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Sunday, May 5, 2013


We located evidence that the Americans had indeed tested this carcinogenic chemical—zinc cadmium sulphide—over Winnipeg in 1953. We wrote to the Government of Canada, explaining that we had solid evidence of the spraying and asking that we be informed as to how high up in the government the request for permission to spray had gone. We did not receive a reply.

Shortly after, the Pentagon held a press conference on May 14, 1997, where they admitted what they had done. Robert Russo, writing for the Toronto Star11 from Washington, DC, reported the Pentagon's admission that in 1953 it had obtained permission from the Canadian Government to fly over the city of Winnipeg and spray out this chemical—which sifted down on kids going to school, housewives hanging out their laundry and people going to work. US Army planes and trucks released the chemical 36 times between July and August 1953. The Pentagon got its statistics, which indicated that if the chemical released had been full strength, approximately a third of the population of Winnipeg would have developed cancers over the next five years.'


(1) Any purpose related to medical, therapeutic, pharmaceutical, agricultural, industrial, or research activity.

(2) Any purpose related to protection against toxic chemicals or biological weapons & agents.

(3) Any law enforcement purpose, including any related to riot control.

Airline Mechanic identifies potential source of commercial plane's Chemtrail delivery system: 'One day last month I was called out from our base to work on a plane for another airline. When I got the call the dispatcher did not know what the problem was. When I got to the plane I found out that the problem was in waste disposal system. There was nothing for me to do but to crawl in and fix the problem. When I got into the bay I realized that something was not right. There were more tanks, pumps, and pipes then should have been there. At first I assumed that the waste disposal system had been changed. It had been about 10 years since I had worked on this particular model of aircraft.

The next day I was on the company computer to look up a wiring schematic. While I was there I decided to look up the extra equipment I had found. To my amazement the manuals did not show any of the extra equipment I had seen with my own eyes the day before. I even tied in to the manufacturer files and still found nothing. Now I was really determined to find out what that equipment did. The next week we had three of our planes in our main hanger for periodic inspection. There are mechanics crawling all over a plane during these inspections. I had just finished my shift and I decided to have a look at the waste system on one of our planes. With all the mechanics around I figured that no one would notice an extra one on the plane. Sure enough, the plane I choose had the extra equipment! I began to trace the system of pipes, pumps, and tanks. I found what appeared to be the control unit for the system. It was a standard looking avionics control box but it had no markings of any kind.

I could trace the control wires from the box to the pumps and valves but there were no control circuits coming into the unit. The only wires coming into the unit was a power connection to the aircraft's main power bus. The system had 1 large tank and 2 smaller tanks. It was hard to tell in the cramped compartment, but it looked like the large tank could hold about 50 gallons. The tanks were connected to a fill and drain valve that passed through the fuselage just behind the drain valve for the waste system. When I had a chance to look for this connection under the plane I found it cunningly hidden behind a panel under the panel used to access the waste drain. I began to trace the piping from the pumps. These pipes lead to a network of small pipes that ended in the trailing edges of the wings and horizontal stabilizers.

If you look closely at the wings of a large airplane you will see a set of wires, about the size of your finger, extending from the trailing edge of the wing surfaces. These are the static discharge wicks. They are used to dissipate the static electric charge that builds up on a plane in flight. I discovered that the pipes from this mystery system lead to every 1 out of 3 of these static discharge wicks. These wicks had been "hollowed out" to allow whatever flows through these pipes to be discharged through the fake wicks. While I don't know what THEY are spraying, I can tell you how they are doing it. I figure they are using the "honey trucks". These are the trucks that empty the waste from the lavatory waste tanks. The airports usually contract out this job and nobody goes near these trucks. Who wants to stand next a truck full of sh–. While these guys are emptying the waste tanks, it makes sense that they could easily be filling the tanks of the spray system. They know the planes flight path so they probably program the control unit to start spraying some amount of time after the plane reaches a certain altitude. The spray nozzles in the fake static wicks are so small that no one in the plane would see a thing.'

Airline manager confirms authenticity of Mechanic's e-mail including revelations of secret Government Chemtrail program (Project Cloverleaf) in operation: 'The email from the anonymous mechanic rings true. Airline companies in America have been participating in something called Project Cloverleaf for a few years now. The earliest date anyone remembers being briefed on it is 1998. I was briefed on it in 1999. The few airline employees who were briefed on Project Cloverleaf were all made to undergo background checks, and before we were briefed on it we were made to sign non-disclosure agreements, which basically state that if we tell anyone what we know we could be imprisoned. About twenty employees in our office were briefed along with me by two officials from some government agency. They didn't tell us which one. They told us that the government was going to pay our airline, along with others, to release special chemicals from commercial aircraft.'

Note: Neither of these statements (airline mechanic & manager) have been independently verified. Further, actual confirmation of 'Project Cloverleaf' has yet to materialize in the form of de-classified Gov't/Military documents. They have been included here-in as highly intriguing, albeit unconfirmed, records. Undoubtedly any whistleblower involved in this scale of a cover-up would likely go to great lengths to ensure protection of their identity. Therefore we can only speculate as to its authenticity.

Project Cloverleaf: 'Both US military refueling tankers and thousands of planes in private corporate aviation are used. Military & civilian aspects of Project Cloverleaf are covert operations. The purpose is to seed into the atmosphere multiple weather/climate modification chemicals for purposes of proactive environmental warfare, originally motivated by a climate change concern; & to introduce highly humanly toxic metallic salts and aerosol fibers that facilitate atmospheric operations of HAARP technology (which is involved in climate manipulation). Piggybacking on this, the covert distribution framework of the toxic metals & chemicals has been used in other covert military/civilian operations like massive biological experiments on whole cities and countrysides of people/ecologies—tests which are unauthorized & without consent or even public knowledge. The purpose is nothing less than the actual physical transformation of the earth's atmosphere in order to provide a platform for the latest chemical & electromagnetic technologies of warfare, communication, weather control, low-yield biological warfare, and control of populations through "non-lethal" chemical/electromagnetic means.'

Excerpts from declassified 'Weather as a Force Multiplier: Owning the Weather in 2025 (2025 is a study designed to comply with a directive from the chief of staff of the Air Force to examine the concepts, capabilities, and technologies the United States will require to remain the dominant air and space force in the future) -

'It could have offensive and defensive applications and even be used for deterrence purposes. The ability to generate precipitation, fog and storms on earth or to modify space weather…and the production of artificial weather all are a part of an integrated set of [military] technologies.' 'Extreme and controversial examples of weather modification-creation of made-to-order weather, large scale climate modification, creation and/or control (or "steering") of severe storms. etc.- were researched as part of this study…the weather modification proposed in this report range from the technically proven to the potentially feasible.'

Concepts of Operation -

Precipitation modification: Numerous dispersal techniques have already been studied, but the most convenient, safe, and cost-effective method discussed is the use of afterburner-type jet engines to generate carbon particles while flying through the targeted air. This method is based on injection of liquid hydrocarbon fuel into the afterburner's combustion gases. This direct generation method was found to be more desirable than another plausible method (i.e., the transport of large quantities of previously produced and properly sized carbon dust to the desired altitude). "significant beneficial influences can be derived through judicious exploitation of the solar absorption potential of carbon black dust." If clouds were seeded (using chemical nuclei similar to those used today or perhaps a more effective agent discovered through continued research) before their downwind arrival to a desired location, the result could be a suppression of precipitation. In other words, precipitation could be "forced" to fall before its arrival in the desired territory, thereby making the desired territory "dry.".

Fog modification: 'Field experiments with lasers have demonstrated the capability to dissipate warm fog at an airfield with zero visibility. Generating 1 watt/cm2, which is approximately the US large power density exposure limit, the system raised visibility to one quarter of a mile in 20 seconds. Laser systems described in the Space Operations portion of this AF 2025 study could certainly provide this capability as one of their many possible uses. With regard to seeding techniques, improvements in the materials and delivery methods are not only plausible but likely. Smart materials based on nanotechnology are currently being developed with gigaops computer capability at their core. They could adjust their size to optimal dimensions for a given fog seeding situation and even make adjustments throughout the process. They might also enhance their dispersal qualities by adjusting their buoyancy, by communicating with each other, and by steering themselves within the fog. They will be able to provide immediate and continuous effectiveness feedback by integrating with a larger sensor network and can also change their temperature and polarity to improve their seeding effects. As mentioned above, UAVs could be used to deliver and distribute these smart materials.

Recent army research lab experiments have demonstrated the feasibility of generating fog. They used commercial equipment to generate thick fog in an area 100 meters long. Further study has shown fogs to be effective at blocking much of the UV/IR/visible spectrum, effectively masking emitters of such radiation from IR weapons.This technology would enable a small military unit to avoid detection in the IR spectrum. Fog could be generated to quickly, conceal the movement of tanks or infantry, or it could conceal military operations, facilities, or equipment. Such systems may also be useful in inhibiting observations of sensitive rear-area operations by electro-optical reconnaissance platforms.'

Storm modification: 'Weather-modification technologies might involve techniques that would increase latent heat release in the atmosphere, provide additional water vapor for cloud cell development, and provide additional surface and lower atmospheric heating to increase atmospheric instability. Critical to the success of any attempt to trigger a storm cell is the pre-existing atmospheric conditions locally and regionally. The atmosphere must already be conditionally unstable and the large-scale dynamics must be supportive of vertical cloud development. The focus of the weather-modification effort would be to provide additional "conditions" that would make the atmosphere unstable enough to generate cloud and eventually storm cell development. The path of storm cells once developed or enhanced is dependent not only on the mesoscale dynamics of the storm but the regional and synoptic (global) scale atmospheric wind flow patterns in the area which are currently not subject to human control. In summary, the ability to modify battlespace weather through storm cell triggering or enhancement would allow us to exploit the technological "weather" advances of our 2025 aircraft; this area has tremendous potential and should be addressed by future research and concept development programs.

Space-weather/Ionosphere modification: 'A number of methods have been explored or proposed to modify the ionosphere, including injection of chemical vapors and heating or charging via electromagnetic radiation or particle beams (such as ions, neutral particles, x-rays, MeV particles, and energetic electrons). It is important to note that many techniques to modify the upper atmosphere have been successfully demonstrated experimentally. Ground-based modification techniques employed by the FSU include vertical HF heating, oblique HF heating, microwave heating, and magnetospheric modification. Significant military applications of such operations include low frequency (LF) communication production, HF ducted communications, and creation of an artificial ionosphere.

Moreover, developing countries also recognize the benefit of ionospheric modification: "in the early 1980′s, Brazil conducted an experiment to modify the ionosphere by chemical injection."

Several high-payoff capabilities that could result from the modification of the ionosphere or near space are described briefly below. It should be emphasized that this list is not comprehensive; modification of the ionosphere is an area rich with potential applications and there are also likely spin-off applications that have yet to be envisioned.

Ionospheric mirrors for pinpoint communication or over-the-horizon (OTH) radar transmission. The properties and limitations of the ionosphere as a reflecting medium for high-frequency radiation are described in appendix A. The major disadvantage in depending on the ionosphere to reflect radio waves is its variability, which is due to normal space weather and events such as solar flares and geomagnetic storms. The ionosphere has been described as a crinkled sheet of wax paper whose relative position rises and sinks depending on weather conditions. The surface topography of the crinkled paper also constantly changes, leading to variability in its reflective, refractive, and transmissive properties.

Creation of an artificial uniform ionosphere was first proposed by Soviet researcher A. V. Gurevich in the mid-1970s. An artificial ionospheric mirror (AIM) would serve as a precise mirror for electromagnetic radiation of a selected frequency or a range of frequencies. It would thereby be useful for both pinpoint control

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