Confirmed through "one correspondent". Unconfirmed through a witness in the judicial sense. "One correspondent claims to have personally seen the spray planes taking off from and landing at McGuire AFB in New Jersey. Active in the Canadian military 'since my birth,' Bryan says, 'What I have noticed is that unusual trails have been coming from white USAF KC-135s heading to Shiloh, Alaska.' " http://globalskywatch.com/chemtrails/ubbthreads.php?ubb=showflat&Number=6910#Post6910
Confirmed through an "observer". Unconfirmed through a witness in the judicial sense. "Outside Dobbins Air Base in Marietta, Georgia, another observer writes: 'We drove up to a light and saw the runway, and saw a large, white plane, with a blue stripe, no markings at all, taxiing to take off.'" http://globalskywatch.com/chemtrails/ubbthreads.php?ubb=showflat&Number=6910#Post6910
Confirmed through an anonymous archeologist working on the air base. Unconfirmed through a witness in the judicial sense. "Las Vegas reporter Marcus Dalton writes that an archeologist working throughout Nevada began noticing 'all white unmarked aircraft' preparing for take-off at Nellis AFB, and at the Mancamp Complex near Tonopah in the late-90s.
'It was these unmarked planes that were constantly laying down the criss-crossing X patterns of lingering chemical-spray trails over Southern Nevada,' the archeologist stated. When he asked the military escort accompanying his civilian research team into 'sensitive' areas around Nellis, about the planes, he was strongly advised, 'You didn’t see anything.' [Tribune Media Group June 26/06]" http://globalskywatch.com/chemtrails/ubbthreads.php?ubb=showflat&Number=6910#Post6910
During her appearance with Jeff on 8-31, Capt Joyce Riley, USAF(ret) identified the Air Force unit number with spray-equipped C-130s as the 910th in Youngstown, Ohio. 'Operation Shining Hope' is the name of the current operation. This is not meant to point to the 910th as being necessarily nvolved in the chemtrail controversy, but is posted as a point of information following numerous requests for same." http://www.rense.com/general3/airforcesprays.htm
"(...) According to the controllers watching the scopes, both U.S. Air Force KC-135 air-refueling tankers had flown south out of Alaska. But the big Boeings were not refueling other aircraft. Instead, as Dickie, the kids and the controllers watched, the four-engine jets began making patterns over Edmonton - 'circuits' the controllers called it. (...)" http://www.holmestead.ca/chemtrails/soilradar.html
"The U.S. Air Force Website refutes the 'Chemtrail Hoax' ( http://globalskywatch.com/chemtrails/ubbthreads.php?ubb=showflat&Number=7283#Post7283 ) as having been around since 1996, 'accusing the Air Force of being involved in spraying the U.S. population' with mysterious substances: 'Several authors cite an Air University research paper titled 'Weather as a Force Multiplier: Owning the Weather in 2025' ( http://globalskywatch.com/chemtrails/ubbthreads.php?ubb=showflat&Number=7188#Post7188 ) that suggests the Air Force is conducting weather modification experiments. The purpose of that paper was part of a thesis to outline a strategy for the use of a future weather modification system to achieve military objectives and it does not reflect current military policy, practice, or capability. The Air Force is not conducting any weather modification experiments or programs and has no plans to do so in the future. The 'chemtrail' hoax ( http://globalskywatch.com/chemtrails/ubbthreads.php?ubb=showflat&Number=7283#Post7283 ) has been investigated and refuted by many established and accredited universities, scientific organizations, and major media publications.'
But many intelligent researchers call Gibson's communique a classic non-denial denial: Gibson is denying that the Air Force is secretly spraying U.S. citizens. The reality is the U.S. Space Command and other government agencies are involved in ongoing experiments for military and environmental purposes that involve aerial spraying, and the microfibers and other sprayed chemicals inevitably fall to earth, putting the public at risk.
Before you believe Gibson's and the government's 'denial,' do an Internet search for the following terms: 'joint vision for 2020' and 'Weather is a Force Multiplier: Owning the Weather in 2025', a whitepaper by MIT's Bernard Eastlund and H-bomb father Edward Teller. Before he died in 2003, Teller was director emeritus of Lawrence Livermore National Laboratory, where plans for nuclear, biological and directed energy weapons are crafted. In 1997, Teller publicly outlined his proposal to use aircraft to scatter through the stratosphere millions of tons of electrically-conductive metallic materials, ostensibly to reduce global warming." (Marcus K. Dalton, Las Vegas Tribune) http://space4peace.net/articles/vegas_chemtrails.htm http://globalskywatch.com/chemtrails/ubbthreads.php?ubb=showflat&Number=7459&#Post7459
"US Congress, Senate, Committee on Inter-State and Foreign Commerce, Weather Modification Research, Hearing, Washington D.C. US Govt. Printing Office, March 18-19, 1958; Lowell Ponte quotes Capt. Orville as reporting 'that the Dept. of Defense was studying ways to manipulate the charges of earth and sky and so affect the weather I by means of 'an electronic beam to ionize or de-ionize the atmosphere over a given area' .... Capt. Orville also discussed ongoing US Air Force experiments with 'sodium vapor, ejected from jet planes to intercept solar radiation' over enemy countries and rain their weather.' (The Cooling, op. cit. pp. 168-169.)" http://www.fas.org/man/eprint/leitenberg/weather.pdf , page 42 (Look also to the attachment.)
PONTE, Lowell (1976). The cooling. Englewood Cliffs, N.J., Prentice-Hall. ISBN 013172312X 9780131723122 (WorldCat) http://www.worldcat.org/oclc/2091613
(...) In 1998, the issue of chemtrails became a prominent concern in party of Canada, in particular the tine town of Espanola in northern Ontario, where United States KC-135 aircraft were said to be making routine passes over the community and dispensing harmful chemicals. The concerns became so great that on November 18, a representative of Canada's New Democratic Party, Gordon Earle, presented a petition to parliament, calling for the covert spraying program to stop. At the time, many residents were claiming to be suffering dizziness, sudden fatigue, headaches, asthma, joint pains, and flu-like symptoms. The petition stated: „Over 500 residents of the Espanola area have signed a petition raising concern over possible government involvement in what appears to be aircraft emitting visible aerosols. They have found high traces of aluminum and quartz in particulate and rainwater samples. These concerns combined with associated respiratory ailments have led these Canadians... to seek clear answers from this government.“ (102) The petition went on to ask politicians to repeal any legislation that permits dispensing substances by Canadian or foreign aircraft „without the informed consent of the citizens of Canada thus affected.“ (103)
(...) _______________________________________
(101) Thomas William (2002). „Stolen Skies: The Chemtrail Mystery.“, Earth Island Journal 34-35 (Summer) (102) Thomas William, op cit., p. 35 (103) Thomas William, op cit., p. 35"
Bartholomew, Robert E.; Evans, Hilary Outbreak!: The Encyclopedia of Extraordinary Social Behavior San Antonio, TX 2009 ISBN: 1933665254 9781933665252 Page 82f
" (...) The C-130 Hercules primarily performs the intratheater portion of the airlift mission. The aircraft is capable of operating from rough, dirt strips and is the prime transport for paradropping troops and equipment into hostile areas. Basic and specialized versions perform a diversity of roles, including airlift support, DEW Line and Arctic ice resupply, aeromedical missions, aerial spray missions, fire-fighting duties for the US Forest Service, and natural disaster relief missions. With the end of the Cold War, they have also been used to bring humanitarian relief to many countries, including Haiti, Bosnia, Somalia, and Rwanda. (...)" http://www.globalsecurity.org/military//systems/aircraft/c-130.htm
"The KC-130 is a multi-role, multi-mission tactical tanker/transport which provides the support required by Marine Air Ground Task Forces. This versatile asset provides in-flight refueling to both tactical aircraft and helicopters as well as rapid ground refueling when required. Additional tasks performed are aerial delivery of troops and cargo, emergency resupply into unimproved landing zones within the objective or battle area, airborne Direct Air Support Center, emergency medevac, tactical insertion of combat troops and equipment, evacuation missions, and support as required of special operations capable Marine Air Ground Task Forces.
The Marine Corps' inventory of KC-130s contains primarily F-variants, which are approaching 40 years of age, and there were concerns that plans to replace the aircraft with KC-130Js might result in a shortfall of 15 aircraft as early as 2001.
The active KC-130F/R fleet comprises 45% of DoD rotary wing aerial refuelers. However, the fleet will probably be unable to support the increased missions warranted by the MV-22 when fielded. Further, the fleet is deteriorating faster than the replacement aireraft, KC-130J, is scheduled to be fielded. The inventory requirement for the aircraft was previously established at (79) airframes, however as of March 2001 there were only (77) airframes, with availability continuing to decrease due to fatigue, corrosion, and obsolescence. Between 1994 and 2001 five airframes were stricken for corrosion, with one additional airframe pending a decision as of early 2001. At the current rate of airframe attrition, the Marine Corps will need at least four KC-130J's per year to maintain the Inventory.
The current fleet has some Congressionally mandated programs, to include: GPS, GPWS and TCAS. There are several pending Safety / Enhancement programs, however, the required modifications will lead to excessive out of service time and reduced availability. The average fleet squadron has only five "up" aircraft on any given day (PAA 12). Studies have found that squadron cannibalization rates have increased 57% in order to support current readiness figures.
The KC-130 is a multi-role, multimission tactical tanker and transport aircraft, well-suited to the mission needs of the forward-deployed Marine Air-Ground Task Force (MAGTF). The Hercules is the only long-range assault support capability organic to the Marine Corps. This aircraft provides both fixed-wing and rotary-wing tactical in-flight refueling; rapid ground refueling of aircraft or tactical vehicles; assault air transport of air-landed or air-delivered personnel, supplies, and equipment; command-and-control augmentation; pathfinder and battlefield illumination; tactical aeromedical evacuation; and search and rescue support.
The KC-130 is equipped with a removable 3,600 gallon (136.26 hectoliter) stainless steel fuel tank that is carried inside the cargo compartment providing additional fuel when required. The two wing-mounted hose and drogue refueling pods each transfer up to 300 gallons per minute (1135.5 liters per minute) to two aircraft simultaneously allowing for rapid cycle times of multiple-receiver aircraft formations (a typical tanker formation of four aircraft in less than 30 minutes). Some KC-130s are also equipped with defensive electronic and infrared countermeasures systems. Development is currently under way for the incorporation of interior/exterior night vision lighting, night vision goggle heads-up displays, global positioning system, and jam-resistant radios.
The KC-130 has 2 drogue equipped refuelling stations, one mounted on each wing outboard of the engines. Each refuelling station consists of a Sargent Fletcher 48-000 refuelling pod, 26 m (85 ft) of hose, MA-2 coupling and a 1.2 m (27 in) diameter high speed fixed-wing or 2.4 m (54 in) diameter low speed helicopter paradrogue. Helicopters may not refuel from a high speed drogue. Fuel flows when the hose is pushed in 1.5 m (5 ft); flow continues provided the hose is maintained in the refuelling position, between 6 - 24 m (20 - 80 ft) of hose extension. Hydraulic pressure provides 90% of the force required to rewind the hose during refuelling to reduce hose slack and whip. The hoses are marked each 3 m (10 ft). The MA-2 coupling requires 140 ft lb of pressure to make contact (2 - 5 kt closure) and 420 ft lb to disconnect.
The aerial refuelling system is comprised of two independent Sargent Fletcher SF300 refuelling systems. These systems currently are used on the wings of KC-130F/R/T aircraft. Each system includes a 93-ft long hose. In full trail position, the hose extends 80 ft from the point at which it exits the aircraft to the drogue tip. The white refuelling hoses have black markings that designate the refuelling range and provide hose movement cues. The two reels are installed side-by-side and cannot be used simultaneously. The reels are hydraulically powered and operate independently, allowing for a redundant capability.
The air-to-air refueling [AAR] height band is from 500 ft to 23,000 ft; speed range for the high speed fixed-wing drogue is 200 to 250 KIAS and for the low speed helicopter drogue is 105 to 130 KIAS. Maximum hose extension/extraction speed is 120 KIAS. Total fuel loads are normally up to 32,660 kg (72,000 lb), with an overload weight of 39,460 kg (87,000 lb). Transferable fuel is dependent on sortie duration; around 18,140 kg (40,000 lb) is available for transfer during a 4 hr flight, assuming a fuel burn rate of 2720 kg/hr (6000 lb/hr). With the removable fuselage fuel tank fitted, transfer rate is about 1850 kg/min (4080 lb/min) with the 2 AAR pump configuration or 925 kg/min (2040 lb/min) with the single AAR pump configuration. Without the fuselage tank, the transfer rate is about 460 kg/min (1020 lb/min). The lower transfer rate can be selected on request.
Red, green and amber lights are located on the trailing edge of each AAR pod; these are AAR pod status lights. The light signal commanding a breakaway is the tanker's lower rotating beacon being switched on. Before a receiver is cleared for contact, the beacon is turned off to indicate the tanker's AAR checklist has been completed. AAR during EMCON constraint requires additional light signals from the tanker; these are provided by hand held ALDIS lamps. These lights will be seen in the paratroop door windows located at the rear of the fuselage on both sides of the aircraft. A steady light signals clear for contact; while in contact, a steady light signals disconnect. A flashing ALDIS means no more fuel available or the tanker is experiencing difficulties. Receivers should disengage and move to a position outboard of the hose. Drogue illumination is provided by refuelling lights located on the outboard leading edge of the horizontal stabilizer. There are 6 equally spaced luminescent paint spots are on the drogue to assist during night operations.
The C-130 is 80% employed in the air-to-air refueling mission and 20% in the logistics mission. The air-to-air refueling capability enables a theater based day/night in-flight refueling capability for both tactical fixed wing (i.e., F/A 18's, A/V-8's, etc.) and rotary wing (i.e., CH-53's, CH-47's, MV-22's, etc.) aircraft through a pod mounted hose and drogue system located on each outboard wing station. A removable cargo bay fuel tank provides an additional 3,600 gallons of fuel. Ground refueling capabilities enables a mobile tactical aircraft pressure refueling capability at unimproved landing sites. The logistic mission enables the transport and delivery of equipment (i.e., light amphibious assault vehicles, Hummers, trucks, etc.), people (i.e., combat troops, parachute troops, Medevac, support troops, evacuees, etc.) and supplies (i.e., ammunition, food, medical, tents and housing, etc.). Cargo can be delivered by either air drop or to unimproved landing sites.
The KC-130F and R can be configured to contain an Airborne Direct Air Support Center (DASC), but lack SINCGARS antennas. The KC130J has no DASC capability. There are different types of platforms that perform various aspects of deep battle management - the AN-UYQ-3A equipped KC-130 deep battle coordinator and the killbox manager or TAC(A) in an F/A-18D. The deep battle coordinator is a critical link between the Deep Battle Cell (DBC) that actively manages the execution of the deep battle and the killbox manager/TAC(A) aircraft for the execution of the deep battle. A deep battle coordinator in an AN-UYQ-3A equipped KC-130 (DASC(A) configuration) will have a more robust communications capability than an F/A-18D and can manage a much greater area. However, the deep battle coordinator mission is considerably different than the DASC(A) mission, which assists the DASC in the management of air support for the close fight as an airborne extension of the DASC. One aircraft probably cannot and should not do both roles due to the different missions as well as communications and personnel limitations of the AN UYQ-3A. Since there are limited numbers of KC-130 platforms and its primary mission is inflight refueling, relying on a KC-130 as a deep battle coordinator is problematic." http://www.globalsecurity.org/military//systems/aircraft/kc-130.htm
"Je sais que l’Amérique du Nord n’est pas le seul continent qui utilise des ADC (aerially dispersed chemicals = produits chimiques dispersés par voie aérienne) à l’insu de la population. Cependant, je sais aussi que la technologie chimique des autres pays sont près d’une décennie en arrière de celle que possède les États-Unis." Source: http://rustyjames.canalblog.com/archives/2013/04/14/26924968.html?fb_action_ids=10151418598505959%2C10151418044890959%2C10151418036720959%2C1015141
"In a 1947 fund-raising speech presented at the annual dinner at MIT, General George C. Kenney, Commander of the Strategic Air Command, speaking of future weapons systems, asserted: 'If rain could be kept from falling where it has been falling for ages,' it is conceivable that 'the nation which first learns to plot the paths of air masses accurately and learns to control the time and place of precipitation will dominate the globe.' (15) He urged MIT to look into this, suggesting a multimillion-dollar research program." FLEMING, J. R. (2010). Fixing the sky the checkered history of weather and climate control. New York, Columbia University Press. page 195f http://public.eblib.com/EBLPublic/PublicView.do?ptiID=908322. http://www.worldcat.org/oclc/664234130
The all-weather-capacity is twofold: One is the ability to deliver the payload really to the location where it is supposed to be delivered and the other one is the ability to have the capacity for delivering the payload quasi as a deception having the capacity to influence the weather itself. This is real "all-weather-capacity" as you may deceive the opponent of your politics believably - at least in the public. For that reason it is so important to have a convincing strategy against those opinion representatives who don't believe in the inability of influencing the weather. But this is not what General John William Vogt had to care about. He was only a military technician lobbying for his problem of "all-weather-capacity". Of course, he influenced by his acting also other people who developed their own ideas.
General John William Vogt, jr. in 1978: "But this all-weather problem is with us today even. We have it in Europe, in NATO. We have never really come to grips with it. It is the greatest single deficiency I see in our tactical aviation today. As we discovered in Linebacker II, the bombing accuracy of even our strategic forces is not all that good, and we had lots of problems in using B-52s in bad weather for the very same reason. The equipment was designed for nuclear weapons, where it didn't make much difference if you were 1,500 feet off the target, you were still in the blast area. But with conventional bombs, trying to drop them to do some damage and effectively hit a target with accuracies less than 500 feet simply couldn't be done. You would think we would have learned our lesson and would have fixed all those problems, but we are in the same boat today. We still haven't really gone to work and come to grips with being able to fight wars when the weather is bad with airpower." http://documents2.theblackvault.com/documents/afhra/oralhistory-genjohnvogt.pdf page 98f (pdf file page)
As Vogt had died in 2010, I am sure that he - with all his experience in Washington, D.C. - has promoted the Chemtrail project - whatsoever.
