Page 36 - Elana Freeland - Under an Ionized Sky

The Belfort Group. American mainstream media buried it to keep pilots who frequent sites like
boldmethod.com ignorant of more than two kinds of contrails: the aerodynamic and exhaust
contrails. But if “contrails are ‘condensation trails,’ and they have nothing to do with
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chemicals,” what about the fact that at least 2 percent of all commercial and military JP-8 fuel
is made up of chemical additives?
The truth is that Cloverleaf is so highly compartmentalized and percentages of fuel formulae
so highly classified that even pilots and drone operators have no real idea of why and what they
are releasing.
The U.S. Air Force distance standard for condensation trails is one-wingspan behind the
aircraft, whereas chemical trails begin straight out of the engine compartment. Contrails form at
35,000+ feet at a temperature of -40°C with 67+ percent humidity, whereas chemtrails are
generally laid between 28,000 and 34,000 feet, with cargo delivery flights like FedEx above
them. Military pilots in pressure suits streak above them all at 39,000+ feet. Given that most
chemtrail sightings are of low- and mid-altitude jets, the assumption that kerosene is turning into
ice crystals is impossible.
According to the National Center for Atmospheric Research in Boulder, Colorado, the only
way to form artificial clouds in warm dry air is to introduce enough particulates into the
atmosphere to attract and accrete all available moisture into a visible vapor. Once airborne
particles like barium or aluminum are added to create more nuclei for atmospheric moisture to
condense around in low-humidity areas, droplets will freeze into persistent plumes at much lower
altitudes (and higher temperatures). After acclimation, ice crystals in contrails disappear. Look
up and study the clouds and you will see that the cloud cover and bizarrely shaped clouds do not
acclimate. This is because they are not from contrails but are from chemicalized trails.

JET ENGINES

One burning question of chemical trail students is what is coming directly from the combustion
engine and what is being added through modifications to the pylon nozzles above and behind the
exhaust output?
In “How Persistent Aerosol Plumes are Being Changed to Short Non-Persistent Plumes to
Fool the Public,” chemically sensitive activist Russ Tanner (globalskywatch.com) suggests that
“the contrail deception” depends upon the public remaining ignorant of just how jet engines
work:

. . .multiple professional airline pilots have contacted me and thanked me for my stance against the contrail deception.
All of them told me personally that they have never seen trails come out of jet engines and that they appreciate my
work exposing the disinformation about contrails. Every one of these pilots knew that contrails are so rare that most
people will never see one in their lifetime, and if they do occur, they are at high altitudes that cannot be seen from the
ground. These professional pilots have flown most of their lives and have always had a deep interest in aviation. Some
of them fly mainstream commercial jets while others fly large jets for major parcel carriers. 34

NASA sponsors countless studies of “subsonic aircraft exhaust” and “natural and
anthropogenic upper troposphere particles, laboratory studies of ice nucleation and soot particles,
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and numerical modeling of the formation of cirrus altered by exhaust soot particles.” A 2008
patent Abstract posits that control of terrestrial climate “relies mainly on civilian airlines
burning. . .sun-shading (sun-blocking / sun-reflective) fuels in the high levels of the atmosphere