Did An Airline Mechanic
Stumble Upon The Truth?

Response To Those Who Claim The Mechanic's Story Is A Hoax
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
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 BIG AIRCRAFT MANUFACTURER, US.


(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
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.
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.
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.
On Ethics and Spraying the American Public From
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.


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