Dane Wigington

We know that because we have film footage of these aircraft, retrofit nozzles mounted on the wing pylons.

We have up close photographs aiming to the exhaust jet stream to make this look like, quote, condensation.

We are not implicating commercial pilots or personnel, but we are communicating with them.

Some commercial pilots that distribute our printed materials in pilot lunchrooms, for example, covertly, because they know their aircraft are being used.

These are automated systems.

They carry a small payload.

You might remember about in the year 2000, the weight of the aircraft became a very big deal.

How much luggage you carried on, how much weight you carried on.

That appears to be when this was implemented.

And we also know that the DoD has leased a significant number of commercial aircraft with commercial markings.

Why would the DoD need or want that?

And again...

For the base material, because we're talking about an extraordinary amount of material here, based on our testing with the University of Minnesota, again, about 500 lab tests there, and extrapolating how much material was in the precipitation, projecting that globally, it appears something in the range of 40 to 60 million tons of nanoparticles are being dispersed annually in skies all over the globe.

And the smaller the particle, the more toxic it is, the more harmful it is, the more bioavailable it is.

And all the official air quality testing by design doesn't even look for these elements, let alone disclose them.

So official air quality testing is PM10, 10 microns, occasionally PM2.5.

Those are boulders compared to a nanoparticle.

You can fit up to 100,000 nanoparticles across the width of a single human hair.

They're inconceivably small.

And the reason they use such small particles is because they stay aloft longer.