft_Exhaust_Plumes/links/00b7d53b69ccf068c3000000.pdf
2012
United States Patent Application 20120007027: ACTIVATED CARBON BLACKS
www.freepatentsonline.com/y2012/0007027.html
In order to form an activated carbon black, a conductive carbon black
is coated with nanoparticles containing metal, and then catalytically
activated in steam and an inert gas to form a catalytically activated
mesoporous carbon black, where the mass of the catalytically activated
carbon black is lower than the mass of the carbon black
COAL-BASED JET FUEL REFERENCES
1975
Shaw, Henry, Charles D. Kalfadelis, and Charles E. Jahnig. Evaluation of
Methods to Produce Aviation Turbine Fuels from Synthetic Crude Oils.
Phase I. No. GRU. 1PEA. 75. EXXON RESEARCH AND ENGINEERING CO LINDEN NJ
GOVERNMENT RESEARCH LAB, 1975.
"The feasibility of producing aviation turbine fuels from domestic coal
and shale derived oils was assessed. "
oai.dtic.mil/oai/oai?verb=getRecord&metadataPrefix=html&identifier=ADA016456
1976
Solash, Jeffrey, et al. "Relation between fuel properties and chemical
composition. 1. Jet fuels from coal, oil shale and tar sands." Fuel 57.9
(1978): 521-528.
www.sciencedirect.com/science/article/pii/0016236178900364
Von Lehmden, Darryl J., Robert H. Jungers, and Robert E. Lee Jr.
"Determination of trace elements in coal, fly ash, fuel oil, and
gasoline. Preliminary comparison of selected analytical techniques."
Analytical chemistry 46.2 (1974): 239-245.
pubs.acs.org/doi/abs/10.1021/ac60338a004
1977
E.E. Donath, "Early coal hydrogenation catalysts," Fuel Process.
Technol. 1 (1977)
1982
E.E. Donath, "History of catalysis in coal liquefaction," in: J.R.
Anderson, M. Boudart (Eds.), Catalysis, vol. 3, Springer, Berlin, 1982,
Chapter 1, pp. 1–38.
1988
F.J. Derbyshire, "Catalysis in coal liquefaction: new directions for
research," IEA Report No. IEACR/08, June 1988, 69 pp.
1993
Song, Chunshan, et al. "Pyrolytic degradation studies of a coal-derived
and a petroleum-derived aviation jet fuel." Energy & Fuels 7.2 (1993):
234-243.
pubs.acs.org/doi/abs/10.1021/ef00038a013
2000
Fickinger, Anne E., et al. "Co-coking of coal and petroleum resid
mixtures for production of coal-based jet fuel." Preprints of
Papers-American Chemical Society Division of Fuel Chemistry 45 (2000):
299-303.
www.researchgate.net/profile/Gareth_Mitchell2/publication/267826260_CO-COKING_OF_COAL_AND_PETROLEUM_RESID_MIXTURES_FOR_PRODUCTION_OF_COAL-BASED_JET_FUEL/links/546215e10cf2c1a63c029316.pdf
2002
J.J. Strohm, S. Butnark, T.L. Keyser, J.M. Andrésen, M. Badger, H.H.
Schobert, C. Song, "The use of coal pyrolysis products for the
development of thermally stable jet fuels," Am. Chem. Soc., Div. Fuel
Chem. Prepr. 47 (2002) 177.
2003
Butnark, Suchada. Thermally stable coal-based jet fuel: Chemical
composition, thermal stability, physical properties and their
relationships. Diss. The Pennsylvania State University, 2003.
etda.libraries.psu.edu/paper/6167/1450
Song, Chunshan. "An overview of new approaches to deep desulfurization
for ultra-clean gasoline, diesel fuel and jet fuel." Catalysis today
86.1 (2003): 211-263.
www.sciencedirect.com/science/article/pii/S0920586103004127
www.researchgate.net/profile/Chunshan_Song/publication/222545098_An_overview_of_new_approaches_to_deep_desulfurization_for_ultra-clean_gasoline_diesel_fuel_and_jet_fuel/links/00b4953458f8ac5beb000000.pdf
2007
Smith, Beverly L., and Thomas J. Bruno. "Composition-explicit
distillation curves of aviation fuel JP-8 and a coal-based jet fuel."
Energy & Fuels 21.5 (2007): 2853-2862.
pubs.acs.org/doi/abs/10.1021/ef070181r
Corporan, Edwin, et al. "Emissions characteristics of a turbine engine
and research combustor burning a Fischer-Tropsch jet fuel." Energy &
fuels 21.5 (2007): 2615-2626.
pubs.acs.org/doi/abs/10.1021/ef070015j
2008
Balster, Lori M., et al. "Development of an advanced, thermally stable,
coal-based jet fuel." Fuel Processing Technology 89.4 (2008): 364-378.
www.sciencedirect.com/science/article/pii/S037838200700238X
2012
Mzé-Ahmed, Amir, et al. "Oxidation of a Coal-to-Liquid Synthetic Jet
Fuel: Experimental and Chemical Kinetic Modeling Study." Energy & Fuels
26.10 (2012): 6070-6079.
pubs.acs.org/doi/abs/10.1021/ef3009585
Schihl, Peter, Laura Hoogterp-Decker, and Eric Gingrich. The Ignition
Behavior of a Coal to Liquid Fischer-Tropsch Jet Fuel in a Military
Relevant Single Cylinder Diesel Engine. No. 2012-01-1197. SAE Technical
Paper, 2012.
papers.sae.org/2012-01-1197/
END OF LIST
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Post by Wayne Hall on Apr 22, 2018 0:57:09 GMT -5
As confirmed by the engineer Willem Post, normal jet fuel releases ash through the process of combustion.
“Diesel fuel and airplane jet fuel contain about 0.01% ash; the US EPA standard is 0.02% ash. That means for every 1,000 lb (about 140 gallon) of jet fuel combusted, about 1 lb is released as submicron particles mostly at 30,000-45,000 ft elevation. Each submicron particle consists of only a few dozen molecules. The water vapor from combustion condenses and freezes onto the particles from combustion, which, after a plane length, agglomerate to become large enough, 0.4-0.7 micron (millionth of a meter), to refract sunlight and become visible as contrails that spread out to become veil-like clouds over large areas of the sky.”
“Coal contains about 10% ash, on average. After combustion about 80% of the ash becomes fly ash, the other 20% becomes bottom ash.”
www.theenergycollective.com/willem-post/107316/global-warming-coal-combustion-and-sea-level-rise
About 0.045kg of ash is produced for every 450kg of fuel burned. This works out as around 254,276 x 1012 submicron particles emitted per metre of flight. Those particles entrain water vapour and grow rapidly to ice crystal sizes that are visible as contrails.
“Ash Content
The ash value is related to the inorganic material in the fuel oil. The ash levels of distillate fuels are negligible. Residual fuels have more of the ash-forming constituents. These salts may be compounds of sodium, vanadium, calcium, magnesium, silicon, iron, aluminum, nickel, etc.
Typically, the ash value is in the range 0.03-0.07 %. Excessive ash in liquid fuels can cause fouling deposits in the combustion equipment. Ash has erosive effect on the burner tips, causes damage to the refractories at high temperatures and gives rise to high temperature corrosion and fouling of equipments.”
www.em-ea.org/Guide%20Books/book-2/2.1%20Fuels%20and%20combustion.pdf
Now from Jim Lee's research which I will recount here:
Jet A is fuel for commercial aircraft in the US
In Europe, Jet A-1 is used for commercial aircraft. It differs from Jet A by its lower freezing point and the addition of anti-stative agents which impart electrical conductivity.
JP5 is fuel for military aircraft.
JP-8 is a jet fuel, specified and used widely by the U.S. military. It was first introduced at NATO bases in 1978 and is projected to remain in use at least until 2025.
Jet fuel - Wikipedia
By adding up all the totals of inorganic components I made a rough estimate for the total proportion of elements found in each type:
Jet A (and presumably Jet A-1) has a total of 2185 ppb or 0.000002185%
JP5 - 9537 ppb or 0.000009537%
JP8 - 91606 ppb or 0.000091606%
It is clear that the military fuels, particularly JP8, contain the greatest component and it is interesting that the commercial fuels contain no aluminium but more lead than the military fuels.
However, the most important feature is that all these fuels seem to have a far smaller proportion of elements than the 0.01% ash usually emitted by jet aircraft.
This where the question needs to be asked:
Where does all the rest of the combustion ash come from?
Marvin Herndon postulates that coal fly ash is being added to the fuel before combustion.
Harold Saive holds that the coal fly ash is added after combustion by means of spray nozzles within the bypass phase of the High Bypass Turbofan engines. These engines are also far more efficient combustors which is why I suggested that they produced more ash and less soot than their predecessors.
Is it possible to distinguish the footprints of standard jet fuel combustion ash from coal fly ash?
Dylan Jones
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Post by Wayne Hall on Apr 22, 2018 0:59:14 GMT -5
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Post by Wayne Hall on Apr 22, 2018 1:01:59 GMT -5
This confirms much of Jim Lee's work.
climateviewer.com/cirruscloudsmatter/
"The detected metallic compounds were all internally mixed with the soot particles. The most abundant metals in the exhaust were Cr, Fe, Mo, Na, Ca and Al; V, Ba, Co, Cu, Ni, Pb, Mg, Mn, Si, Ti and Zr were also detected. "
"Considering that some fraction of soot can effectively act as INP (Cozic et al., 2008) and that a dominant fraction of ice residuals in cirrus clouds contain metal compounds (Agrawal et al., 2008) the presented findings support the assumption that aircraft engine emissions can act as INP"
"Based on findings presented in the special report on aviation and the global atmosphere (IPCC, 1999) and IPCC AR4 WG1 (IPCC, 2007), Lee et al. (2009) divided the climate effects from aircraft PM on climate into three radiative forcing components: soot aerosols, linear condensation trails (contrails), and induced cirrus cloudiness, which are all believed to result in a warming. In addition, the emitted particles could act as Ice Nucleating Particles (INP) and affect natural clouds "
"Moreover, it has been found that some fraction of carboncontaining particles are efficient INPs (Cozic et al., 2008). Thus, aircraft emissions can lead to regionally increased INP concentration affecting natural cirrus clouds even in the absence of contrail formation (K€ archer et al., 2007), including changes in optical properties and delays of freezing onsets (Burkhardt and K€ archer, 2011). This is explained by additional heterogeneous INP inhibiting the homogeneous freezing of the background aerosol particles, due to the decreased water content available. The magnitude of this effect remains uncertain because it depends heavily on the icenucleating efficiency of the emitted soot particles and of the background aerosol particles which are not yet completely understood (Zhou and Penner, 2014). A study performed by Cziczo et al. (2013) tackling the properties of INP in the upper troposphere showed that a dominant fraction of Ice Residuals (IR) collected in cirrus clouds contain metal compounds such as sodium, potassium, copper, lead and iron. These compounds have also been found in aircraft emissions by sampling the exhaust (Agrawal et al., 2008). Also, Cziczo et al. (2009) showed that lead-containing mineral dust particles are efficient INP, as a consequence, lead- or metal containing particles might increase the INP number in the atmosphere. Thus, a thorough chemical characterization of single particles from fresh aircraft PM emissions provides information to study the link between aircraft emissions and ice formation processes in the atmosphere "
"Experimental studies on the ice nucleating ability of soot showed that larger particles generally are more efficient INP than smaller ones (DeMott, 1990; Diehl and Mitra, 1998). Thus, assuming that particles emitted by aircraft engines can act as INP, their effi- ciency probably also increases with increasing particle size. Because we sampled the largest particles with the ATOFMS, they can be considered the fraction that is likely to be the most important regarding the contribution of aircraft emissions to INP. "
See William Cotton on this: Is There a Potential for Precipitation Enhancement by Inducing Cumulus Invigoration by Seeding with Pollution-Sized Hygroscopic Aerosol?
ams.confex.com/ams/98Annual/webprogram/Paper324434.html
I interviewed him, here's the video: www.youtube.com/playlist?list=PLfN7m5OaSZKQqnI6owEv7IhDXOk_LcorY
See William Cotton and Daniel Rosenfeld videos.
"Barium was detected in kerosene and in oil. It is not supposed to be present in any engine parts."
"Particles containing metallic compounds were all internally mixed with the soot. The following compounds were detected in particles from all engines: Cr, Fe, Mo, Na, Ca, Al, V, Ba, Co, Cu, Ni, Pb, Mg, Mn, Si and Ti."
Soot carries metal upwards, self levitation. Metal frees itself from soot on the way up, makes cirrus clouds. Soot continues into ozone layer, wrapped in sulfuric acid and sulfur dioxide.... is geoengineering mechanism:
Black Carbon from Aircraft Exhaust is Destroying Ozone, Melting Poles
climateviewer.com/2017/10/25/black-carbon-from-aircraft-exhaust-destroying-ozone-melting-poles/
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Post by Wayne Hall on Apr 22, 2018 1:04:07 GMT -5
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Post by Wayne Hall on Apr 22, 2018 1:10:41 GMT -5
"Considering that some fraction of soot can effectively act as INP (Cozic et al., 2008) and that a dominant fraction of ice residuals in cirrus clouds contain metal compounds (Agrawal et al., 2008) the presented findings support the assumption that aircraft engine emissions can act as INP"
Some fraction of soot can effectively act as INP
A dominant fraction of ice residuals in cirrus clouds contain metal compounds (but not black carbon)
1966
United States Patent 3289409: Hiding condensation trails from high
altitude aircraft
www.freepatentsonline.com/3289409.html
"Experimental studies on the ice nucleating ability of soot showed that larger particles generally are more efficient INP than smaller ones (DeMott, 1990; Diehl and Mitra, 1998).
This is because larger particles are more likely to contain metals such as lead as a surface inclusion.
This from historical research into cloud seeding. Lead iodide, along with Silver iodide, were the ice nuclei that were determined in the mid-40s to be the most effective candidates for artificial cloud seeding. Lead oxides and mixtures with ammonium iodide were later found to be similar, if not better, ice nuclei. Later still, it was found that pure lead-containing materials were not required for ice nucleation; instead, lead need only be present as a surface inclusion on an inert core.
"Particles containing metallic compounds were all internally mixed with the soot. The following compounds were detected in particles from all engines: Cr, Fe, Mo, Na, Ca, Al, V, Ba, Co, Cu, Ni, Pb, Mg, Mn, Si and Ti."
Ash comes from soot. The metallic components are the ash.
The more efficient the combustion process, the more the ash component is freed from the soot.
The question is whether coal fly ash particles, separated from soot are added to the fuel at a later stage.
After all,
“The campaigns took place at the airport Zurich where the measurements were conducted in a test cell of SR Technics. The facility is located in the southeastern corner of the airport area.”
“We investigated the chemical composition of single particles
emitted from three different in-production aircraft turbofan engines
using an ATOFMS.”
Coal fly ash captured by the electrostatic precipitators comes ready-made separated from soot. It would be the ideal cover as it is often mistaken for mineral dust.
“Soot carries metal upwards, self-levitation. Metal frees itself from soot on the way up, makes cirrus clouds. Soot continues into ozone layer, wrapped in sulfuric acid and sulfur dioxide.... is geoengineering mechanism:”
Soot (black carbon) causes metal (and moisture) to soar upwards.
Water from the jet engine as compared to atmospheric water in a contrail is relatively insignificant (conservatively estimated as being around 24,000 times less).
NASA:
“Nearly all of the contrail is created from the moisture in the atmosphere.”
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Post by Wayne Hall on Apr 22, 2018 1:14:55 GMT -5
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Post by Wayne Hall on Apr 22, 2018 1:22:30 GMT -5
"I said at the EPA hearing in 2015:
climateviewer.com/2015/08/09/my-speech-to-the-epa-about-flight-pollution/
According to my beliefs, this is the direct correlation. Soot can form clouds at low levels, too much soot can dissolve clouds. This is called "over seeding" as covered in the CALWATER 2015 studies. Too many CCN can make water droplets too small to coagulate and form rain, meaning that soot from planes can shut off rain. That is, until supersaturation occurs and then all that soot forms monumental floods downwind of aircraft spraying and cloud seeding projects. Just my opinion based on observation.
Further, since soot levitates based on photophoresis, soot is a transport mechanism.
As soot rises, the sun breaks down the components and metals are freed making cirrus clouds.
Soot enters to the ozone layer, wrapped in sulfuric acid. THIS certainly destroys ozone.
Of the topic but related, punching holes in the ionosphere with sounding rockets and satellite launches affects ozone greater than any other source I can think of: see Chemtrails from Space on Harry Wexler's warning:
"I suggest it is aircraft in the stratosphere (over the poles, even commercial aircraft fly in the stratosphere as it is lower there) are emitting the same old combustion ash which seeds Polar Stratospheric Clouds. It is the Polar Stratospheric Clouds that accelerate ozone breakdown."
I agree that aircraft soot and metals contribute to noctilucent (and nacreous) cloud formation, however I would tend to again assign some of that blame to sounding rockets and ionospheric heaters: climateviewer.com/2014/04/01/haarp-lucy-sky-diamonds/
The noctilucent clouds help reflect the suns heat back into space so if we can break down more methane with the HAARP or Lucy transmitters we should generate more clouds and thus help reverse global warming by:-
a) Getting rid of the high global warming potential methane at low altitudes and in the stratospheric global warming veil.
b) Generating sunshine reflecting noctilucent clouds in increasing amounts in the mesosphere which will reflect the suns energy back into space.
The HAARP facility has discovered what they call Polar Mesosphere Summer Echoes which are elusive phenomena which may be due to a thicker development of noctilucent clouds in the Arctic summer due to the increasing methane build up. These echoes are detected with the IRI transmitter when it is used as a radar with one 28 MHZ radar and two other VHF radars of 49 MHZ and 139 MHZ. If we could transmit 13.56 MHZ on the IRI transmitter and use the other radars and optical cameras to look for reflections from noctilucent clouds formed from the breakdown of methane in a circular zone above the HAARP transmitter we should be able to effectively test the system. There ought to be a buildup of the noctilucent clouds in the area where the HAARP transmissions are focused on the ionosphere. If it works there are 4 other similar facilities in the world (Hipas, Alaska; Arecibo, Puerto Rico, EISCAT, Norway and Sura, Russia) where they could immediately attack the atmospheric methane as well.
HAARP Contacts, 2012.
John Hechscher, Director, HAARP, Gakona, Alaska
haarp.alaska.edu
377th Airforce Base Wing Public Affairs, 2000 Wyoming Blvd SE, Suite A1, Kirkland Air Force base, NM, 87117
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