May 19, 2000
Email From An Airline Mechanic
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
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.
Fact is, I had never even 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
One day last month I was called out from our base to work on a
plane for another airline. When I got the call the dispatcher
did not know what the problem was. When I got to the plane I
found out that the problem was in waste disposal system. There
was nothing for me to do but to crawl in and fix the problem.
When I got into the bay I realized that something was not right.
There were more tanks, pumps, and pipes then should have been
there. At first I assumed that the waste disposal system had
been changed. It had been about 10 years since I had worked on
this particular model of aircraft.
As I tried to find the problem I quickly realized the extra
piping and tanks were not connected to the waste disposal
system, at all. I had just discovered this when another mechanic
from my company showed up. It was one of the mechanics who
usually works on this particular type of plane, and 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 end!"
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
I could trace the control wires from the box to the pumps and
valves but there were no control circuits coming into the unit.
The only wires coming into the unit was a power connection to
the aircraft's main power bus.
The system had 1 large tank and 2 smaller tanks. It was hard to
tell in the cramped compartment, but it looked like the large
tank could hold about 50 gallons. The tanks were connected to a
fill and drain valve that passed through the fuselage just
behind the drain valve for the waste system.
When I had a chance to look for this connection under the plane
I found it cunningly hidden behind a panel under the panel used
to access the waste drain.
I began to trace the piping from the pumps. These pipes lead to
a network of small pipes that ended in the trailing edges of the
wings and horizontal stabilizers.
If you look closely at the wings of a large airplane you will
see a set of wires, about the size of your finger, extending
from the trailing edge of the wing surfaces. These are the
static discharge wicks. They are used to dissipate the static
electric charge that builds up on a plane in flight.
I discovered that the pipes from this mystery system lead to
every 1 out of 3 of these static discharge wicks. These wicks
had been "hollowed out" to allow whatever flows through these
pipes to be discharged through the fake wicks.
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 at this point and recommended that we
take a look at the plane to see if we could straighten it all
out. I then asked who the other two men were. The GM told me
that they were airline safety inspectors but would not give me
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
Again, I had to pick myself from off the floor. As my mind
raced, it was at this moment that I made the connection that
what had happened to me must have been 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
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
I don't remember now how I got there but I came across a site
that talked about chemically-laced contrails.
That's when it all came together. But the next morning at work I
found a note inside my locked locker.
the cat. Don't be looking at Internet sites that are no concern
Well that's it. Now I know 'THEY' are watching me.
While I don't know what THEY are spraying, I can tell you how
they are doing it. I figure they are using the "honey trucks".
These are the trucks that empty the waste from the lavatory
The airports usually contract out this job and nobody goes near
these trucks. Who wants to stand next a truck full of sh--.
While these guys are emptying the waste tanks, it makes sense
that they could easily be filling the tanks of the spray system.
They know the planes flight path so they probably program the
control unit to start spraying some amount of time after the
plane reaches a certain altitude. The spray nozzles in the fake
static wicks are so small that no one in the plane would see a
God help us all.
-- A concerned citizen
AN AIRLINE MANAGER'S STATEMENT
Posted by C.E. Carnicom
on behalf of the author
May 22, 2000
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
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
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
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
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
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.
US Patent on Atmospheric
21 February 2004
Here is a couple of U.S. patents which describes some of the
The first one is patent number
5,003,186 Stratospheric seeding for
reduction of global warming.
A method is described for reducing of
global warming by seeding the layer of heat-trapping gases in the
atmosphere with particles of materials such as aluminum oxide and
Seeding is performed at altitudes of 7
to 13 kilometers above the Earth's surface. Particle size is in the
range of 10 to 100 microns. One technique proposed to seed the
metallic particles is to add the tiny particles to the fuel of jet
airliners, so that the particles would be emitted from the jet
engine exhaust while the airliner is at cruising altitude. Once the
tiny particles have been dispersed into the atmosphere, the
particles may remain in suspension for up to one year.
The second patent number
4,686,605 shows a method and
apparatus for altering a region in the Earth's atmosphere,
ionosphere, and/or magnetosphere.
The inventor is Bernard J. Eastland,
a particularly clever person who has worked out the theory to be
able to spin down a tornado with electromagnetic waves.
This invention relates to a method and
apparatus for altering at least one selected region normally
existing above the earth's surface and more particularly relates to
a method and apparatus for altering said at least one region by
initially transmitting electromagnetic radiation from the earth's
surface essentially parallel to and along naturally-occurring,
divergent magnetic field lines which extend from the earth's surface
through the region or regions to be altered.