Chemtrail Footage Leaves Much Less Doubt That They Are Real, merged, edited title Options

[Carl Bank]

This is from Japan. Exclusively for you, Zap.
After you whatched this short flick, there will be no
doubt anymore that chemtrails actually exist.

And, look for yourselve: They can be even really beautiful. Sigh



http://www.youtube.com/watch?v=4x8-2TAHXfU

[dMz]

Here's the math and science on vapor condensation from Cliff Carnicom, again:

http://www.carnicom.com/model1.htm

http://www.carnicom.com/model2.htm

Distance formation model
http://www.carnicom.com/distance1.htm

[keroseneaddict]

Here's the math and science on vapor condensation from Cliff Carnicom, again:

http://www.carnicom.com/model1.htm

http://www.carnicom.com/model2.htm

Distance formation model
http://www.carnicom.com/distance1.htm

Good science, but, we must remember that water vapor is not the only particulant in a kero burning engine. As I remember, when kero is burned, the carbon particulant size is larger than normal.........But, then again, I am getting old and have spent too much time in airplanes...frys the brain...(IMG:http://pilotsfor911truth.org/forum/style_emoticons/default/smile.gif)

[dMz]

Good science, but, we must remember that water vapor is not the only particulant in a kero burning engine. As I remember, when kero is burned, the carbon particulant size is larger than normal...

According to Figure 3.3 of the following (p. 21/96 in the PDF):

http://www.chevronglobalaviation.com/docs/...tech_review.pdf

Jet A per ASTM D 1655 is:

0.10 mg KOH/g Acidity
25% Vol, max, Aromatics
0.30% Sulfur, mass
0.003 Sulfur, mercaptan, mass
3.0% Naphthalenes, vol%, max.
7 mg/100 ml, existent gum, max.
--------------
According to the Jet-A MSDS sheet at:

http://www.spragueenergy.com/documents/MSD...20Fuel%2006.pdf

We have 99% kerosene, and <1% polycyclic hydrocarbons
----------------
According to:

http://www.intox.org/databank/documents/ch...fuel/cie768.htm

"There is no standard formula for Jet A. The straight-run kerosene stream is used for aviation fuel production. Jet A and Jet A-1 are mixtures of aliphatic and aromatic hydrocarbons with carbon numbers predominantly in the range of C9-C16 and which meet the requirements of ASTM specification D 1655.(24) Jet A and Jet A-1 only differ in freezing point. According to the specification, the maximum allowed level of aromatic hydrocarbons is 25% (by volume) and 3% naphthalenes (by volume). Total sulfur (0.3% by weight) and mercaptan sulfur (0.003% by weight) are present as impurities. Jet A has a distillation range of less than 205 to 300 deg C (401 to 572 deg F). The physical properties given in this review are either for specific products, from the specification or for straight-run kerosene (CAS 8008-20-6). The specification lists a number of additives that may be used in jet fuels. Typical additives include an antioxidant (e.g. 2,6-di-tert-butylphenol and tert- and tri-tert-butylphenols), a metal deactivator (e.g., N,N- disalicylidene-1,2-propanediamine), an electrical conductivity additive (e.g. Stadis 450), a static inhibitor, a fuel system icing inhibitor (e.g. diethylene glycol monomethyl ether), a corrosion of steel inhibitor, a lubrication improver, a biocide, a fuel lubricity additive, and a thermal stability improver. The presence of additives can contribute significantly to the overall hazards of a particular jet fuel product. Consult the manufacturer/supplier of your specific product for additional information."
---------------------

So we've got 99%-ish of 9-to-16-carbon hydrocarbon "kerosene."

According to page 4 of the following for samples collected at Miramar Naval Air Station in San Diego, CA:

http://www.areco.org/pdf/ParticulateEmissi...Engines1996.pdf

"Chemical analyses of jet engine exhaust samples indicate that the samples contain heavy metals." (Zinc, copper, and beryllium all at levels 100% above the control, with lead at 50% above, cobalt at 25% above, and vanadium at 28.6% above)
------------------------
I realize that some erosion of the metallic jet engine surfaces should occur at high heat and airflow, but I would expect mere traces from this with well-maintained and well-designed engines.

See that HEPA link provided above:
http://pilotsfor911truth.org/forum//index....showtopic=13334

If one will allow me to paraphrase that thread though, barium and aluminum (and aluminum oxides) are the most-prevalent alarming pollutants observed in samples. Here's a little about barium and other metal vapors at my post # 8:

http://pilotsfor911truth.org/forum//index....&p=10742874
------------------
Now if we look at some of the engines alleged to have been in the 9/11 planes, we see that HC, CO, and NOx are the only "emissions" monitored:

RB211-535E4B
http://www.caa.co.uk/docs/702/3RR034_01102004.pdf

PW2037
http://www.qinetiq.com/docs/aed/1PW039-20020702.pdf
-------------------
More on jet engine emissions:
http://www.wired.com/cars/futuretransport/...6/ecoaviation23

ASME Subscription-only paper (that I don't currently have):

http://scitation.aip.org/getabs/servlet/Ge...ps&gifs=yes

Kinetics of Jet Fuel Combustion Over Extended Conditions: Experimental and Modeling
J. Eng. Gas Turbines Power -- April 2007 -- Volume 129, Issue 2, 394 (10 pages)
DOI:10.1115/1.2364196

"The oxidation of kerosene (Jet-A1) has been studied experimentally in a jet-stirred reactor at 1 to 40 atm and constant residence time, over the high temperature range 800–1300 K, and for variable equivalence ratio 0.5<phi<2. Concentration profiles of reactants, stable intermediates, and final products have been obtained by probe sampling followed by on-line and off-line GC analyses. The oxidation of kerosene in these conditions was modeled using a detailed kinetic reaction mechanism (209 species and 1673 reactions, most of them reversible). In the kinetic modeling, kerosene was represented by four surrogate model fuels: 100% n-decane, n-decane-n-propylbenzene (74%/26% mole), n-decane-n-propylcyclohexane (74%/26% mole), and n-decane-n-propylbenzene-n-propylcyclohexane (74%/15%/11% mole). The three-component model fuel was the most appropriate for simulating the JSR experiments. It was also successfully used to simulate the structure of a fuel-rich premixed kerosene-oxygen-nitrogen flame and ignition delays taken from the literature. "