Did An Airline Mechanic Stumble Upon The Truth?
Source: Sightings May 17, 2000
From Craig Roberts As a former airlines mechanic (Western Airlines in Los
Angeles), I read the mechanic's letter on the spray gear with
interest. I can say with authority that they guy knows airlines
maintenance terminology, technics, pecking order, etc. Those who say
that it is a complete hoax, or that this guy is a phony, do not know
what they are talking about. Especially those who say "I am a
commercial pilot, so I know these things are bogus." Being a
"commercial pilot" only means one has passed a written test and a
flight test for a license above "private pilot." The requirement is
250 hours for fixed wing, and 150 hours for helicopter. I am both a
commercial pilot fixed wing (land and sea) and helicopter. I have over
3500 hours, mostly turbine helicopter. I also am an A&P mechanic
(airframe and powerplant), and worked at one time on the Boeing
airliners for Western Airlines. So I know the terminology and airlines
maintenance buisness.
Airlines now often hold reciprical agreements to do
maintenance on each other's planes at various outlying stations. Here,
American Airlines does work on various companies aircraft, and
sometimes foreign and military as well. As for having room in the jet
for spray gear, I would need to know exactly what type of aircraft the
writer is talking about. Any of the larger jets have various places
gear can be installed, expecially in the aft baggage compartment.
Also, in some, the center fuel tank is not used unless the plane does
overseas long distance flights. Here, at American, a large plane was
being worked on that belonged to another company and a friend of mine
opened up a floor plate during a "heavy check" inspection and found
several mysterious black boxes and cable bundles. When he tried to
find out what they were he was told to button it up and forget he saw
it all. The plane belonged to Evergreen Air (CIA). So anything is
possible.
As for the static whips, it would be extremely difficult
to run tubing down the inside of a wing to such a wingtip location. It
would be much easier to just run a line to the fuel dump system and
use the onboard systems to discharge chemicals into the atmosphere.
One part that bothers me about this story is using
civilian companies to do this. Too many leaks are possible for a
classified operation. There are plenty of planes in storage, in
Marana, Arizona, run by Evergreen, that could be brought into service
with contract pilots. This is where I think they are really coming
from.
Craig Roberts Author: The Medusa File: Crimes and
Coverups of the US Government
Comment
From (Name On File - Confidentiality Requested) 5-22-00
Hate to burst your bubble. As an aircraft mechanic (ALL
systems, ALL ATA's) for the past 30 years and a Sr. Maintenance
instructor for the past ten years, I have the qualifications to
comment on the recent article about chemtrails. It is the article from
the "mechanic" and what he "found" on aircraft he "worked" on.
#1. The pecking order: We work on what we are told to
work on. I have worked on every system on the aircraft, from the Radar
to the waste disposal, to the tires. Nobody has EVER told me not to
work on a specific aircraft. (I work on mostly B747's, DC10's, MD11's
and all the narrow body jets) I have also been a "Tech Rep" with the
Air Force and carry a Top Secret Clearance AND a P certification.
There is no place on an aircraft I am not permitted to go.
#2. The static dischargers. I Have included a drawing of
the Static dischargers in use today, on wide body and narrow body jet
aircraft. This type of static discharger has been in use since the
introduction of jet aircraft. The type described by your "mechanic"
was used on propeller driven aircraft. To use the wick type on a jet
is just not done. It would be ripped off in the airstream on the first
flight. I would like to know how a discharger 1/4" by 1/2" could
possibly be drilled out to give enough of an output to show the
chemtrails? And if they could be drilled out they would fall apart on
takeoff.
I am not trying to say that the chemtrails are a
fiction, only that the delivery system described is not viable. You
will have to do better. A separate connection to the fuel vent pipes
would do it, and hide the tanks in the fuel tanks. There are pumps
that could be used for this, and you could just pump the tanks full of
fuel to get them pressurized. Or you could use a metal bellows pump,
like on liquid fueled rockets.
You can check on me through my email adress, I have not
hidden anything. But please don't pass my name on.
Thank you.
Sr. Instructor/Developer Aircraft Technical Training (Note - We cannot confirm the following statement but
the implications are enormous, and we expect there will be serious
efforts to investigate and evaluate these allegations quickly. -ed.)
For reasons you will understand as you read this I can
not divulge my identity. I am an aircraft mechanic for a major
airline. I work at one of our maintenance bases located at a large
airport. I have discovered some information that I think you will find
important.
First I should tell you something about the "pecking
order" among mechanics. It is important to my story and to the cause
to which you have dedicated yourself.
Mechanics want to work on three things. The avionics,
the engines, or the flight controls. The mechanics that work on these
systems are considered at the top of the "pecking order". Next come
the mechanics that work on the hydraulics and air conditioning
systems. Then come the ones who work on the galley and other
non-essential systems. But at the very bottom of the list are the
mechanics that work on the waste disposal systems. No mechanic wants
to work on the pumps, tanks, and pipes that are used to store the
waste from the lavatories.
But at every airport where I have worked there are
always 2 or 3 mechanics that volunteer to work on the lavatory
systems. The other mechanics are happy to let them do it. Because of
this you will have only 2 or 3 mechanics that work on these systems at
any one airport. No one pays much attention to these guys and no
mechanic socializes with another mechanic who only works on the waste
systems. In fact I had never thought much about this situation until
last month.
Like most airlines we have reciprocal agreements with
the other airlines that fly into this airport. If they have a problem
with a plane one of our mechanics will take care of it. Likewise if
one of our planes has a problem at an airport where the other airline
has a maintenance base, they will fix our plane.
One day last month I was called out from our base to
work on a plane for another airline. When I got the call the
dispatcher did not know what the problem was. When I got to the plane
I found out that the problem was in waste disposal system. There was
nothing for me to do but to crawl in and fix the problem. When I got
into the bay I realized that something was not right. There were more
tanks, pumps, and pipes then should have been there. At first I
assumed that the system had been changed. It had been 10 years since I
had worked on one. As I tried to find the problem I quickly realized
the extra piping and tanks were not connected to the waste disposal
system. I had just discovered this when another mechanic from my
company showed up. It was one of the mechanics who usually works on
these systems. I happily turned the job over to him. As I was leaving
I asked him about the extra equipment. He told me to "worry about my
end of the plane and let him worry about his!"
The next day I was on the company computer to look up a
wiring schematic. While I was there I decided to look up the extra
equipment I had found. To my amazement the manuals did not show any of
the extra equipment I had seen with my own eyes the day before. I even
tied in to the manufacturer files and still found nothing. Now I was
really determined to find out what that equipment did.
The next week we had three of our planes in our main
hanger for periodic inspection. There are mechanics crawling all over
a plane during these inspections. I had just finished my shift and I
decided to have a look at the waste system on one of our planes. With
all the mechanics around I figured that no one would notice an extra
one on the plane. Sure enough, the plane I choose had the extra
equipment!
I began to trace the system of pipes, pumps, and tanks.
I found what appeared to be the control unit for the system. It was a
standard looking avionics control box but it had no markings of any
kind. I could trace the control wires from the box to the pumps and
valves but there were no control circuits coming into the unit. The
only wires coming into the unit was a power connection to the
aircraft's main power bus.
The system had 1 large and 2 smaller tanks. It was hard
to tell in the cramped compartment but it looked like the large tank
could hold 50 gallons. The tanks were connected to a fill and drain
valve that passed through the fuselage just behind the drain valve for
the waste system. When I had a chance to look for this connection
under the plane I found it cunningly hidden behind a panel under the
panel used to access the waste drain.
I began to trace the piping from the pumps. These pipes
lead to a network of small pipes that ended in the trailing edges of
the wings and horizontal stabilizers. If you look closely at the wings
of a large airplane you will see a set of wires, about the size of
your finger, extending from the trailing edge of the wing surfaces.
These are the static discharge wicks. They are used to dissipate the
static electric charge that builds up on a plane in flight. I
discovered that the pipes from this mystery system lead to every 1 out
of 3 of these static discharge wicks. These wicks had been "hollowed
out" to allow whatever flows through these pipes to be discharged
through these fake wicks.
It was while I was on the wing that one of the managers
spotted me. He ordered me out of the hanger telling me that my shift
was over and I had not been authorized any overtime.
The next couple of days were very busy and I had no time
to continue my investigation. Late one afternoon, two days after my
discovery, I was called to replace an engine temperature sensor on a
plane due to take off in two hours. I finished the job and turned in
the paperwork.
About 30 minutes later I was paged to see the General
Manager. When I went in his office I found that our union rep and two
others who I did not know were waiting on me. He told me that a
serious problem had been discovered. He said that I was being written
up and suspended for turning in false paperwork. He handed me a
disciplinary form stating that I had turned in false paperwork on the
engine temperature sensor I had installed a few hours before. I was
floored and began to protest. I told them that this was ridiculous and
that I had done this work. The union rep spoke up then and recommended
that we take a look at the plane and see if we could straighten it all
out. It was at this time that I asked who the other two men were. The
GM told me that they were airline safety inspectors but would not give
me their name.
We proceeded to the plane, which should have been in the
air but was parked on our maintenance ramp. We opened the engine
cowling and the union rep pulled the sensor. He checked the serial
number and told everyone that it was the old instrument. We then went
to the parts bay and went back into the racks. The union rep checked
my report and pulled from the rack a sealed box. He opened the box and
pulled out the engine temperature sensor with the serial number of the
one I had installed. I was told that I was suspended for a week
without pay and to leave immediately.
I sat at home the first day of my suspension wondering
what the hell had happened to me. That evening I received a phone
call. The voice told me "Now you know what happens to mechanics who
poke around in things they shouldn't. The next time you start working
on systems that are no concern of yours you will lose your job! As it
is I'm feeling generous, I believe that you'll be able to go back to
work soon" CLICK. Again I had to pick myself from off the floor. I
made the connection that what had happened was directly connected to
my tracing the mysterious piping. The next morning the General Manager
called me. He said that due to my past excellent employment record
that the suspension had been reduced to one day and that I should
report back to work immediately. The only thing I could think of was
what are they trying to hide and who are THEY!
That day at work went by as if nothing had happened.
None of the other mechanics mentioned the suspension and my union rep
told me not to talk about it. That night I logged onto the Internet to
try to find some answers. I don't remember now how I got there but I
came across your site. That's when it all came together. But the next
morning at work I found a note inside my locked locker. It said,
"Curiosity killed the cat. Don't be looking at Internet sites that are
no concern of yours."
Well that's it. THEY are watching me.
Well you already know what they are doing. I don't know
what they are spraying but I can tell you how they are doing it. I
figure they are using the "honey trucks". These are the trucks that
empty the waste from the lavatory waste tanks. The airports usually
contract out this job and nobody goes near these trucks. Who wants to
stand next a truck full of sh--. While these guys are emptying the
waste tanks they are filling the tanks of the spray system. They know
the planes flight path so they probably program the control unit to
start spraying some amount of time after the plane reaches a certain
altitude. The spray nozzles in the fake static wicks are so small that
no one in the plane would see a thing.
God help us all, A concerned citizen.
An Airline Manager's Statement
Posted by C.E. Carnicom on behalf of the author
http://www.carnicom.com/mgr1.htm Mr. Carnicom:
I read the email you received from the anonymous
mechanic and felt compelled to respond to it. I, too, work for an
airline, though I work in upper management levels. I will not say
which airline, what city I am located, nor what office I work for, for
obvious reasons. I wish I could document everything I am about to
relate to you, but to do so is next to impossible and would result in
possible physical harm to me.
The email from the anonymous mechanic rings true.
Airline companies in America have been participating in something
called Project Cloverleaf for a few years now. The earliest date
anyone remembers being briefed on it is 1998. I was briefed on it in
1999. The few airline employees who were briefed on Project Cloverleaf
were all made to undergo background checks, and before we were briefed
on it we were made to sign non-disclosure agreements, which basically
state that if we tell anyone what we know we could be imprisoned.
About twenty employees in our office were briefed along
with my by two officials from some government agency. They didn't tell
us which one. They told us that the government was going to pay our
airline, along with others, to release special chemicals from
commercial aircraft. When asked what the chemicals were and why we
were going to spray them, they told us that information was given on a
need-to-know basis and we weren't cleared for it. They then went on to
state that the chemicals were harmless, but the program was of such
importance that it needed to be done at all costs. When we asked them
why didn't they just rig military aircraft to spray these chemicals,
they stated that there weren't enough military aircraft available to
release chemicals on such a large basis as needs to be done. That's
why Project Cloverleaf was initiated, to allow commercial airlines to
assist in releasing these chemicals into the atmosphere. Then someone
asked why all the secrecy was needed. The government reps then stated
that if the general public knew that the aircraft they were flying on
were releasing chemicals into the air, environmentalist groups would
raise hell and demand the spraying stop. Someone asked one of the
G-men then if the chemicals are harmless, why not tell the public what
the chemicals are and why we are spraying them? He seemed perturbed at
this question and told us in a tone of authority that the public
doesn't need to know what's going on, but that this program is in
their best interests. He also stated that we should not tell anyone,
nor ask any more questions about it. With that, the briefing was over.
All documents in our office pertaining to Project
Cloverleaf are kept in locked safes. Nobody is allowed to take these
documents out of the office. Very few employees are allowed access to
these documents, and they remain tight-lipped about what the documents
say.
Mr. Carnicom, I am no fool. I know there's something
going on. And frankly, I am scared. I feel a high level of guilt that
I have been aware of this kind of operation but unable to tell anyone.
It's been eating away at me, knowing that the company I work for may
be poisoning the American people. I hope this letter will open some
eyes to what's happening.
Again, I wish I could give you documented information,
but you have to understand why I must remain totally anonymous.
Thank you.
Comment
Military - Civilian Airline Connections
From Bob Further to my last message (below) regarding military
connections (and the chemtrail controversy), look at this very recent
senior appointment at US Air.
Bingo.
http://www.usair.com/corporate/press/nw_00_0515.htm
Bob
Hi,
If the airlines are in this up to their eyeballs, along
with the Feds, then all bets are off. The FAA will have been tuned-up
so the documentation issue goes away and with airline senion
management there to manage the hangar floor. Also: many airline types
are ex-military and/or active AFRES, ANG, etc., etc., so jerking their
chain becomes a whole lot easier.
However, I suspect that this isn't exactly an "industry
wide" project. That's too big a lid to keep on, even for the Feds. I
suspect they have AN airline, and only part of it at that. Probably
one with no foreign stakeholders to complicate things.
Cheers.
Bob
Comment
On Ethics and Spraying the American Public From
JhanDavis@aol.com During my 24 years sevice as an active duty member of
the US Air Force, I was never asked to do anything unethical. I took
pride in the fact that the word "ethics" still had some meaning in a
government context. I also considered myself a part of our government.
Had I been requested to do something unethical I'd have resigned my
non-commission on-the-spot.
I've been following the "chemtrail" controversy for a
number of years now. It hasn't evaporated. Quite the contrary: it's
maintained a unity and coherence unusual for the typical "urban
legend." And it's spread. The human testimony can no longer be
ignored. People on the ground are being dumped-on by people flying
specially-outfitted equipment.
If any of your readers are facing the choice between
doing unethical things to the American people or tendering a letter of
resignation, I'm sure the right choice will be obvious. Don't sell
your soul to the devil for a paycheck.
Nobody has the right to spray the American population
without a vote on the matter. Nobody.
In my youth, the mosquito sprayer came through the
neighborhood in the summer, and the funds to make that happen were a
matter of public record.
There is no public mandate to spray the American people
from airborne platforms. And anyone who is doing it qualifies as the
enemy.
The way we handle this enemy is simple: Deny this enemy
the funding required to do the job. Now here's where it starts:
Nothing is going to get sprayed in massive quantities
without the chemical basis for the spray itself. This entails massive
investment in plant, equipment and personnel, along with the
contracting, procurement, and finally the transfer of a large amount
of cash needed to make the logistics work. Where there's money
changing hands in sufficient quantity, there you'll find the chemicals
going the other direction. Just follow the money trail. Through a
chain of handlers. Same with the chemical. Have you ever seen
paperwork which looks like this? A subpoena can work.
My gut feeling is that this is not being done by our
constitutional government. Which means that there is a government
within the government, probably a very tightly-bound
government-industry entity with no definable interface between the
two. And it has access to all the money the real, elected government
has. America, we have a problem.
http://www.sightings.com/general/stumble.htm
centurion-ct@chouteautel.com
BIG AIRCRAFT MANUFACTURER, US.
5-22-00
5-24-00
5-24-00