Page 37 - Elana Freeland - Under an Ionized Sky

[troposphere],” the method being “spray-dusting of sun-shading aerial sprays from aircraft, the
regulated distribution of sun-shading dust, spray and exhaust fumes in the upper reaches of die
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[sic] atmosphere mainly by commercial or civilian aircraft.” “Sun-shading dust” sounds
distinctly like the conductive metal nanoparticles under the rubric of ongoing geoengineering.
Two of the most widely used jet engine models are the high-bypass turbofan and low-bypass
turbofan engines.
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The high-bypass flow-cycle turbofan engine operates more like a large-diameter propeller
that routes incoming air around rather than through the engine. The propeller delivers 90 percent
of the thrust without burning extra fuel, with only 10 percent going through combustion. No
extra fuel means less water vapor or CO . Given that condensation requires high vacuum (not
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high pressure), high humidity, and low temperatures, the air-to-exhaust ratio is too high in the
high-bypass engine to facilitate condensation. This engine is primarily used by commercial
airlines and large supertankers. Lots of air, low fuel, and little moisture in the high-heat
combustion chamber. Brief condensation trails may appear during takeoff when water vapor is
expelled, often with a faint black trail. Condensation may also form in high humidity behind
high-vacuum areas of the wings when the jet is pitching up or using the flaps, lasting only as
long as the vacuum zone lasts. Otherwise, the trails we see are of particulate-rich aerosols.
The low-bypass turbofan engine takes air in and forces it through the combustion chamber.
This engine is less efficient at speeds below Mach 2 but produces great thrust at higher
velocities, which makes it perfect for military fighter jets. Under the right conditions (high
vacuum, high humidity, low temperature), the increase of water in the exhaust will produce
short, non-persistent contrails. Given how high military fighter jets generally fly, sightings of
these short non-persistent contrails are rare, and due to the military’s desire for stealth, contrail
suppression patents make them rarer still.

AIR PHARMACOLOGY I: JET FUEL AND CARBON BLACK DUST (CBD), CARBON
BLACK AEROSOL (CBA), AND COAL FLY ASH

Whether one believes that trails being laid from horizon to horizon are due to chemicals added to
jet fuel or chemicals being distributed from supplementary tanks and ducts, the end is the same:
we are breathing electro-pharmacologically altered air far more destructive to life than the
industrial blight of the past century and a half.
Since COP21 in Paris, a flurry of activity has centered on aircraft emissions while carefully
sidestepping the very real dangers of jet fuel chemical additives classified under Project
Cloverleaf. Meanwhile, environmental watchdogs awakening to the jet fuel factor are carefully
guided to view it only in terms of carbons, greenhouse gases, ozone, etc. The global aircraft
emissions standards developed by the UN’s International Civil Aviation Organization (ICAO)
won’t go into effect until as late as 2025, and even then will only apply to “large planes like
airliners and cargo jets and turboprop aircraft, not to smaller jet aircraft, piston-engine planes,
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helicopters or military aircraft.” The Center for Biological Diversity and Friends of the Earth
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are suing the EPA for not pressuring airlines to comply with the Clean Air Act. Given that the
EPA is a loyal handmaiden to the ICAO, and that the FAA refuses to see itself as responsible for
what jets are spewing, it is difficult to believe that legal guidelines will be enforced.
Because domestic airline emissions account for three percent of total greenhouse gas
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emissions, aircraft makers and fuel experts are working on designing lighter aircraft with more