'Chemtrail Plane'
Mystery Solved - A Navy
TACAMO Plane...Not A 135
Note - Once again, our appeal for your assistance has been answered. We spent nearly two hours trying to identify the craft as a 135. No luck. It is NOT USAF, but a rather rare, limited production Navy E-6 TACAMO Command and Control aircraft. See messages below.
Date: Thu, 09 Mar 2000 08:32:53 -0600
From: Craig Roberts <
Subject: Jet Dumping Fuel NOT 135
From 'Jack'
The aircraft depicted in the jpeg you forwarded is a Boeing E-6 TACAMO command and control aircraft. They were built (in limited number) for the Navy and are packed to the gills with electronics. The airframe is a B-707-300 with advanced CFM-56 engines. Any resemblance to a KC-135 is by lineage. The B-707-300 airframe is much larger. The fuel vents inboard because of the electronics attached to the wing tips. Not knowing the history of the picture I can't say as to why the aircraft was venting. The aircraft has no provisions for onboard tankage of fuel (or other substances) other than what is required for the mission.
From: Craig Roberts
On the 135s, that photo was emailed to me and looked very bizarre as I used to work on 707s and know the fuel tank vents are in the wingtips. I sent this along to a friend who is in the 'right place' and he did an analysis. His response came in this morning: the airplane is a Navy TACAMO electronic command and control plane. It has NO room for extra fuel to spray, and the fuel vents were relocated to the inboard points because of all the antennas that are now in the wingtips. I'll email his response, including the Boeing site.
Also, my contact said that he believes that a number of upgraded 707s have been outfitted with spray equipment with a tail or wing exit point, then sold/given to a black ops contractor for the dirty work. They were probably at one time air liners with foreign registry that have upgraded engines and "hush kits." 707s cannot fly here anymore unless these mods have been done due to noise signature limits. We think we know where they were modified and who might be operating them, but at this point it's only a guess. I don't want to point fingers until I know for sure or have witnesses/photos.
Date: Thu, 09 Mar 2000 09:51:01 -0600 From: Craig Roberts < Reply-To: Organization: Centurion Investigations To: "Peacock Donald E LT (USN) 32 FTS/NLO" <
Lt Peacock,
You are exactly right. I had the plane checked out and it is indeed a E-6 Tacamo (Take Charge and Move Out) command and control aircraft. This is the only Boeing that I've seen that has inboard fuel tank vents. I have emailed Jeff Rense so we can make the correction, and several others with this explanation and the Boeing website so anyone can look it up.
However, young lieutenant, as a recently retired Army intel type, who worked in an Air Force F-16 squadron intel shop, and being a pilot myself and Boeing trained mechanic, I've never seen a Tacamo, nor a Boeing 707 type with inboard fuel tank vents. It took about 48 hours of research to find this particular aircraft.
The fact remains, we are being sprayed with something. I've witnessed it. Our police department here has witnessed it. And we have reports from all over the country of this now happening. And people are getting sick. We are tired of it and demand answers. SOMEONE is doing it, and it's only a matter of time until we find them and what they are up to. I have photos, video and eye witnesses. I mayself am a witness on many occasions.
Also, I don't think the word "knucklehead" is in the protocol vocabulary when addressing superior officers.
Craig Roberts Lt.Col. USAR (Ret)
Peacock Donald E LT (USN) 32 FTS/NLO wrote:
Knuckleheads, The 'USAF' plane you think is spraying chemicals is, in fact, a US Navy plane that is dumping fuel. Try looking up 'TACAMO' on the web sometime. The fuel dump chutes on the E-6A (pictured) are exactly where they are shown. You ought to be careful what kind of info you put out to the public. Some people might get caught up in your 'conspiracy theories'. Check the FACTS next time.
A mind is a terrible thing to waste. Don Peacock Former TACAMO pilot
Boeing E-6 TACAMO (Take Charge and Move Out) Data
E-6 TACAMO (Take Charge and Move Out) More Information -----------------
Production Program and Historical Information
E-6 Airlines
Continuing Support and Modification
Contractor Logistics Support
E-6 TACAMO Factsheet
Boeing delivered a total of 16 E-6 "survivable airborne communication system" airplanes to the U.S. Navy from 1989 to 1992. The TACAMO (Take Charge and Move Out) airplanes support the Navy's ballistic missile submarine force, providing a vital link to the force from national command authorities.
Production Program and Historical Information
The E-6 airframe is a modified Boeing 707-320B with CFM-56 engines. It features a very-low-frequency (VLF) dual trailing wire antenna system to permit one-way, emergency communications to submerged submarines.
The VLF system includes an onboard power amplifier-coupler connected to two wire antennas, one about five miles long and one slightly less than a mile long. When deployed, the antennas trail behind and below the aircraft. After deployment of the wires, the aircraft banks sharply and flies a circular orbit that allows the longer wire to hang as vertically as possible to enhance signal transmission.
The E-6 fulfills the role that the propeller-driven EC-130 had carried out since the 1960s. When the < submarine fleet entered service, the TACAMO mission required a faster and longer-range aircraft. The E-6 also carries essential spares and can operate from short airfields in emergencies. The 16-aircraft fleet can provide continuous airborne alert coverage for both the Atlantic and Pacific oceans.
< The E-6 was assembled on the same production line as the E-3 < (Airborne Warning and Control System), which also is based on the Boeing 707 airframe. In fact, the last 707 Boeing delivered was the E-6 pictured here next to the original 707 prototype aircraft. Only minor modifications to the E-3 airframe were required to accommodate existing TACAMO mission equipment.
Boeing was awarded a full-scale development contract for the E-6A from the < Navy in 1983, followed by a production contract in 1986. Boeing rolled out the prototype E-6A from its Renton, Wash., factory in December 1986. First flight was in February 1987. Delivery of the first production aircraft was in August 1989, with delivery of the final airplane in May 1992.
E-6 Airlines
The term "E-6 Airlines" captures the philosophy of Boeing and the Navy that routine support, as well as design updates and enhancements, should rely on proven concepts of commercial aviation wherever possible. The E-6 has always been a hybrid system -- a commercial airframe with mission systems that were designed and integrated in accordance with military standards and processes. Now the program is taking advantage of new legislation to move aggressively into the use of even more commercial-off-the-shelf / non-development initiative (COTS/NDI) technology.
One advantage of this approach is that the Navy can save both time and money by avoiding much of the expense of stand-alone developments driven by military rather than commercial standards. At least as important as economy is that the E-6 Airlines concept will allow the Navy to participate more easily in the constant modernization of systems and hardware driven by the commercial airline industry.
The most recent example of this concept is an initiative under study to transplant into the E-6 the 777-technology flight deck that has been redesigned for Boeing's new 737-600/700/800 aircraft. This change will replace more than 100 old-style gauges and indicators with six flat panel displays. In addition to dramatically improved reliability and maintainability, the new commercially developed system also will provide enhanced aircraft position indication and control without which the Navy's operations could be restricted in the more crowded airspace of the future.
Continuing Support and Modification
Modification work and post-production support for the E-6 fleet continues at Boeing facilities in Seattle, Wash.; Wichita, Kan.; Huntsville, Ala.; and Jacksonville, Fla.; and at E-6 operational sites at < Air Force Base, Okla.; < Air Force Base, Calif.; < Air Force Base, Neb.; and < River Naval Air Station, Md. Modification and training programs carried out by Boeing ensure that the airplane and flight crews have the information, equipment and tools needed to adapt to changing requirements. Among the improvements:
* A series of post-production reliability and maintainability upgrades, including tail-section modifications, were completed in Wichita in ate 1993. (The first three aircraft were modified in Seattle.) * A new digital auto-pilot system to replace the airplane's original analog system was designed and flight tests completed in May 1994. The upgrade improved reliability and maintainability, while facilitating future modifications to the airplane to improve its orbit capabilities. Production installations were accomplished by Boeing field teams at Tinker in 1995. * Orbit Improvement System (OIS) enhancements were designed and tested under a $22 million development contract. The new system improves communication effectiveness by suppressing vertical oscillation ("yo-yo") of the long trailing wire caused by wind shear. The OIS modification includes installation of an auto-throttle system adapted from the two-engine 737 for the four-engine systems and unique orbit flight profiles of the E-6, as well as modification of the flight management computer. Both the auto-throttle and the flight-management computer (FMC) were developed and procured under a subcontract to Industries in Cheltenham, England.
The OIS design also integrates the auto-throttle built-in test equipment (BITE) capabilities of modern 737 designs. The BITE will provide for flight-line maintenance testing, fault detection and continuous in-flight monitoring of the auto-throttle system. Benefits to the Navy will include minimization of on-aircraft maintenance time, reduction of unconfirmed failures, and improved identification of failed components and associated interfaces.
Installation and test of the initial OIS started in early 1995 and was completed in September 1995. Flight testing during that period proved that the upgrade does, in fact, significantly improve the airplane's ability to perform orbit maneuvers at high bank angles. A $16 million follow-on contract for retrofit of the remaining E-6 aircraft was awarded in late 1995. Aircraft modification was performed by Boeing field teams at Tinker from September 1996 through August 1997. A follow-on upgrade of additional OIS software features will be fielded in 1998-99.
* Electronic horizontal situation indicator (EHSI) and attitude direction indicator (EADI). Together with the OIS program, Boeing integrated, installed and demonstrated an EHSI and EADI flight instrument system. Replacement of the existing analog horizontal situation indicator (HSI) was necessary to facilitate integration of global-positioning system (GPS) requirements in the E-6. Simultaneous replacement of the analog attitude direction indicator (ADI) will provide flight deck commonality and improved maintainability. * Modification of trainers. In March 1994, Boeing was awarded a $10.8 million contract to upgrade 10 E-6 maintenance trainers. The trainers are assigned to the Naval Air Maintenance Training Detachment at Tinker. The trainer modification contract incorporated various aircraft production revisions and engineering changes, as well as Navy instructor-initiated design enhancements. A total of 168 modifications were designed and installed into the various trainers as part of the contract. The modified trainers were redelivered to the Navy between November 1994 and July 1995.
Boeing initially delivered the trainers to the Navy in 1989 and 1990 under the original aircraft production contract. They provide a training platform for hands-on maintenance testing, troubleshooting, and removal and replacement of aircraft systems components for E-6 maintenance technicians.
The trainers cover a range of specialized areas including integrated avionics, landing gear, power plant, flight control aft lower lobe, electrical systems, environmental control systems, auxiliary power unit, hydraulic system and fuel systems. * Frequency Reference Auto-Paralleling Unit (FRAPU). In the spring 1996, Boeing integrated and installed the first E-6 FRAPU. The FRAPU itself is a "black box" manufactured by Sundstrand. When installed in the aircraft's electrical power generation and distribution system, the FRAPU precludes any momentary loss of electrical power when shifting the source of aircraft electrical power from ground power carts or the onboard auxiliary power unit (APU) to the normal source of inflight power, the eight generators driven by the aircraft's CFM-56 engines.
This modification enhances mission capability by eliminating operational delays to re-initialize mission systems and computers that would otherwise have been disrupted by power losses. It also is expected to improve system reliability and reduce maintenance by eliminating power surges and transients that can damage equipment.
Installation of FRAPU in the remaining 15 aircraft was accomplished by Boeing field teams at Tinker in fall 1996 and early 1997.
Contractor Logistics Support (CLS)
The Navy's logistic support concept for the E-6 includes a large and active Boeing role. Although the Navy currently retains responsibility for hands-on "organizational" level maintenance of the aircraft, and a limited "intermediate" level repair capability for legacy mission equipment, the < Air Systems Command has contracted with Boeing to provide a number of support services under the umbrella of "contractor logistic support" or CLS.
These services are provided 24-hours-a-day, 365 days a year, by a closely integrated team of Boeing and subcontractor personnel located across the country.
The biggest element of CLS is management of an inventory of approximately 30,000 line items of spares and repair parts. In addition to the routine tasks of materiel warehousing and issuance, personnel from Boeing Aerospace Operations, a wholly owned subsidiary of Boeing, handle all aspects of inventory management including the coordination of more than 200 subcontractors involved in the repair and replenishment of E-6 materiel. Approximately 95 percent of requested parts are being issued to maintenance personnel within one hour of the initial requisition -- usually within 30 minutes.
Materiel managers are supported by on-site technical representatives and remote engineering support expertise to analyze system reliability, failure trends and maintenance practices with an eye toward systemic improvements as well as working with subcontractors to improve products and processes. Through intensive management of these factors and other key metrics such as vendor backorders and repair turnaround time, overall E-6 CLS effectiveness exceeds 98 percent and fleet operational availability measures are meeting or exceeding all targets.
< Production Program and Historical Information l <|
< Continuing Support and Modification|
< Contractor Logistics Support|
< TACAMO Factsheet
< Boeing Home |
< Electronic Products & Information Systems
< ght.htmlCopyright
© 2000 The Boeing Company - All rights reserved
From Craig Roberts < '
Subject E-6 photos
Mr. Woody,
Thanks for your input on the E-6 photo. I think you are partly right, but our investigation shows there is not a big coverup or hoax. The photo is legit, but may have been touched up to make it "prettier."
The fuel dump valves on the E-6 Tacamo are exactly as pictured, and this aircraft is dumping fuel, which mists out as seen when this is done.
Close formation flying in the military is common. The lack of reflection from the cockpit glass is not unusual if it is either done through a camera window, or the sun is behind you. I have taken shots though canopy's of F-16s myself and gotten no reflection if the airplane is positioned correctly.
When the photo was sent to me, I had never heard of a "Tacamo" version of the 707, which has fuel dump valves in the wingtips. So this alerted me that there might be something amiss. I found that it was a false lead. However, the fact still remains that something is going on in the chemtrail world, and we haven't gotten to the bottom of it yet.
We'll keep looking.
Craig Roberts Investigative Journalist of the X-files world.


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