Activist Max Bliss is contacted by aviation industry insider and confirms geo-engineering via chemtrails in a program code named “Hydra”.
By General Maddox. Contains excerpts from a blog post by Max Bliss.
It appears that activists around the world who oppose the covert geo-engineering aerosol programs, have just had their theories as to whether such programs actually exist, confirmed by an industry insider. The individual wishes to remain anonymous for reasons of self preservation. Nevertheless the information provided to activist Max Bliss appears genuine.
It all started when the insider contacted Max Bliss after viewing one of the many videos on Max’s YouTube channel (MrMaxBliss this is a video on his channel so you can find him). It appears he had become overrun with guilt for taking part in the mass poisoning of people and the environment and decided to speak out about it.
One of the main problems with atmospheric aerosol spraying (Chemtrails) is that never before had there been confirmation of exactly how the dispersal and logistics of it all was done takes place right under the noses of airline staff including pilots. All other information including, but not limited to, actual patents on the types of aerosols, patents on the delivery systems, military and other NGO’s official papers discussing geo-engineering and weather manipulation and much more is now readily available to prove that it’s not a myth or a theory but in fact 100% real and going on every day all over the world.
Our whistleblower has detailed exactly how it’s done and even goes into detail on they overcome obstacles like mosey pilots or ground crew. Again, to maintain the safety of our insider the photographic evidence has been withheld by Max and when he and his source feel that enough people know and the world is ready to receive this news on mass, then he will disclose more and more information and images. Please share this far and wide. It is lengthy but the information is absolutely astounding.
Original letter to Max Bliss,
“Max
The time has come to come clean. Hopefully what I write here will help end the world-wide atrocity that I have been a part of. I know that what I say will shock many, but seeing that you seem to be almost there with uncovering the truth, the sooner this is out in the open the better.
So you know, I am a management pilot with one of the carriers that has figured in your videos; I am involved in the regulatory side of things, which is required because since just about everything we do in these spraying programs is illegal according to the CAA and JAA regulations, if a pilot becomes aware of what we are doing he or she will come to me first and I, supposedly, take it from there. Surprisingly very few of our pilots have become aware of the program, but your videos have alarmed the small group of managers I report to, and I fear the cat may soon be out of the bag.
At first I thought you had actually cracked it. From your latest videos you have accurately identified the method of getting the Al2O3 into the atmosphere, but not where it is stored. Right in the middle of most airliners, apart from the very short range ones, is the CWT or centre-wing fuel tank. As aircraft are fuelled, the tanks in the wings are always fuelled first to preserve what is know as favourable wing bending moments. Unless the aircraft is scheduled for a long-range flight, the centre wing tanks are empty and can be isolated if required by the use of shut-off and cross-feed valves.
Doing it this way allows us to accurately load the right amount of the material and avoid overloading the aircraft, which is a safety risk, particularly on take off. You are correct about the TMA. Other methods of delivery required too much in the way of pumps and switches, which meant too many people would notice what was going on. Under the guise of fitting an inerting system, which is automatic and has no cockpit controls, we can pressurize the CWT enough so that once a simple valve is actuated remotely, the TMA is drawn through the lines by the pressure differential and flows into the exhaust where it does its thing. And doing it this way has only one drawback, it limits “spray flights” by us and other airlines to shorter range flights but that is just a matter of scheduling and logistics.
Really the only people who need to be involved are the people who empty the honey-cart who must purge the TMA system after use; they are required to wear protective clothing for the honeycart job which also covers them for accidental exposure to TMA; and the refuellers who must configure the fuel system from a panel under the wing; have you ever wondered why most refuelling systems have two pipes attached to the wings?
Extraneous weight issues are handled by a small team of flight dispatchers, who exclusively handle the spraying flights. Some time before each flight they check the destination, alternate and departure airports, the planned loads and make sure that the prevailing winds will guarantee that the runways most likely to be used have a performance safety “pad” that will compensate for the extra weight that the pilots are unaware of. If there is any doubt then the TMA will not be loaded. Some other safety precautions include adjusting FMC stall margin values so the pilots do not climb too high for their REAL weight which could cause a high altitude stall. One of the ways we realised that was a problem was graphically illustrated back in 2009. Guess what I am talking about…
Under this program, I have personally been subjected to death threats should I ever reveal what is happening. Low level personnel are simply trained to do the job and have no real idea what is happening. Little do people realise that those doing what are considered menial jobs, refuelling and “waste disposal” are paid very handsomely for what they do, and their general ignorance means they don’t ask any questions. I guess that is just as well because they are monitored 24/7.
By doing this I hope to end the fear and guilt I and others have been suffering. Long ago I was spun a tale about how this program was a beneficial thing for the world and I believed with all my heart. Eventually, after much soul searching.. I realised the evil in which I was such an integral part”
Max goes on to comment about this and provide details as to why he was contacted.
I am sure as a first time reader, you may be questioning is this real…? Well of course the emails are real and genuinely sent from who knows where, the techy people can deduce that.
I have done a great deal of research, the reason the whistleblower contacted me is because of my recent physical investigation when taking a flight, of one of the carriers I have seen spraying. I took photos and remembering much of the likely technical possibilities made assumptions and speculated on the likely system used. I contacted one of the internet radio shows I have been on and they ran a show rendering the pictures and my ideas. I was a little too quick and made mistakes, actually very basic mistakes. However, according to my new source I was actually close.
Here’s the next email he received. Again, It is lengthy but the information is absolutely astounding. Please read and do your best to stay with it. It gets a bit technical at times.
“Hello Max
This message contains some graphics which if released, may expose my identity to those in the know. How that is handled by you is critical. I will let you know what you can share and what is for your eyes only. Secrecy is still very essential at this time.
My well being depends on it.
Earlier I told you about the unease regarding the use of TMA. Some of the reasons are obvious. Some not so. At the core of some of the problems is the cost of producing it in worthwhile quantities. Google some of the companies that sell it for an idea about how much just one spray flight must cost the taxpayer.
Europe is a problem because the vast majority of flights flown in the Eurozone are made by smaller aircraft such as the ones my company fly. Intercontinental, and longer range flights are more efficient because they are done by larger jets which can actually carry aluminium oxide in raw form. I will also explain how that is done in this message.
So…. as management, by law, we are not allowed to dictate to our captains how much fuel they carry on any particular flight. As professionals they know that fuel is expensive and they generally do not over-order but we must devise methods to ensure they do not order so much fuel for a particular flight so as to require the unused capacity of the CWT.
Control of this factor is done by using scheduling and logistics as explained earlier, and also by what is called the minimum equipment list, or MEL’s. On every aircraft, this is a list of defects that can be legally carried on a flight. Nowadays, all aircraft have a lot of redundancy built in to all their systems to allow for this. The MEL list allows aircraft to fly with minor defects and then be repaired in scheduled downtime.
Here is a photo of the MEL we use to allow the aircraft to fly, but prohibits using the CWT.
( NOT SHARED)
Earlier I told you how the CWT needs to be isolated so the TMA can be loaded. Reading this MEL you can see that even if one of these valves isn’t working then the CWT cannot be used in normal flight. Every flight that we use to spray carries this bogus MEL. Any suspicion by pilots that we carry this MEL too often is managed by making sure that no captain is rostered for a spray flight more than once a month. Rostering is tightly controlled by management. Every operator of the aircraft we fly has this MEL list so you may release this information.
Now to the larger aircraft. One of the problems with the smaller aircraft is that their cargo compartments are only designed to load passenger baggage and maybe a small amount of parcels via hand and a belt loader. Consequently there is no extra room in them for tanks/pumps etc required for really large scale spraying. Having this restriction means going down the TMA route, with all its attendant problems.
Extra negative factors include the impossibility of hiding the weight of large amounts of aluminium oxide from pilots on the smaller aircraft. “Meth”, as it is known by the few of us intimately involved, weighs less than the equivalent amount of fuel, so there is no real problem there. The extra weight is hidden by the methods explained earlier. Really large scale spraying however requires a bigger solution. Among the other problems of TMA is that aluminium oxide is only one of the byproducts created when TMA combusts, so burning a kilo of it creates much less than a kilo of AL2O3.
Intercontinental sized aircraft have advantages that are the answer to these problems. Like their smaller cousins, they can also carry TMA using the same systems if required, and more of it. Some, like the earlier domestic version of the 767 do not have a CWT, but most do.
High capacity aircraft like the A380, 747, A340, 777, A330 and the ER versions of the 767 all have the two things that make them ideal for large scale spraying. One is a large volume CWT and the other is two large capacity cargo compartments where aluminium oxide, mixed into a slurry with methanol, (for dispersion) can be loaded inside specially converted ULD (Unit Loading Device) containers.
When a spray flight is scheduled, a calculation is made by specially trained flight dispatchers as to the availability of payload weight that can be used for spraying. Early in the process, it is determined if both aluminium oxide and TMA can be used; just TMA for longer flights or if there is no spraying availability; generally this occurs on ULH (ultra long haul) flights.
At all times the weight limitations of the aircraft must be observed. Safety is paramount; the risks of TMA notwithstanding. You can see a loading message below. I cannot allow you to publicly disclose this because it is proprietary and was an actual flight, and may endanger a sympathetic contact I have in another company.
(NOT SHARED)
Some of this is a bit arcane but bear with me. In line 8 you can see a value called the Zero Fuel Weight. This is the key to making sure pilots do not know they are carrying spray material and still keeping the aircraft safe. The ZFW is the weight of the entire aircraft, including passengers and freight, minus the fuel. On the right of the actual value is the regulatory maximum that this value can be, on this particular aircraft type it is 175000 kgs.
For this particular flight, you can see that the ZFW was almost at the maximum value. On this particular day, the weight of the passengers and freight carried, (the total traffic load in line 6), which the pilot has no means to physically check, was altered to reflect the weight of the passengers and cargo PLUS the spray material, in this case both aluminium oxide and TMA.
One major advantage of this system is that it is foolproof from a safety point of view. Landing with spray material still on board, say in the event the remotely operated release valve failed, could mean big trouble if that weight was not accounted for by the pilot on landing. You can see that if the material sprays correctly, the aircraft will actually be much lighter for landing than the pilot realises, but all that means is that the landing is much safer from an operational point of view. On the other hand if the valve failed (rare but it has happened) the weight of the material is procedurally (but unknowingly) accounted for by the pilots in their landing distance calculations that they must carry out, and therefore the risk of a landing over-runs is negated.
Under this system, the critical speeds that are always calculated for a safe take-off are also inherently correct.
Now to look how all this is done in practice. All large aircraft are refuelled from a single point, by convention, usually under the left wing. In the following photos you can see the twin hoses that are used, and if you look very carefully at the CF6 engine in the background and the foreground in the second , you will see the same spray nozzles that are present on the 737 engines.
I took these photos myself at a large European airport, they are not proprietary so you may distribute them, or get your own CF6 photos off the net. Visually, the spray pipes are small but they have high capacity pumps inside the pylon (inside the white access panel on the pylon) which forces out large quantities of material in a small amount of time if required. Energy is diverted from the exhaust gas stream to power these pumps…. they are simple, foolproof, operate continuously when the engine is running and require no flight deck control.
Going with this system means that flexibility is maintained. Using TMA for longer range flights, loading can be done using the second hose. Lines carrying TMA and their access points, are part of just about all airports. Located only at the left hand wing, to keep the operation as simple as possible, they are pressurised to reduce the chance of air getting into them with the inevitable results. In the case of non TMA flights, the second hose is just there for show and is not being actually used.
But in the case of aluminium oxide, the weight and bulk of the material means that this method cannot be used. Loading aluminium is done by the modified ULD container method. Even this method however has its safety considerations which must be followed.
Cargo loading is critical and must take into account the weight and balance restrictions that all aircraft have. Real problems can be caused by mis-loading as the aluminium oxide slurry is very heavy. Every flight, even non spraying flights, must have containers loaded in correct sequences to avoid balance errors.
Duty load dispatchers aren’t required to know what is in the containers, just what each one weighs in order to get the sequence correct. ULDs that are modified for spray purposes are always loaded first at either cargo door (locations pictured below). Loading them this way is essential because they have pipe arrangements which hook into the onboard spray system, and the heaviest containers must go as close as possible to the C of G as you can see from this proprietary diagram… (not to be released.)
(NOT SHARED)
One can see that CPT 2 and 3 have the heaviest allowable weights, 20 and 15 tonnes respectively which is fortunate because they are the areas that must be used by the modified ULD containers. ULD use is ubiquitous and the modified ones can be found at holding areas at airports around the world if one knows what one is looking for. Suffice to say, if you are looking for evidence about how ULDs can be modified, check out “envirotainer” and imagine how simple it would be to do the required modifications.
Using the ADSB system, the inflight position of the aircraft is always known by spray controllers. New ATC procedures mean that the position of spray aircraft are always broadcast to satellite receivers that sites such as FlightRadar24 do not have access to. Spraying, even over oceans, can therefore be targeted very accurately and efficiently.
Knowing all this is a heavy burden I now wish to pass on to others. Every day has become a trial for me. Please us this information wisely. Trust is important..for the reasons we both know so well. I cannot meet you till this is out in the open, hopefully these disclosures will be the tipping point for you. Can you disseminate this as widely as possible, without the info that must remain confidential? All I long for is an end to this guilt.
Leaving it with you now, in hope……”
Well done if you’ve made it this far. What are your thoughts? By all accounts this information appears to be the real deal. If so, where to from here? I would suggest forwarding this article to as many people as possible, share on social media, and email it to people within the aviation industry and the government to let them know the jig is up. Even if it turns out to be bogus, it will, at the very least, let them know we’re keeping a close eye on them.
Real News Australia 
It is definitely real. I’ve been watching for years now, and when time has allowed I’ve recorded my observations and photographed trails. Unfortunately I’ve mostly kept my observations to myself, because family members are not convinced and accuse me of being a ‘conspiracy theorist.’
And it is happening all over the world. It is definitely happening in south east Queensland and other parts of Australia that I’ve visited. In recent years we have travelled to New Zealand, Canada, USA and Asia, and I’ve seen chemtrails in every country we visited. The worst and most blatant spraying I’ve seen was in part of the south island of New Zealand in February 2010. The planes were easily visible tracking back and forth in long parallel lines. The trails thickened very quickly, and from fairly clear skies in the morning, by the end of the day the sky was completely overcast with thick clouds.
With the amount of available evidence it’s actually hard not to believe its actually going on. The hardest part of it to swallow is that ingrained thought that those that rule over us wouldn’t knowingly hurt us. When you realise that’s actually the biggest lie of all it becomes easier to see the truth.
The best slave of all is one that doesn’t know he’s a slave.
That’s right. What I can’t understand is that the perpetrators are also harming themselves and their own families – unless they have some form of ‘protection’ I’m unaware of.
Fascinating, and necessarily technical, so more than a basic understanding of aircraft helps to understand what he’s saying. I think by far the hardest part is pulling the wool over the eyes of pilots who need to know their flight parameters precisely in order to fly their planes, MELs notwithstanding.
Coincidentally something I just heard while listening to an online lecture for uni lent some credence to what this person is saying. As I listened to a lecturer drone on about global warming and wasting my university fees, he dropped in a line about geo-engineering being used as a tool to combat anthropological climate change.
Yes, geo-engineering.
While he didn’t elaborate on what he meant, the comment immediately threw up a red flag. What sort of geo-engineering, and how is this supposed to work? It’d be worth following up on this lecturer, and I can track him down without too much difficulty. Whether he responds is another question, but worth a try.
Definitely. That’s one of the ways they educate or should I say program the public on accepting its use without question. Having someone of an authoritative nature slip it into discussions as though its a good thing.
I say we question him and bring this to light. I think you’ve just found your first assignment for RNA Tim.
Simply want to say your article is as astonishing. The clearness in your post is simply excellent and i could assume you’re an expert on this subject. Well with your permission allow me to grab your feed to keep up to date with forthcoming post. Thanks a million and please continue the enjoyable work.
Just trying to do my part.
Cheers for the kind words.
You’re replying to a spam post?
You need to become aware of the galring faults with this anonymous email. It has all the trademarks of a hoax.
http://metabunk.org/threads/max-bliss-anonymous-chemtrails-airline-insider-speaks-out.2132/#post-59008
Metabunk is pure psy-op
General Maddox,
Your response has no factual matter but rather it tries to use psychology to dissuade readers from learning what is presented. Your point is useless because people will always seek out new information and will be able to see that the hoax that took in Max Bliss is error-ridden and has too many inconsistencies. He wanted to be the hero but was “set up” by Harold Saive with some bogus information. A keen hoaxer got into the act and played him for a fool. Eventually, Max will admit to it I know because he is more a man than to deliberately become party to such a lie. It may take him awhile but we should all encourage him to do the right thing. Unless you prefer he put out disinformation?
Whether the whistleblower email is a hoax or not, there is clear evidence now that chemtrails are happening worldwide, and that the chemicals used are harmful. So whether you believe geoengieeering is done with good intention or otherwise, it is certainly causing harm. Just like the cane toad was introduced with good intention – and look at the problems that is causing. And there are many similar examples.
Exactly, Like I said at the end of the article…”Even if it turns out to be bogus, it will, at the very least, let them know we’re keeping a close eye on them.”
An, the old “ends justifies the means” excuse.
The hoaxer left a clue for Max, he wasn’t clever enough and exercised poor judgement in trusting what he was told instead of confirming it. His greed to be the hero overcame his reason.
The pure definition of a sheople.
The first letters of each sentence spell out a code:
THIS IS A FRAUD
YOU ARE SO GULLIBLE
FAKED
Jay, you might want to refrain from insulting us for just a moment. Even if this email from the alleged pilot is a fake, I came across something interesting and related during a uni lecture that I’m trying to find an answer to.
A lecturer in anthropology by the name of Prof Bob Pokrant (http://humanities.curtin.edu.au/schools/MCCA/staff.cfm/B.Pokrant) was giving a lecture on climate change when at the 13-minute mark he touched on the topic of geo-engineering, As it was just a short reference, I’ll quote him verbatim.
“There is a third option [to deal with AGW], which is manipulating the climate system itself, which is called geo-engineering. This is a minority position today, but it may grow in importance as time goes on, where you actually manipulate the climate or aspects of it by technological and other kinds of innovation to reduce greenhouse gases, to deflect even greenhouse gases from the earth’s surface and so on. I can’t go into that, but there are different …(he very briefly pauses) but there are scientists working on these different areas.”
Now this doesn’t prove the emails, but it does indicate geo-engineering to manipulate the climate or weather does indeed exist, and by the sound of this lecture looks to be a growth area of science.
I have just drafted an email to Prof Pokrant, and it will be interesting to see his response if he does indeed answer my questions about this slice of his lecture. I will keep the readers of Real News Australia posted on any developments.
Well it definitely was a hoax. And it did sounded legitimate.
I think it at least shows how quickly the anti-Geoengineering groups can mobilize. Lesson learnt: look for obvious clues as to the type of info coming from a whistleblower. Perhaps we should’ve consulted Julian Assange’s people to look into it and verify it.
Personally I don’t for a second think this proves Chemtrails/Geo-engineering isn’t true. All this proves is that some narcissistic bloke with a chip on his shoulder thinks he’s doing everyone a favour by pulling a hoax on an avid, albeit somewhat naive, activist.
We’ll keep looking for the truth.
Where is the insult in Jay’s post?
i don’t understand, something doesn’t add up for me: if MOST of the pilots are clueless, that begs the question, are they not looking around them? how does ‘the industry’ explain the short flights, the backtracks and excursions back and forth over and over, the weird patterns, etc.? i find it very difficult to believe that pilots in the air or on the ground ‘just don’t notice.’
Well it definitely was a hoax. And it did sounded legitimate.
I think it at least shows how quickly the anti-Geoengineering groups can mobilize. Lesson learnt: look for obvious clues as to the type of info coming from a whistleblower. Perhaps we should’ve consulted Julian Assange’s people to look into it and verify it.
Personally I don’t for a second think this proves Chemtrails/Geo-engineering isn’t true. All this proves is that some narcissistic bloke with a chip on his shoulder thinks he’s doing everyone a favour by pulling a hoax on an avid, albeit somewhat naive, activist.
We’ll keep looking for the truth.
it’s crap like this that severely damages the credibility of the movement. case in point, global warming, up until very recently (this year) climate change was still being scoffed at depsite the overwhelming evidence. and that movement had scientific proof of this occuring, for decades! we cover valid info here: https://www.facebook.com/groups/WeirdWeather/
“The Movement” is not only self-damaging, it’s self-refuting. This episode was priceless. Just LOOK UP!!!!! (a basic physics textbook…)
i find it difficult to believe that most pilots are clueless. this would mean they do not actually look at the sky when they are flying….! whether it is out of their plane or not. the chems we see in portland oregon are definitely not on a flight path, so if this article had had a bit more common sense logic i might have fallen for it, but all the technical data means jack shit when you look at how improbable it is how these back-and-forth, stacked on top of each other trails go down. also, someone has to be in control of it when they turn the spray on and off…short trails are common and unless there are well trained monkeys hidden in with the tanks and valves, SOMEONE is controlling it.
i have seen quite a few bogus ‘chemtrail pilot’ divulgions, sorry but i am not going to be taken in by the technical mumbo jumbo when anyone can look that up and SOME of these pretenders are VERY SMART and very good at ‘making sense,’ in the case of this uber tech/no real explanations info, i’m calling BS on this. if this person had wanted us to understand and to truly divulge important info, they should have given us less baffling bullshit and more answers to real-time questions the ‘common person’ wants answers and information on.
seriously…if you’re going to blow the whistle, man up and do it officially otherwise it is 99% likely total bullshit and we have seen this ‘anon whistleblower’ tactic way too many times….it SERIOUSLY DAMAGES the credibility of the issue…the issue is drop dead real but when information is so widely distorted or straight up lies, everywhere, it sure doesn’t help to ‘bring awareness….’ it is immensely damaging.
Max Bliss makes a consistent methodological error of trying to fight two contradictory fights at the same time. One with the geoengineering advocates. One with the anthropogenic climate change true believers. It has always been those who deny the reality of anthropogenic global warming that have been the most persistent advocates of solar radiation management as a way of mitigating anthopogenic global warming. Max has apparently always thought that the politics of the other side is simpler than it actually is. Jay Reynolds is a veteran troll, and it is in no way surprising that he would be complicit in such a sophisticated project for making our side look ridiculous. As mawashi10 hints, there is a way of avoiding all the traps that Jay Reynolds and his accomplices set for chemtrails activists, and I have formulated it in this statement: A STATEMENT ON GEOENGINEERING
Over much of the planet, for years, in fact decades now, aircraft have been seen flying at high altitudes, engaged in what – to countless concerned citizens, including parliamentarians and a few scientists and military people – appears to be chemical spraying. When attempts have been made to raise the question of “what is going on”, inquirers are given in response, officially and unofficially, descriptions of aircraft condensation trails and their properties. It soon becomes evident from dealings with authorities – everywhere – that citizens today are required to believe that what they are seeing in the sky is the traditional unintentional – and presumably not desired – pollution that has always been associated with jet air travel. It is not some kind of deliberate spraying. If people wish to believe that they are “being sprayed”, the burden of proof rests on themselves, (because they are the ones who are “making the allegation”).
All this changes when a new factor is introduced: a public relations campaign aimed at securing public acceptance for geoengineering” (and in particular what is called “solar radiation management”). For example: 1. http://harvardmagazine.com/2013/07/buffering-the-sun#article-images 2. http://www.geoengineering.ox.ac.uk/oxford-principles/principles/ (examples could be multiplied at will)
Under the precautionary principle, in such public relations campaigns, all burdens of proof rest on those who are canvassing for support for the practices in question. Those who want the public to accept geoengineering must persuade the public that what they say about it is true.
The burden of proof therefore rests on the David Keiths, the Ken Caldeiras, the Oxford Geoengineeering Programmes,etc. etc. etc. to prove that they are not lying or misinformed when they say that “research on geoengineering is at a very early stage”, (asserting or implying that geoengineering, and specifically programmes of solar radiation management – possibly also serving other undeclared purposes – is/are merely a proposal and not a reality of historically unprecedented enormity, in full-scale global application).
Because it is the advocates of geoengineering, not uninvolved citizens, who are initiating the discussion, citizens are entitled to assert the following:
1) Any person or organization seeking to involve the public in a debate on the advantages and disadvantages of geoengineering techniques such as solar radiation management, or the global dispersal of light-reflecting particles in the atmosphere to reduce the level of sunlight reaching the earth, should be obliged to admit that such activity is already in global implementation, or prove that it is not. Wilfully false statements in this connection should be a penal offence, punishable by imprisonment.
2) No person or organization in any way associated with assertions or insinuations that global warming/climate change is not anthropogenic in character should be legally entitled to advocate geoengineering methods as a means of countering anthropogenic climate change/global warming.
3) Enforcement of the ENMOD Convention is a prerequisite for any attempt to secure “social acceptance” for any form of geoengineering.
4) Enforcement of the AARHUS Convention is a prerequisite for any attempt to secure “social acceptance” for any form of geoengineering.
5) No person or organization involved in any way with production of the problems for which geoengineering is being canvassed as a “solution” shall be entitled to be employed in implementation of any geoengineering programme.
6) It is not acceptable that the moratorium on most types of geoengineering voted at Nagoya in 2010 at the UN’s Convention on Biodiversity should be violated and/or ignored.
7) Penal sanctions should be attached to violations of the provisions of the ENMOD and AARHUS conventions.
8) An international court for environmental crimes must be established,.with the power to impose sanctions on offences against points 1) and 2) above, in addition to other already acknowledged environmental crimes.
9) Geoengineers’ declared intention to “aim at legitimation through public involvement and transparency” lacks all credibility in the absence of any believable response to the present statement.
The citizens’ organization Skyguards staged a conference in the European Parliament on 8th and 9th April 2013 on the issue of geoengineering and clandestine aerial spraying, and have presented a formal demand for an independent investigation of facts reported in the conference.
a. http://en.wikipedia.org/wiki/Environmental_Modification_Convention
b. http://en.wikipedia.org/wiki/Aarhus_Convention
c. http://www.handsoffmotherearth.org/2010/10/great-news-un-agrees-moratorium-on-geoengineering-experiments/
You had me at hello
Jay Reynolds is totally correct. You guys just brighten my day sometimes!
What is goe-engineering? And who is sponsoring it or paying for it?
To save a long description here, please go to YouTube and search for What In The World Are They Spraying?
The watch the sequel, Why In The World Are They Spraying?
Go to Geoengineeringwatch.org for all the latest research; historical government and private documents, patents, soil and water analyses, photographic and video evidence etc Probably the best resource out there….
Alert: Jay (Jeremy) Reynolds has been trolling chemtrail truth activist sites with disinformation for 10 years or longer. In desperation to the critical mass chemtrail awakening, Jeremy has resorted to character assassinations. (I have not ruled out organic-brain syndrome).
Jeremy hangs out at http://www.metabunk.org with Mick West and Ross Marsden who present as “experts” but employ the distraction of plausible deniability as a phony debunking ploy. Anyone who claims to be an expert but refuses to accept the most likely hypothesis as established by Occam’s Razor should be regarded with extreme skepticism.
I don’t know about “desperation to the critical mass chemtrail awakening” but isn’t there an obvious incompatibility between the activities of Jay, Mick, Ross and friends and the desires of the geoengineers to have their monstrous projects legitimated?? The debunkers keep representing as lunatic and impossible the practices that the geoengineers want us to accept as necessary and perhaps even normal, in our terrible world.
None of which you do in this post, right Harold?
Funny you should mention occams razor hsaive. Applied to the chemtrail theory, the possibility of a complex operation involving many people, worldwide using unknown methods and kept secret, etc, versus plain old contrails that have commonly accepted science behind their existence. Occam comes out against chemtrails. Nobrainer.
Remember, the perceived contradictions are fueled by decades of extreme secrecy. We cannot expect to prove a single motive in a hydra-headed secret agenda.
This onion stinks but has too many layers for rapid decryption. It’s a virtual Rosetta Stone much like the Manhattan Project but with many times more complicity.
My comments are too long to post here but can be seen at:
http://wp.me/p2FjTj-2GO
I don’t think we HAVE to prove a single motive or anything else. All the burden of proof for anything about geoengineering, including whether it is in application already, globally, is on those who are wanting the public to consent to it. That should be everybody’s position. Reject all demands for proof. And forget the debunkers. They belong to another era when we were saying “look at the sky” and it could be said to be our responsibility to “prove” that there was anything “wrong”. All the focus should be on the propagandists for geoengineering and the demand that they prove every statement they make about geoengineering and spraying. And climate change sceptics who deny the reality of anthropogenic global warming should be conceded no right to make proposals for “dealing with” anthropogenic global warming.
If drones are used for assassination, intelligence gathering and electronic warfare, why not aerosol spraying? Maybe there are no ‘chemtrail pilots’…
Never a truer word spoken. Also, no pilots are aware that their planes have had the Boeing Uninterruptible Autopilot (BUAP) installed since before 9/11 which turns ordinary planes into drones….Boeing admitted this in 2007. See the implication there?
You guys do realize this is a hoax, right? Go and write down every letter at the beginning of each sentence… that’s no coincidence.
Read the comments and follow up articles.
Hey Max,
If you’re so good with your explanation then why don’t you step out of anonimity? It’s the only thing you can do to make it more credible. Information like this should not be delivered anonymously. Until then it’s just one more story.
SLOW KILL TO EVERYTHING THAT HAS DNA……..
For a real whistleblower google former US Airforce employee Kristin Meghan who reveals her experience uncovering the vast quantities of Aluminium, Strontium, Barium ordered in under total secrecy and stored at her AF base.