EPA debunks 'chemtrails,' further fueling conspiracy theories

[mick silver]

EPA debunks 'chemtrails,' further fueling conspiracy theories

The EPA has weighed in on the 'chemtrails' controversy, saying it is 'not aware of any deliberate actions to release chemical or biological agents into the atmosphere.' Still, the theory persists.

http://l.yimg.com/a/i/us/nws/p/csm_logo_115.jpg (http://www.csmonitor.com/) By Brad Knickerbocker 7 hours ago

http://images.csmonitor.com/csm/2015/03/chemtrails.jpg?alias=standard_600x400












They’re etched across the sky at high altitude, lines of white, ethereal substance gradually dispersing into wisps and eventually disappearing.



Aviation officials call them “contrails” – condensation trails of frozen water vapor that’s part of the exhaust from aircraft engines, harmless byproducts of flight. Others insist that they’re “chemtrails” – chemical or biological agents sprayed from above for secret or even sinister purposes, such as changing the weather or controlling populations.
Now, the US Environmental Protection Agency (http://www.csmonitor.com/csmlists/topic/U.S.+Environmental+Protection+Agency) has weighed in on the side of what critics of chemtrail conspiracies call reason and science.
Recommended: How safe is flying? Take the aviation safety quiz (http://www.csmonitor.com/USA/2013/0221/How-safe-is-flying-Take-the-aviation-safety-quiz)
On its web page about greenhouse gas emissions from aircraft, the EPA points readers to an “Aircraft Contrails Factsheet,” (http://www.epa.gov/otaq/regs/nonroad/aviation/430f00005.pdf) which states plainly:
“Contrails are line-shaped clouds or ‘condensation trails,’ composed of ice particles, that are visible behind jet aircraft engines, typically at cruise altitudes in the upper atmosphere. Contrails have been a normal effect of jet aviation since its earliest days. Depending on the temperature and the amount of moisture in the air at the aircraft altitude, contrails evaporate quickly (if the humidity is low) or persist and grow (if the humidity is high). Jet engine exhaust provides only a small portion of the water that forms ice in persistent contrails. Persistent contrails are mainly composed of water naturally present along the aircraft flight path.”
“EPA is not aware of any deliberate actions to release chemical or biological agents into the atmosphere,” the agency states, noting that the ice particles in contrails melt and evaporate as they fall to earth, posing no threat to human health.
The EPA does note one potentially harmful effect of contrails: “Contrail cloudiness might contribute to human-induced climate change. Climate change may have important impacts on public health and environmental protection.” That will depend on flight traffic and routes in coming decades as well as other weather changes tied to global warming.
Such assertions do not satisfy the proponents of theories about chemtrails, some of whom hold other beliefs about shadowy attempts by big government to control peoples’ lives.
Mark Pitcavage, director of investigative research at the Anti-Defamation League (http://www.csmonitor.com/csmlists/topic/Anti-Defamation+League), who has studied antigovernment radical groups for many years, points to the case of Jerad and Amanda Miller – the couple who shot and killed two police officers at lunch and a third person in a Las Vegas (http://www.csmonitor.com/csmlists/topic/Las+Vegas) Wal-Mart (http://www.csmonitor.com/csmlists/topic/Wal-Mart+Stores+Inc.) before being killed themselves.
“If you examine Jerad Miller’s Facebook page, you will see his references to the New World Order, as well as all the subsidiary conspiracy theories: that the government will declare martial law, that it will or already has set up concentration camps for Americans, that there will be gun confiscation, that the government is poisoning the American people using chemtrails, etc.,” Mr. Pitcavage told the Monitor last summer.
Of course, most believers in chemtrails are not violent criminals nor do they necessarily hold to other government conspiracies. But they do insist that what appears to be simple water vapor from aircraft exhaust, crystallized at high altitude, is something else.
Under the headline “Chemtrails Exposed: A History of the New Manhattan Project (http://www.csmonitor.com/csmlists/topic/Manhattan+Project),” Peter Kirby of the Centre for Research on Globalization in Quebec (http://www.csmonitor.com/csmlists/topic/Quebec) recently writes: “Evidence suggests that today’s chemtrail spraying operations consist of airplanes saturating our atmosphere with nano-sized particles influenced by electromagnetic energy for the purpose of weather modification.”
“Motives are plenty. Most notably, significant direct benefits can be gained by playing financial markets which rise and fall with the weather such as the weather derivatives and catastrophe reinsurance markets; not to mention agricultural and energy commodities,” Mr. Kirby writes (http://www.globalresearch.ca/chemtrails-exposed-a-history-of-the-new-manhattan-project/5432009). “Weather routinely changes the course of human history. It determines what we do every day. It determines the outcomes of wars and influences elections. Control of the weather is God-like power. Money and power junkies want it.”
The web site abovetopsecret.com (http://www.abovetopsecret.com/forum/174/pg1/srtpages) includes a lively discussion of chemtrails.
Still, most scientists side with the EPA.
“Chemtrails are said to last much longer than normal contrails from before 1995, but proponents are curiously oblivious of photographs of long-lasting contrails from as far back as World War II,” writes Dave Thomas (http://www.csmonitor.com/csmlists/topic/Dave+Thomas), research scientist at the New Mexico Institute of Mining and Technology, in the journal Skeptical Inquirer (http://www.csicop.org/sb/show/chemtrail_conspiracy). “The supposedly ominous ‘grid patterns’ of contrails are easily explained as the expected effect of wind movement across frequently used east/west and north/south aircraft travel lanes. And one of the defining characteristics of ‘chemtrails’ – gaps in the trails, supposedly caused by turning the ‘sprayers’ on and off – is quite simply explained as normal humidity variations in the atmosphere.”
EPA scientists may reject the notion of chemical or biological agents released into the atmosphere. But if you have any doubts, they say, “Please email us at otaq@epa.gov or call the contrail information line at 734-214-4432.”
Full disclosure: Monitor staff writer Brad Knickerbocker is a former military pilot who flew jets in the US Navy (http://www.csmonitor.com/csmlists/topic/U.S.+Navy).
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[mick silver]

They’re etched across the sky at high altitude, lines of white, ethereal substance gradually dispersing into wisps and eventually disappearing.
Aviation officials call them “contrails” – condensation trails of frozen water vapor that’s part of the exhaust from aircraft engines, harmless byproducts of flight. Others insist that they’re “chemtrails” – chemical or biological agents sprayed from above for secret or even sinister purposes, such as changing the weather or controlling populations.
Now, the US Environmental Protection Agency (http://www.csmonitor.com/csmlists/topic/U.S.+Environmental+Protection+Agency) has weighed in on the side of what critics of chemtrail conspiracies call reason and science.
Recommended: How safe is flying? Take the aviation safety quiz (http://www.csmonitor.com/USA/2013/0221/How-safe-is-flying-Take-the-aviation-safety-quiz/2011-safer)
On its web page about greenhouse gas emissions from aircraft, the EPA points readers to an “Aircraft Contrails Factsheet,” (http://www.epa.gov/otaq/regs/nonroad/aviation/430f00005.pdf) which states plainly:
http://images.csmonitor.com/csm/2014/06/aviation-safety-quiz.jpg?alias=standard_218x145 (http://www.csmonitor.com/USA/2013/0221/How-safe-is-flying-Take-the-aviation-safety-quiz)
Test your knowledge (http://www.csmonitor.com/csmlists/quizzes) How safe is flying? Take the aviation safety quiz (http://www.csmonitor.com/USA/2013/0221/How-safe-is-flying-Take-the-aviation-safety-quiz/2011-safer)


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“Contrails are line-shaped clouds or ‘condensation trails,’ composed of ice particles, that are visible behind jet aircraft engines, typically at cruise altitudes in the upper atmosphere. Contrails have been a normal effect of jet aviation since its earliest days. Depending on the temperature and the amount of moisture in the air at the aircraft altitude, contrails evaporate quickly (if the humidity is low) or persist and grow (if the humidity is high). Jet engine exhaust provides only a small portion of the water that forms ice in persistent contrails. Persistent contrails are mainly composed of water naturally present along the aircraft flight path.”
“EPA is not aware of any deliberate actions to release chemical or biological agents into the atmosphere,” the agency states, noting that the ice particles in contrails melt and evaporate as they fall to earth, posing no threat to human health.
The EPA does note one potentially harmful effect of contrails: “Contrail cloudiness might contribute to human-induced climate change. Climate change may have important impacts on public health and environmental protection.” That will depend on flight traffic and routes in coming decades as well as other weather changes tied to global warming.
Such assertions do not satisfy the proponents of theories about chemtrails, some of whom hold other beliefs about shadowy attempts by big government to control peoples’ lives.
Mark Pitcavage, director of investigative research at the Anti-Defamation League (http://www.csmonitor.com/csmlists/topic/Anti-Defamation+League), who has studied antigovernment radical groups for many years, points to the case of Jerad and Amanda Miller – the couple who shot and killed two police officers at lunch and a third person in a Las Vegas (http://www.csmonitor.com/csmlists/topic/Las+Vegas) Wal-Mart (http://www.csmonitor.com/csmlists/topic/Wal-Mart+Stores+Inc.) before being killed themselves.
“If you examine Jerad Miller’s Facebook page, you will see his references to the New World Order, as well as all the subsidiary conspiracy theories: that the government will declare martial law, that it will or already has set up concentration camps for Americans, that there will be gun confiscation, that the government is poisoning the American people using chemtrails, etc.,” Mr. Pitcavage told the Monitor last summer.
Of course, most believers in chemtrails are not violent criminals nor do they necessarily hold to other government conspiracies. But they do insist that what appears to be simple water vapor from aircraft exhaust, crystallized at high altitude, is something else.
Under the headline “Chemtrails Exposed: A History of the New Manhattan Project (http://www.csmonitor.com/csmlists/topic/Manhattan+Project),” Peter Kirby of the Centre for Research on Globalization in Quebec (http://www.csmonitor.com/csmlists/topic/Quebec) recently writes: “Evidence suggests that today’s chemtrail spraying operations consist of airplanes saturating our atmosphere with nano-sized particles influenced by electromagnetic energy for the purpose of weather modification.”
“Motives are plenty. Most notably, significant direct benefits can be gained by playing financial markets which rise and fall with the weather such as the weather derivatives and catastrophe reinsurance markets; not to mention agricultural and energy commodities,” Mr. Kirby writes (http://www.globalresearch.ca/chemtrails-exposed-a-history-of-the-new-manhattan-project/5432009). “Weather routinely changes the course of human history. It determines what we do every day. It determines the outcomes of wars and influences elections. Control of the weather is God-like power. Money and power junkies want it.”
The web site abovetopsecret.com (http://www.abovetopsecret.com/forum/174/pg1/srtpages) includes a lively discussion of chemtrails.
Still, most scientists side with the EPA.
“Chemtrails are said to last much longer than normal contrails from before 1995, but proponents are curiously oblivious of photographs of long-lasting contrails from as far back as World War II,” writes Dave Thomas (http://www.csmonitor.com/csmlists/topic/Dave+Thomas), research scientist at the New Mexico Institute of Mining and Technology, in the journal Skeptical Inquirer (http://www.csicop.org/sb/show/chemtrail_conspiracy). “The supposedly ominous ‘grid patterns’ of contrails are easily explained as the expected effect of wind movement across frequently used east/west and north/south aircraft travel lanes. And one of the defining characteristics of ‘chemtrails’ – gaps in the trails, supposedly caused by turning the ‘sprayers’ on and off – is quite simply explained as normal humidity variations in the atmosphere.”
EPA scientists may reject the notion of chemical or biological agents released into the atmosphere. But if you have any doubts, they say, “Please email us at otaq@epa.gov or call the contrail information line at 734-214-4432.” http://www.csmonitor.com/USA/2015/0314/EPA-debunks-chemtrails-further-fueling-conspiracy-theories

[mick silver]

geo-engineering and chemtrailspage http://www.abovetopsecret.com/forum/174/pg1/srtpages

[mick silver]

Aerial delivery system
US 7413145 B2 http://www.google.com/patents/US7413145 Abstract
A method and apparatus for aerial fire suppression utilizing a potable fire retardant chemical dispensing system, readily adaptable, without extensive aircraft modification, to various makes of aircraft, for dispensing current types of forest and range fire fighting chemicals. The aerial delivery system is self contained and reusable. It enables cargo/utility aircraft to carry and dump a load, under control. The aerial delivery system is capable of attachment at the wing box, pressurized delivery from the nozzles, and nozzles directed straight downward.


Images(7)
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http://patentimages.storage.googleapis.com/thumbnails/US7413145B2/US07413145-20080819-D00002.png (http://patentimages.storage.googleapis.com/US7413145B2/US07413145-20080819-D00002.png)


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Claims(5)
1. A system for an aircraft having wings with flaps having trailing edges, the flaps having an extended position for relatively slow flight of the aircraft, the aircraft having a fuselage with a longitudinal dimension, the aircraft having a nose and a tail, the nose being forward along the longitudinal dimension of the tail and the tail being aft along the longitudinal dimension of the nose, the aircraft having a longitudinal center of gravity located with respect the longitudinal dimension of the fuselage, the fuselage having a forward most center of gravity point CGf at a particular location along the longitudinal dimension of the fuselage and having an aft most center of gravity point CGa at another particular location along the longitudinal dimension of the fuselage aft of the forward most center of gravity point, the aircraft having performance requirements that dictate that the longitudinal center of gravity remain at or aft of the forward most center of gravity limit point, CGf, and that the longitudinal center of gravity remain at or forward of the aft most center of gravity limit point CGa, the aircraft having a wheel system for ground support of the aircraft, the fuselage having a bottom side configured to be the side of the fuselage nearest to a runway when the aircraft is being supported on the runway by the wheel system, the aircraft having a plurality of seat tracks configured to be removably coupled to passenger seats to secure the passenger seats to the aircraft when the passenger seats are coupled to the seat tracks, the system comprising: a plurality of material tanks configured to each contain material, the plurality of material tanks located inside the fuselage of the aircraft, at least one of the plurality of material tanks located aft along the longitudinal dimension of the fuselage of another one of the plurality of material tanks;
at least one pressurized tank configured to contain a gas under pressure of at least 50 pounds per square inch (p.s.i.), the at least one pressurized tank coupled to the plurality of material tanks such that the gas when released from the pressurized tank assists in releasing material from containment within each of the plurality of material tanks; and
a plurality of outlets coupled to the material tanks, the outlets extending from inside the fuselage and through the bottom side of the aircraft in a direction approximately perpendicular to the longitudinal dimension of the fuselage, the outlets configured to conduct material released from containment within the plurality of material tanks to be projected outside the fuselage of the aircraft in a direction approximately perpendicular to the longitudinal dimension of the fuselage, the outlets coupled to portions of at least some of the plurality of seat tracks of the aircraft to secure the outlets to the aircraft and sufficiently distributing thrust loads to the aircraft resulting from projection of the material through the outlets outside of the fuselage of the aircraft, the outlets approximately located along the longitudinal dimension of the fuselage immediately aft of the longitudinal location of the trailing edge of at least a pair of the flaps when the at least a pair of the flaps are in their extended position, the at least one pressurized tank and the material tanks so sized and positioned within the fuselage such that the longitudinal center of gravity is located at or between the forward most center of gravity limit point, CGf and the aft most center of gravity limit point CGa along the longitudinal dimension of the fuselage as the at least one pressurized tank releases the gas into the material tanks and as the material tanks empty in the predetermined order.



2. The system of claim 1 wherein the material tanks are configured to contain material selected from the group consisting of at least a water, gel, decontamination compound, weather modification compound, oil spill treatment compound, and a firefighting compound.


3. A system for an aircraft having wings, the aircraft having a fuselage with a longitudinal dimension, the aircraft having a nose and a tail, the nose being forward along the longitudinal dimension of the tail and the tail being aft along the longitudinal dimension of the nose, the aircraft having a wheel system for ground support of the aircraft, the fuselage having a bottom side configured to be the side of the fuselage nearest to a runway when the aircraft is being supported on the runway by the wheel system, the aircraft having a plurality of seat tracks configured to be removably coupled to passenger seats to secure the passenger seats to the aircraft when the passenger seats are coupled to the seat tracks, the system comprising: a material tank configured to contain material and located inside the fuselage of the aircraft;
a pressurized tank configured to contain a pressurized gas, the pressurized tank so coupled to the material tank that the pressurized gas, when released from the pressurized tank, assists in releasing material from containment by the material tank; and
a plurality of outlets extending from inside the fuselage through the bottom side of the aircraft and so coupled to the material tank to receive material from containment by the material tank and to project the released material outside of the fuselage of the aircraft, the outlets coupled to portions of at least some of the plurality of seat tracks of the aircraft to secure the outlets to the aircraft and sufficiently distributing thrust loads to the aircraft resulting from projection of the material through the outlets outside of the fuselage of the aircraft.



4. A system comprising: an aircraft having wings, the aircraft having a fuselage with a longitudinal dimension, the aircraft having a nose and a tail, the nose being forward along the longitudinal dimension of the tail and the tail being aft along the longitudinal dimension of the nose, the aircraft having a wheel system for ground support of the aircraft, the fuselage having a bottom side configured to be the side of the fuselage nearest to a runway when the aircraft is being supported on the runway by the wheel system, the aircraft having a plurality of seat tracks configured to be removably coupled to passenger seats to secure the passenger seats to the aircraft when the passenger seats are coupled to the seat tracks;
a material tank configured to contain material and located inside the fuselage of the aircraft;
a pressurized tank configured to contain a pressurized gas, the pressurized tank so coupled to the material tank that the pressurized gas, when released from the pressurized tank, assists in releasing material from containment by the material tank; and
a plurality of outlets extending from inside the fuselage through the bottom side of the aircraft and so coupled to the material tank to receive material from containment by the material tank and to project the released material outside of the fuselage of the aircraft, the outlets coupled to portions of at least some of the plurality of seat tracks of the aircraft to secure the outlets to the aircraft and sufficiently distributing thrust loads to the aircraft resulting from projection of the material through the outlets outside of the fuselage of the aircraft.



5. A system for an aircraft having wings, the aircraft having a fuselage with a longitudinal dimension, the aircraft having a nose and a tail, the nose being forward along the longitudinal dimension of the tail and the tail being aft along the longitudinal dimension of the nose, the aircraft having a wheel system for ground support of the aircraft, the fuselage having a bottom side configured to be the side of the fuselage nearest to a runway when the aircraft is being supported on the runway by the wheel system, the aircraft having a plurality of seat tracks configured to be removably coupled to passenger seats to secure the passenger seats to the aircraft when the passenger seats are coupled to the seat tracks, the system comprising: a material tank configured to contain material and located inside the fuselage of the aircraft; and
a plurality of outlets extending from inside the fuselage through the bottom side of the aircraft and so coupled to the material tank to receive material from containment by the material tank and to project the released material outside of the fuselage of the aircraft, the outlets coupled to portions of at least some of the plurality of seat tracks of the aircraft to secure the outlets to the aircraft and distribute thrust loads to the aircraft resulting from projection of the material through the outlets outside of the fuselage of the aircraft.






Description
BACKGROUND OF THE INVENTION 1. Field of the Invention
The present invention is directed to an aerial delivery system. In particular, the invention is directed to an aerial delivery system capable of ejecting material in a downward direction from the aircraft.
2. Description of the Related Art
Aerial delivery systems are used to carry and dump, under control, loads of water, or other fire-retardants, onto a forest fire beneath. In addition, other aerial delivery systems are used to carry and dump fluids or other materials on to objects and/or the ground below the aircraft such as for decontamination of an area due to a chemical spill or attack, oil spills, or for soil stabilization. Unfortunately, conventional aerial delivery systems lack capability in delivering desired fluids or other materials to the ground in sufficiently high densities and/or require undesirably low flying altitudes for delivery.
BRIEF SUMMARY OF THE INVENTION The present invention is directed towards an aerial delivery system and a method of using the aerial delivery system.
In one embodiment, the aerial delivery system is capable of association with an aircraft and includes an aboard area and an outer area of the aircraft; an air accumulator associated with a plurality of tanks, the air accumulator located in the aboard area of the aircraft, the tanks capable of containing a material and/or fluid, the air accumulator capable of propelling the material and/or fluid contained in the tanks; a dump manifold associated with the tanks; and a dump valve, the dump valve associated with the dump manifold, wherein the fluid and/or material is directed by pressure in the accumulator and is propelled through the dump valve downward from the aboard area of the aircraft.
In one aspect of the aerial delivery system, the fluid and/or material is selected from at least one of a water, gel, powder, decontamination compound, weather modification compound, oil spill treatment compound, and a firefighting compound. In another aspect, the aerial delivery system is capable of association with an airplane, helicopter, and balloon.
In another embodiment, the aerial delivery system is capable of use with an aircraft having an air accumulator, the air accumulator capable of holding high-pressure air; a high pressure line; at least a material holding tank connected to the air accumulator by the high pressure line, the material holding tank having a forward end and an aft end; a high pressure regulator associated with the air accumulator, wherein the high pressure regulator allows the air accumulator to hold large amounts of air at high pressures so low and constant air pressure can be delivered to the material holding tank; at least a separation valve associated with the aft end of the material holding tank; a dump manifold associated with the material holding tank; and a dump outlet associated with the dump manifold, the dump outlets located behind the aircraft wing box, wherein the fluid held within the material holding tank is capable of exiting the system from the dump outlets under propulsion from high pressure air from the air accumulator.
In one aspect, the aerial delivery system further includes a faring housed over the dump outlet. In yet another aspect, the material holding tank is a high pressure vessel. In another aspect, the aerial delivery system includes a second material holding tank joined to form a branching T joint or a branching Y joint. The material holding tank may be made of steel. In one aspect, the separation valve may be a butterfly valve. The separation valve may be located on each side of the branching T joint or branching Y joint. The dump outlet may be a chute or nozzle. In another aspect, the aerial delivery system further includes a drop controller. In one aspect, the material holding tanks run generally longitudinally with the aircraft. The aircraft may be a Boeing 747.
One advantage of the aerial delivery system, because of the outlets pointing downward rather than rearward, the discharged materials do not flow back into the aircraft and into the cargo bed.
The invention will best be understood by reference to the following detailed description of the preferred embodiment, taken in conjunction with the accompanying drawings. The discussion below is descriptive, illustrative and exemplary and is not to be taken as limiting the scope defined by any appended claims.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS FIG. 1 is a perspective view of one embodiment of the aerial delivery system.
FIG. 2 is a side view of one embodiment of the aerial delivery system in conjunction with an aircraft.
FIG. 3 is a side view of another embodiment of the aerial fluid delivery system in conjunction with an aircraft.
FIG. 4 is a top view of the embodiment of FIG. 3.
FIG. 5 is a front view of the embodiment of FIG. 3.
FIG. 6 is an isometric view of an outlet securing system.
DETAILED DESCRIPTION OF THE INVENTION The aerial delivery system 1 is self-contained and reusable and enables aircraft, such as but not limited to cargo/utility aircraft, to carry and dump a load, under control. One example of an aircraft among many, is a Boeing 747. The aerial delivery system 1 is attached at a reinforced part of the fuselage 3 of the aircraft. This system 1 is pressurized and allows a uniform and narrow material drop from high altitudes and a reduction in the amount of time material is suspended in the air. It is capable of delivering pressurized fluid from outlets 5 directed straight downward. By “downward,” it is envisioned that the aircraft with which the aerial delivery system 1 is associated will have a body 10 having a bottom side 15, which is generally the closest side of the fuselage 3 to the ground when the aircraft is being support on the ground by its wheel system. The pressurized fluid or other material delivered from the outlets 5 is directed straight down and exiting the body 10 at the bottom side 15 with the material moving further downward away from the body and the bottom side. In one aspect, the aerial delivery system 1 is attached to a Boeing 747 aircraft. The aerial delivery system 1 allows the Boeing 747 to fly at higher altitudes and still drop a load. The contents are shot to the ground by the aerial fluid delivery system, not just away from the aircraft and its turbulence, as in prior art systems, thus better ground coverage is achieved.
The aerial delivery system 1 can be used to fight fires, chemical decontamination, weather modification and to treat oil spill contamination, among other uses. The aerial delivery system 1 may also be referred to as a “fire bomber.” The aerial delivery system 1 is capable of carrying and dropping a load at about 2,500 feet. The aerial delivery system 1 can drop about 25,000 gallons of fluid in approximately 5 seconds. The quantity of material delivered by the aerial delivery system 1 and duration of the aerial delivery system deliveries will be controllable by the pilot at any flight regime the aircraft is capable of operating in (i.e., altitude, airspeed, pressurized or unpressurized). The system's load has the ability to be dispersed in segmented drops or at one time.

[mick silver]

As an over-view, the aerial delivery system 1 is attached to an aircraft at the wing box 2. The wing box 2 runs through the lower portion of the fuselage 3 and ties wings 25 into the rest of the aircraft. The majority of the aerial delivery system 1 attaches at the wing box 2, a strong point on the aircraft. As shown in FIGS. 1 and 2, the aerial delivery system 1 includes at least a material storage tank 30 generally longitudinal with the aircraft. With larger aircraft such as the Boeing 747, DC 10, or Airbus 380, generally a plurality of the material storage tanks 30 would be used such as further described below to potentially increase the material carrying capacity of the aircraft while addressing issues regarding maintaining center of gravity of the overall aircraft and its load. In one aspect, the material storage tank 30 may be made of steel. The material storage tank 30 may be located aboard the aircraft. Towards the aft of the aircraft and the aerial delivery system 1 at or about the wing box 2, the material storage tank 30 forms a branching joint 35, such as but not limited to a “T” or “Y” joint, and continues aft as a single tank. As it continues aft, a plurality of pressurized outlets 5, such as nozzles or chutes, extend from the tank 30, directed downward from the bottom side 15 of the aircraft. From these outlets 5, pressurized fluid and/or material can exit. In one aspect, the outlets 5 expel their contents directly downwards.
In one embodiment, the aerial delivery system 1 includes a separation valve 40 located on each material storage tank 30 before merging into the branching joint 35. As an example of this embodiment in use, a first material storage tank 30 merging into the branching joint 35 from the front of the aircraft could carry water while a second material storage tank 30 from the front of the aircraft could carry a chemical activated upon mixing with the water. Upon opening of the separation valves 40, the contents of the two tanks 30 would intermix and be activated. In the single material storage tank 30 from the branching joint 35, the activated mixture is carried aft of the aircraft and released from the outlets 5. This embodiment would be useful to carry compounds which have a short half life and where it would be desirable to mix the components at a time closer to use.
The aerial delivery system 1 has the capability to premix materials, mix materials on-board or disperse two different materials separately. The number of valves controlling the outlets 5 that are opened at any time controls the quantity of material ejected.
The aerial delivery system 1 utilizes one or more air accumulators 45, charged to one or more specific pressures, that propel various materials stored in the material storage tanks 30 various air accumulations 45 can contain air pressurized at different pressures to match requirements of different materials contained in different of the material storage tanks 30. These materials include, but are not limited to, water, gels, powders, chemicals and biological agents used for decontamination, neutralization, weather modification, oil spill treatment and firefighting.
The specific material is directed by pressure in air accumulators 45, and is propelled through dump outlets 5 straight down or at a forward angle away from the aircraft at variable pressures. Ejected material can strike or interact with its intended target either with forward direction or slow into a rain-like state dependent on which pressures and altitudes are used.
The air accumulators 45 have one or more pressure vessel tanks 46 capable of holding high-pressure air. The stored air (energy) is the propulsion system allowing fluid and/or materials to exit the aircraft. The pressure vessel tanks 46 are pressurized with either bleed air from the airplane, air from an onboard compressor or by using the incoming material.
The air accumulators 45 are connected to a high-pressure regulator 50, which will regulate the pressure vessel tank 46 pressure. The high pressure regulator 50 is coupled to the air accumulator 45 that holds large amounts of air at high pressure, so that lower and constant air pressure can be delivered to the material storage tanks 30 via air lines 55 coupled to the lower pressure side of the high pressure regulator.
The material storage tanks 30 are pressure vessels that house the material and/or fluid to be expelled. In one aspect, the material storage tank 30 design consists of two tanks that run longitudinally and join at a branching joint 35, such as in a “Y” or “T” joint. The air lines 55 feed into the forward portion of the material storage tanks 30. The material storage tanks 30 are able to withstand any air pressure delivered from the high-pressure regulator 50. The material storage tanks 30 can be filled by a material fill line (not shown) installed anywhere in either material storage tank 30. This would allow for a division of two separate materials, such as a dormant fire retardant material and an activator material. The dormant fire retardant material and the activator would be admixed close to the time of use.
The aerial delivery system 1 may also include the separation valves 40 for the division of the two separate materials, such as dormant and activator materials. In one aspect, positioned at the aft end of the material storage tank 30 would be a set of two butterfly valves on each side of the branching joint 35 from the two material storage tanks 30 to a dump manifold 70.
The dump manifold 70 is a pressure vessel which serves as not only a connecting point for the materials and/or fluid but a way to divert the material and/or fluid to a lower compartment of a multi-compartment aircraft for discharge. The outlets 5, such as the dump chutes or nozzles, branch out from the dump manifold 70 and act as the exit mechanism for the material and/or fluids. This mechanism includes, but is not limited to, eight butterfly valves which open individually, in combination, or all at once to acquire the desired flow rate. The control and/or operation of the butterfly valves can be by a hydraulic actuator system. Exit locations of the outlets 5, which can be straight pipe sections, exit the belly of aircraft behind the wing box 2. A bellows pressure barrier (not shown) will hook between the fuselage skin and an exit pipe (not shown), allowing the aircraft to maintain cabin pressure. A faring (not shown) will be housed over the exit pipes.
In yet another aspect, a drop controller 85, such as a microprocessor-based computer device, given flow rate and line length, will calculate how many valves to open and at what time to provide exact flow rate management (e.g., levels of coverage, intensity of coverage).
FIGS. 3-5 show another embodiment of the aerial fluid delivery system 1 in conjunction with a large aircraft such as a Boeing 747 (shown in the drawings), DC 10, Airbus 380, or other substantially large aircraft. In this embodiment, since a greater number of the pressure vessel tanks 46 are used, the pressure vessel tanks are positioned transverse to the longitudinal dimension of the fuselage 3. A greater number of material storage tanks 30 are also used and are distributed in port and starboard pairs along the longitudinal direction of the fuselage 3 to better distribute load within the aircraft.
In particular, the material storage tanks 30 are sized in the depicted embodiment such that the forward most pair of tanks (1L and 1R in FIG. 4) are smallest, the second forward pair of tanks (2L and 2R in FIG. 4) are larger, the next two pairs of tanks (3L, 3R and 4L, 4R in FIG. 4) are largest and the aft most pair of tanks (5L and 5R in FIG. 4) are sized similar to the second forward pair of tanks (2L and 2R in FIG. 4). The implementation as depicted in FIGS. 3-5 has the air lines 55 connected to the most forward pair of tanks (1L and 1R in FIG. 4) so that the most forward pair of tanks empties first, then the second forward pair of tanks empties.
Emptying of the tanks continues to following this sequential order from more forward pairs of tanks to more aft pair of tanks until the most aft pair of tanks (5L and 5R) are emptied. This particular order of emptying could be re-ordered depending upon how the pressurized vessel tanks were coupled to the material storage tanks 30 with the air lines 55. Since the depicted implementation of FIGS. 3-5 follows a sequential forward most to aft most order of emptying of the material storage tanks 30, the tanks are sized and positioned occurring to this order of emptying such that the overall center of gravity of the loaded aircraft stays within a forward most center of gravity limit point CGf and an aft most center of gravity limit point CGa.
In the particular implementation depicted, the center of gravity of the aircraft when the material storage tanks 30 are full is near the forward most center of gravity limit point CGf and is near the aft most center of gravity limit point CGa when the material storage tanks are substantially empty. As shown in FIG. 4, lines for the dump manifold 70 protrude in a direction perpendicular to the longitudinal dimension of the aircraft from the aft most pair (5L and 5R in FIG. 4) of material storage tanks 30, which allows the aft most pair of material storage tanks to be located farther aft in the aircraft relative to the outlets 5 than the first embodiment.
As shown in FIGS. 3 and 4, there exists even more room in the aircraft to locate additional material storage tanks 30 both forward and aft of the material storage tanks shown. If an additional pair of the material storage tanks 30 were located forward of the forward most pair (1L and 1R) of material storage tanks shown and an additional pair of material storage tanks were located aft of the aft most pair (5L and 5R) of material storage tanks shown, the added pairs of tanks would be likely have to be emptied at the same time to maintain an acceptable location for the center of gravity for the aircraft.
It has been found that the sequential ordering of emptying of the material storage tanks 30 starting from the forward most pair and ending at the aft most pair tends to have less complication involved so can tend to have an acceptable level of reliability. Other scenarios involving more complicated ordering of emptying of the various pairs of the material storage tanks 30 may not have an acceptable level of reliability given the influence of emptying of the material storage tanks on the center of gravity of the aircraft. Consequently, when additional factors of safety are desired, it may be necessary to limit the material storage tanks 30 to a number that would allow a more reliable emptying of the tanks such as a sequential forward to aft emptying order rather than using additional storage of the aircraft for additional of the material storage tanks and thereby causing a more complicated emptying order.
As shown in FIG. 3, the outlets 5 are again directed to emit in a downward direction approximately perpendicular to the longitudinal dimension of the fuselage 3. This downward perpendicular direction of emission combined with the pressurized nature of emission is designed to project the contents of the material storage tanks 30 not only past the aircraft and substantially past the aircraft turbulence to a great degree, but also so the contents can be better directed downward toward objects or other targets generally located on that portion of the earth in a vicinity below the aircraft. The outlets 5 are generally located along the longitudinal dimension of the aircraft relatively near the trailing edge (the most aft edge) of the inboard flaps 90 in their extended position. The extended position of the inboard flaps 90 is taken into consideration since the aircraft is generally traveling at reduced speed with the inboard flaps in an extended position at the time of dumping of the content of the material storage tanks 30. It has been found that in this area just aft of the trailing edge of the extended inboard flaps 90 that there is a minimal amount of turbulence to be dealt with. If the outlets 5 are moved forward of the trailing edge of the inboard flaps 90 or moved more aft toward the tail of the aircraft, there can be more turbulence, which can reduce ability to delivery content of the material storage tanks 30 to the ground generally below the aircraft in sufficient concentrations.
It has been also found that using air pressurized in the pressure vessel tanks 46 at over 40 psi, and preferably at over 50 psi and more preferably at or over 65 psi helps to deliver the contents of the material storage tanks 30 to the ground at significantly high levels of concentration. For instance, in test runs, delivery concentrations to the ground as high as 14.8 gallons per square feet have been observed for pressures of 65 psi in the pressure vessel tanks 46 with the positioning and orientation of the outlets 5 as discussed above for drops from the aircraft at 400 feet above the ground.
Use of large aircraft, such as a Boeing 747, affords greater material carrying capacity so that large amounts can be dumped onto substantial areas of land at high concentrations given the configurations described above. To handle large volume deliveries, the outlets 5 are sized with relatively large pipe diameters such as having 16 inch diameters in some implementations. With large pipe diameters for the outlets 5 and substantially high pressure levels for the pressure vessel tanks 46, such as 65 psi, a substantial amount of thrust induced force can result from the material in the material storage tanks 30 being shot out from the large diameter outlets at high pressure. Conventional methods of securing outlets to an aircraft involve common techniques to secure pallets to the aircraft, such as with outer guide locks. Due to the unconventionally high amount of thrust that can result from material being delivered by the aerial delivery system 1, these conventional outlet securing systems and methods can be inadequate in properly distributing the thrust induced load to an adequately sized portion of the aircraft to safely hold the outlets 5 in place without risking structural damage to the aircraft.
An outlet securing system 100 is depicted in FIG. 6 to properly distribute the unconventionally high thrust induced loads to an adequately sized portion of the aircraft. The outlet securing system 100 couples the outlets 5 to the aircraft by coupling to seat tracks 101 originally designed for securing passenger seats to the aircraft when the aircraft is used as a passenger airliner. Coupling the outlets 5 to the aircraft by coupling the outlets to the seat tracks 101 allows for a more secure way of imparting the thrust induced load to the aircraft structure than the conventional methods used involving securing pallets to the aircraft. Consequently, the outlet securing system 100 allows the aerial delivery system 1 to delivery greater quantities of material with air tank pressures substantially higher than used by conventional delivery systems.
As further shown in FIG. 6, the outlet securing system 100 includes brace beams 102 coupled to the outlets 5 with conforming spacers 104 and bolts 106. The brace beams 102 are coupled to frame members 108 with bolts 110. The frame members 108 are in turn coupled to seat track spanning members 112 with bolts 114. The seat track spanning members 112 can be sized to span between two or more of the seat tracks 101. The seat track spanning members 112 are coupled to seat track couplers 116 with bolts 118. The seat track couplers 116 are shaped and fashioned to directly fasten to portions of a plurality of the seat tracks 101 (shown in FIG. 6 as coupling to portions of four of the seat tracks of the aircraft). Although FIG. 6 has depicted a particular structure for the outlet securing system 100, other implementations are also envisioned that involve other configurations of frame members and seat track couplers while retaining a general approach of securing the outlets 5 to portions of one or more of the seat tracks 101 found in the aircraft for enhanced load distribution.
In one aspect, the aerial fluid delivery system is capable of association with an aircraft comprising: an aboard area and an outer area of the aircraft; an air accumulator associated with a plurality of tanks, the air accumulator located in the aboard area of the aircraft, the tanks capable of containing a fluid, the air accumulator capable of propelling the fluid contained in the tanks; a dump manifold associated with the tanks; and a dump valve, the dump valve associated with the dump manifold, wherein the fluid is directed by pressure in the accumulator and is propelled through the dump valve downward from the aboard area of the aircraft.
The aerial fluid delivery system may have the fluid selected from the group consisting of at least a water, gel, decontamination compound, weather modification compound, oil spill treatment compound, and a firefighting compound.
The aerial fluid delivery system may be capable of association with an airplane, helicopter, or balloon.
In another aspect, the aerial fluid delivery system 1 is used with an aircraft having a wing box comprising: an air accumulator, the air accumulator capable of holding high-pressure air; a high pressure line; at least a material holding tank connected to the air accumulator by the high pressure line, the material holding tank having a forward end and an aft end; a high pressure regulator associated with the air accumulator, wherein the high pressure regulator allows the air accumulator to hold large amounts of air at high pressures so low and constant air pressure can be delivered to the material holding tank; at least a separation valve associated with the aft end of the material holding tank; a dump manifold associated with the material holding tank; and a dump outlet associated with the dump manifold, the dump outlets located behind the aircraft wing box, wherein the fluid held within the material holding tank is capable of exiting the system from the dump outlets under propulsion from high pressure air from the air accumulator.

[mick silver]

The aerial fluid delivery system may include a faring housed over the dump outlet.
The aerial fluid delivery system may use a pressure vessel tank as the air accumulator.
The aerial fluid delivery system may use the a high pressure vessel as the material holding tank.
The aerial fluid delivery system may further include a second material holding tank, the material holding tank and the second material holding tank being joined to form a branching T joint. Alternatively, the material holding tank, and the second material holding tank may be joined to form a branching Y joint.
The aerial fluid delivery system may use a material holding tank made of steel.
The aerial fluid delivery system may use a butterfly valve as a separation valve.
The separation valve may be located on each side of the branching T joint, or be located on each side of the branching Y joint, depending on which is used.
The aerial fluid delivery system may use a chute as the dump outlet. Or, the dump outlet may be a nozzle.
The aerial fluid delivery system may further include a drop controller.
The aerial fluid delivery system may include a second material holding tank, with the material holding tank and the second material holding tank located generally longitudinal with the aircraft.
The aerial fluid delivery system may use a Boeing 747 aircraft.
The discussion above is descriptive, illustrative and exemplary and is not to be taken as limiting the scope defined by any appended claims.
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US7753314 (http://www.google.com/patents/US7753314) *
Oct 5, 2007
Jul 13, 2010
L-3 Communications Integrated Systems, L.P.
Systems and methods for aerial dispersion of materials


US7819362 (http://www.google.com/patents/US7819362) *
Mar 1, 2007
Oct 26, 2010
Evergreen International Aviation, Inc.
Enhanced aerial delivery system


US8066223 (http://www.google.com/patents/US8066223)
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Nov 29, 2011
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Enhanced aerial delivery system


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Enhanced aerial delivery system


* Cited by examiner

Classifications






U.S. Classification
244/136 (http://www.google.com/url?id=kKhbBQABERAJ&q=http://www.uspto.gov/web/patents/classification/uspc244/defs244.htm&usg=AFQjCNFkI1xP5BwQplElHYuf_ufUThg5jw#C244S136000 ), 244/118.1 (http://www.google.com/url?id=kKhbBQABERAJ&q=http://www.uspto.gov/web/patents/classification/uspc244/defs244.htm&usg=AFQjCNFkI1xP5BwQplElHYuf_ufUThg5jw#C244S118100 ), 137/899.2 (http://www.google.com/url?id=kKhbBQABERAJ&q=http://www.uspto.gov/web/patents/classification/uspc137/defs137.htm&usg=AFQjCNESSfqC2ryAWrEamx-hfmVysAkxLw#C137S899200), 239/171 (http://www.google.com/url?id=kKhbBQABERAJ&q=http://www.uspto.gov/web/patents/classification/uspc239/defs239.htm&usg=AFQjCNGx36mcLzp22vnshCWmajgl6bRk9A#C239S171000 )


International Classification
A62C3/02 (http://www.google.com/url?id=kKhbBQABERAJ&q=http://web2.wipo.int/ipcpub/&usg=AFQjCNER44F5jlVoswCkvW3YEcB5lW4moA#refresh=pag e&notion=scheme&version=20130101&symbol=A62C0003020000), B64D1/00 (http://www.google.com/url?id=kKhbBQABERAJ&q=http://web2.wipo.int/ipcpub/&usg=AFQjCNER44F5jlVoswCkvW3YEcB5lW4moA#refresh=pag e&notion=scheme&version=20130101&symbol=B64D0001000000), B64D1/16 (http://www.google.com/url?id=kKhbBQABERAJ&q=http://web2.wipo.int/ipcpub/&usg=AFQjCNER44F5jlVoswCkvW3YEcB5lW4moA#refresh=pag e&notion=scheme&version=20130101&symbol=B64D0001160000)


Cooperative Classification
A62C3/0228 (http://www.google.com/url?id=kKhbBQABERAJ&q=http://worldwide.espacenet.com/classification&usg=AFQjCNGs5WqSrPE3A4ZP63zGuM6PRNfEFA#!/CPC=A62C3/0228), A62C3/0242 (http://www.google.com/url?id=kKhbBQABERAJ&q=http://worldwide.espacenet.com/classification&usg=AFQjCNGs5WqSrPE3A4ZP63zGuM6PRNfEFA#!/CPC=A62C3/0242), B64D1/16 (http://www.google.com/url?id=kKhbBQABERAJ&q=http://worldwide.espacenet.com/classification&usg=AFQjCNGs5WqSrPE3A4ZP63zGuM6PRNfEFA#!/CPC=B64D1/16)


European Classification
A62C3/02H, B64D1/16




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[Publico]

Somebody send this link (https://www.google.com/search?q=weather+modification+act&ie=utf-8&oe=utf-8#q=weather+modification+companies) to the EPA.

[Cebu_4_2]

Fucking Mick got off the tobacco, told ya'll so. It'll be hell before you corral that Mick.

[mick silver]

https://www.youtube.com/watch?v=essNIuuWJIo

[mick silver]

we should start using relative terms such as depopulation and genocide http://www.geoengineeringwatch.org/wp-content/uploads/2015/03/spray12-300x197.pngI have seen the sky look like this more times then I care to say

[mick silver]

Aerial cloud seeding is the process of delivering a seeding agent by aircraft - either at the cloud base or cloud top. Top seeding allows for direct injection of the seeding agent into the supercooled cloud top. Base seeding is the release of the seeding agent in the updraft of a cloud base. http://www.weathermodification.com/cloud-seeding-aerial.php

[cheka.]

radar catches them in the act

https://www.youtube.com/watch?v=IencKa6A7m8&index=46&list=LLyARPyc62rQ_7T21No_U_zA

[Glass]

I had a strange conversation about this with a man who I think was probably early 20's. It was a couple weeks back. It was odd for a couple reasons. The conversation was on CB radio. The man was not a regular CB person. Was obvious because of his more sophisticated language and pronunciation. He started by asking if anyone believed in geo engineering.

Then he changed it to chemtrails. Then he had a list of things to explain the trails away. Just condensation. A number of others I can't recall. Was clearly scripted responses. One stood out. Not brought up by anyone else, he said the tanks you see in photos are used to simulate passengers when the planes are being tested.

The whole thing was really pretty lame and I told him so. I formed the impression he was someone who was paid to spread that stuff around or at least actively participating in something organised to debunk them.

[Cebu_4_2]

A number of others I can't recall. Was clearly scripted responses. One stood out. Not brought up by anyone else, he said the tanks you see in photos are used to simulate passengers when the planes are being tested.


^ This is true. In most pictures you can see the regular passenger area towards the front of the plane.

https://www.google.com/search?q=chemtrail+planes&rls=org.mozilla:en-US:official&source=lnms&tbm=isch&sa=X&ei=mmMtVeO3LsKmNsO5gpAD&ved=0CAcQ_AUoAQ&biw=1376&bih=772

[Horn]

Probably realizing now that they've plunged the Earth into its next Ice Age, and are removing any suspicion.

[ximmy]

EPA = Dindu Nuffins

[Glass]

^ This is true. In most pictures you can see the regular passenger area towards the front of the plane.

https://www.google.com/search?q=chemtrail+planes&rls=org.mozilla:en-US:official&source=lnms&tbm=isch&sa=X&ei=mmMtVeO3LsKmNsO5gpAD&ved=0CAcQ_AUoAQ&biw=1376&bih=772

I think its a mix. Some of those tanks are clearly marked with geo engineering related patents.

[Cebu_4_2]

I think its a mix. Some of those tanks are clearly marked with geo engineering related patents.

Examples please of the geo tanks? I know new planes must be tested with the tanks flowing fluid all over to simulate hundreds of people trying to rock the boat.

[Glass]

Examples please of the geo tanks? I know new planes must be tested with the tanks flowing fluid all over to simulate hundreds of people trying to rock the boat.

they were at your link. trying to do a patent search but dont know how. Some says it's fire fighting gear.

This is a firefighting plane:

https://www.youtube.com/watch?v=WG06xAbBf3Q

Doesn't appear to have internal tanks and makes more sense in this format. I've been watching some other ones where they skim the water to fillup. Nothing about filling internal tanks. Takes 1 hour to fill.

The guy says the tanker plane does not put out fires but drenches a line with fire retardant to hold the fire so it can be fought. No tankers anywhere that are used to directly put out fires.

[Cebu_4_2]

[QUOTE=Glass;769097] . [quote]

Thread is about shit in the air, not sure where you are now but it's bud season here. I got to rustle some up.

[Horn]

http://www.davidicke.com/wordpress/wp-content/uploads/legacy_images/stories/April201293/patent_dees.jpg

Evergreen Air is a CIA front company for chemtrail operations within the US (https://jhaines6.wordpress.com/2013/09/19/evergreen-air-is-a-cia-front-company-for-chemtrail-operations-within-the-us/)
https://jhaines6.wordpress.com/2013/09/19/evergreen-air-is-a-cia-front-company-for-chemtrail-operations-within-the-us/

[PatColo]

Working links up the wazoo @ http://www.geoengineeringwatch.org/documents-2
&
http://www.geoengineeringwatch.org/links-to-geoengineering-patent

37 Responses to Documen

[Glass]

not sure what beer's got to do with it. but sure everything goes better with beer

[Horn]

indigo skyfold - appears the new google search term.

[Neuro]

EPA debunks=confirms
[newspeak]

[Cebu_4_2]

http://www.davidicke.com/wordpress/wp-content/uploads/legacy_images/stories/April201293/patent_dees.jpg

Evergreen Air is a CIA front company for chemtrail operations within the US (https://jhaines6.wordpress.com/2013/09/19/evergreen-air-is-a-cia-front-company-for-chemtrail-operations-within-the-us/)


https://jhaines6.wordpress.com/2013/09/19/evergreen-air-is-a-cia-front-company-for-chemtrail-operations-within-the-us/

I would venture to guess this is in fact the inside of a geoengineering plane.