Sunday, July 26, 2015

World’s First EPA Public Hearing on Chemtrails! Speak Now!

World’s First EPA Public Hearing on Chemtrails! Speak Now!
Last December, I told you about the EPA’s decision to consider regulating flight pollution for the first time in history.  The decision was made, laws are being crafted, and now on August 11th, 2015 the U.S. EPA will have a public hearing in downtown Washington D.C. on these proposed regulations.

I registered to speak at this hearing and a Harvard lawyer from the EPA called me to inform me, repeatedly, that since I was the only registered speaker I probably shouldn’t even come.

Nonetheless, I let them know I would attend the hearing and now there are other people registering to speak!

I started a GoFundMe to help me attend and record this historic hearing. I humbly ask you to let me represent you at this hearing, please support my efforts by donating immediately as time is very short.

I also intend to record this hearing and upload it to YouTube.

This is what I plan to say at that hearing:


In advance of the Paris COP21 conference this coming December, the Obama administration is “acting on climate change” by imposing U.S. Environmental Protection Agency (EPA) regulations on jet emissions. This stunning reversal comes after this administration’s previous efforts to kill similar legislation in the European Union. [1] The EPA is attempting to say that six greenhouse gases emitted from jet planes are a “threat to human health” under the Clean Air Act while doing nothing to address ongoing lawsuits over leaded aviation gasoline or the real health concerns of stakeholders (every human) worldwide: cancer-causing, heavy metal fuel additives, trade-secret chemicals, and aviation-induced cloudiness (AIC). [2]

The EPA claims the authority to regulate aviation emissions under the Clean Air Act 231(a)(2)(A), a law that should protect us from the aforementioned poisonous pollution. However, the definition of “pollution” is being perverted to mean “climate change gases” in what can only be called a violation of the spirit of the law. Read it yourself:
The Administrator shall, from time to time, issue proposed emission standards applicable to the emission of any air pollutant from any class or classes of aircraft engines which in his judgment causes, or contributes to, air pollution which may reasonably be anticipated to endanger public health or welfare. [3]

Here is the EPA’s sorry explanation:
The Administrator is proposing to define the “air pollution” referred to in section 231(a)(2)(A) of the CAA to be the mix of six well-mixed GHGs:
CO2, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride.
This is the same definition that was used for the finding for purposes of section 202(a). It is the Administrator’s judgment that the total body of scientific evidence compellingly supports a positive endangerment finding that elevated concentrations of the six well-mixed GHGs constitute air pollution that endangers both the public health and the public welfare of current and future generations within the meaning of section 231(a) of the Clean Air Act. [4]

As you can see by the wording in the Clean Air Act and the EPA’s verbal ninjitsu, lead, barium, and trade-secret toxic chemicals clearly present a greater danger to public health than greenhouse gases, no matter how much climate science you pile up. Furthermore, Material Safety Data Sheets of aviation fuel and their additives almost always contain the same warning: “DO NOT DUMP IN WATER.” Yet raw fuel-dumping [5][6] or burning these dangerous chemicals and then dumping them in water is somehow safe? Finally, despite great efforts to find bio-accumulation or bio-magnification studies on precipitated aviation pollutants, none seem to exist.

The EPA and Obama administration are ignoring the global outrage over the most visible climate change concern from airplanes: CLOUD CREATION.

Do a search for the word “chemtrails” and you will see millions of concerned citizens who “Look Up” and wonder “What in the World Are They Spraying?” [7] Despite what you may think of the myriad of maladies attributed to these clouds, the global outrage is nonetheless clear.  They are right to be worried and we should all be concerned.

The EPA’s claim that CO2 is a greater threat to human health than contrails is based on erroneous IPCC data that downplays the effects of contrails on our climate. The IPCC’s last assessment of contrail radiative forcing only accounted for “linear contrails,” meaning that any contrail that spreads out and turns into cirrus clouds was not accounted for:
Because spreading contrails lose their characteristic linear shape, a component of [aviation-induced cloudiness] is indistinguishable from background cirrus. [8]
The warming impact from cirrus clouds was therefore excluded from the Radiative Forcing (RF) and Radiative Forcing Index (RFI) figures of the research discussed on this site.
Yet to get an accurate estimate of total warming impacts from aviation, cirrus effects should be included. Although uncertainty remains about the precise nature of aviation-induced cirrus-caused warming, we do know how cirrus clouds form, and that they have a warming impact. According to some researchers, this warming impact could be very significant. [9]

How significant is the heat-trapping contrail conundrum? “Contrails formed by aircraft can evolve into cirrus clouds indistinguishable from those formed naturally. These ‘spreading contrails’ may be causing more climate warming today than all the carbon dioxide emitted by aircraft since the start of aviation.” [10]

Scientific understanding of how jet plane contrails turn into cirrus clouds is severely lacking but rapidly evolving. The latest research shows that cirrus clouds are filled with metal aerosols from human sources.
It seems to be aluminous silicate material, which is quite common at the Earth’s surface. The metallic particles are also very variable. The big one that we’ve found is lead. … comes from things like tetraethtyl lead in fuels … still used in some light aviation.
So that’s probably the biggest metal that we find, or the most frequent metal that we find. But we find a whole host of different metals, actually. [11][12]

The following is from the IPCC’s own literature regarding metal particulates from aircraft exhaust:
Aircraft jet engines also directly emit metal particles. Their sources include engine erosion and the combustion of fuel containing trace metal impurities or metal particles that enter the exhaust with the fuel (Chapter 7). Metal particles — comprising elements such as Al, Ti, Cr, Fe, Ni, and Ba — are estimated to be present at the parts per billion by volume (ppbv) level at nozzle exit planes (CIAP, 1975; Fordyce and Sheibley, 1975). The corresponding concentrations of 107-108 particles/kg fuel (assuming 1-mm radius; see below) are much smaller than for soot. Although metals have been found as residuals in cirrus and contrail ice particles (Chen et al., 1998; Petzold et al., 1998; Twohy and Gandrud, 1998), their number and associated mass are considered too small to affect the formation or properties of more abundant volatile and soot plume aerosol particles. [13]

Translated, this says that the last time someone checked (1975) aluminum, titanium, chromium, iron, nickel, and barium were ‘estimated’ to be a small percentage of jet exhaust, and even though we find metal in contrails and cirrus, (as of 1998) we think soot is probably what is making them.
The fact is, metal particles are making cirrus clouds:
It would seem that you would have to change all of the aerosol in the atmosphere very radically to get a big effect on the clouds. But because mineral dust and metallic particles are such a small amount of the particulate matter – just a percent or two – it means that you only have change something about a percent or two of the particles to get a big effect on these clouds. [11][12]

The latest research would seem to cast doubt on the IPCC’s assumptions and require serious consideration when addressing the real climate change impact of aviation:
  • High altitude metals are likely coming from leaded AVGAS and jet exhaust.
  • Small changes in atmospheric metal have large impacts on cirrus cloud creation.
  • Cirrus clouds trap heat and likely have a greater climate change impact than CO2.

As a result of these recent findings, I strongly encourage the EPA to consider expanding the scope of this endangerment to include metal particulates and cirrus cloud formation from jet exhaust.
If the EPA complies with the spirit of the Clean Air Act, they will protect us from metal aerosols attributed to Alzheimer’s, Autism, Cancer, and a plethora of other debilitating illnesses. If the EPA is truly concerned about aviation-induced climate change, they will regulate the production of contrails and cirrus clouds which change our climate to a greater extent than the sum of the six greenhouse gases named above.

It is the mandate and duty of the EPA to protect citizens from industries that concern themselves with profit and dollars per gallon and not with our well-being or their environmental impact.
Regulating heavy metals and aviation-induced cloudiness will be meaningless without proper verification. For example, International Civil Aviation Organization (ICAO) members sign a binding agreement to only use certain chemicals in their gas tanks, but as we all know, agreements and regulations are useless without proper verification.

Therefore, I request that MANDATORY, RANDOM testing of jet exhaust be immediately implemented. This is the most important step the EPA can take to follow the spirit of the law, do its due diligence to protect us from harmful pollution, and get real-world data to improve future regulations.

Most of the data behind this endangerment finding comes from research in highly controlled environments where most variables are known. We need real-world verification of non-ideal situations where fuel fouling [14] or improper maintenance end in vastly different exhaust particulates.

To achieve verification, I propose that the EPA randomly attach a trailing probe to both foreign and domestic flights, then collect and analyze the results to determine real-world exhaust constituents. Alternatively, ground-based LIDAR observations [15] may be possible over fixed, high-traffic areas. Either way you choose, we need verification and protection.

In conclusion, the EPA should expand this endangerment to include metal aerosols and cloud creation, create a verification system that includes all ICAO members, protects us from aviation pollution, holds violators accountable, and commits to better scientific accuracy for future determinations.

August 11, 2015 – 10:00AM - William Jefferson Clinton East Building, Room 1153, 101 Constitution Avenue NW, Washington, DC 20004.

————- HEARING DETAILS —————-
August 11, 2015 – 10:00AM
William Jefferson Clinton East Building, Room 1153, 101 Constitution Avenue NW, Washington, DC 20004.
The last day to pre-register in advance to speak at the hearing will be August 6, 2015. Contact JoNell to register to speak:
JoNell Iffland,
Telephone number: (734) 214-4454;
Fax number: (734) 214-4816;
E-mail address:
Office of Transportation and Air Quality,
Assessment and Standards Division (ASD),
Environmental Protection Agency,
2000 Traverwood Drive, Ann Arbor, MI 48105;

————- SUBMIT COMMENTS —————-
Include the reference “Docket ID No. EPA-HQOAR-2014-0828″ and submit by one of the following methods:
Mail: Environmental Protection Agency Air and Radiation Docket and Information Center (6102T) 1200 Pennsylvania Avenue NW Washington, DC 20460 Hand Delivery: EPA West building EPA Docket Center (Room 3340) 1301 Constitution Avenue NW Washington, DC

————- HELP ME ATTEND —————-
PayPal: (

————- REFERENCES —————-
[1] New York Times, SEPT. 5, 2013 – Europe Offers U.S. a Deal, Hoping for Global Rules on Airline Emissions –
[2] Stadis 450 Barium Salt (DINNSA) Material Safety Data Sheet, trade secret version:  –  – Cancer-causing Benzene.
[3] Clean Air Act 231(a)(2)(A), 42 U.S. Code § 7571 – Establishment of standards
[4] Page 37763, Federal Register / Vol. 80 , No. 126 / Wednesday, July 1, 2015 “Proposed Finding That Greenhouse Gas Emissions From Aircraft Cause or Contribute to Air Pollution That May Reasonably Be Anticipated To Endanger Public Health and Welfare and Advance Notice of Proposed Rulemaking; Proposed Rule” –
[5] “Six thousand feet was the DOD standard until the introduction of JP8 jet fuel. JP8 did not disseminate as well as the JP4 and JP5 that were previously used by the Navy. The Navy and the Air Force were investigating a higher dump altitude. He affirmed that any fuel that did not dissipate in the air would do so on the ground within 18 to 20 hours.” CHILDHOOD LEUKEMIA CLUSTERS, IN FALLON, NEVADA – FIELD HEARING BEFORE THE COMMITTEE ON ENVIRONMENT AND PUBLIC WORKS, UNITED STATES SENATE, ONE HUNDRED SEVENTH CONGRESS, FIRST SESSION ON RESPONSES BY THE FEDERAL GOVERNMENT TO ‘‘DISEASE CLUSTERS’’ RESULTING FROM POSSIBLE ENVIRONMENTAL HAZARDS – APRIL 12, 2001 — FALLON, NV
[6] High Country News, March 9, 2014. “Fallon, Nevada’s deadly legacy.”
[7] “Chemtrails” Google Search – 5,560,000 results – July 25, 2015.
[8] IPCC, 2007, AR I, section 2.6.3 Radiative Forcing Estimates for Aviation- Induced Cloudiness, p. 187
[9] CORE Carbon Offset Researh and Education, Stockholm Environment Institute, “Contrails and Cirrus Clouds from Aviation”
[10] Boucher, O. Atmospheric science: Seeing through contrails, Nature Climate Change 1, 24–25 (2011) doi:10.1038/nclimate1078.
[11] Science Magazine Podcast, Transcript, 10 May 2013,  –
[12] Science 14 June 2013: Vol. 340 no. 6138 pp. 1320-1324 DOI: 10.1126/science.1234145 “Clarifying the Dominant Sources and Mechanisms of Cirrus Cloud Formation”
[13] IPCC, 2007, AR I, section Metal Particles –
[14] Credence Genomics, “A Case Study on 16s rRNA Sequencing of Fuel” QUOTE “Microbial contamination of hydrocarbon fuel is a severe problem that can lead to costly and dangerous operational problems in fuel storage and engine systems. Bacteria and fungi can cause deterioration of fuels through a number of mechanisms, including an accumulation of biomass, degradation of protective additives, and production of corrosive metabolic byproducts … Biofouling of fuel may lead to serious, costly and dangerous issues related to operation failures of engines, low efficiency due to incomplete combustion and environmental pollution.”
[15] Wynn L. Eberhard and W. Alan Brewer, NOAA Environmental Technology Laboratory, LIDAR OBSERVATION OF JET ENGINE EXHAUST FOR AIR QUALITY
More Info:

———– ABOUT JIM LEE ———–
Here are links to my research:
Climate Viewer 3D:
All of the material on and are free to the public and completely ad-free because I do what I do out of love not greed.


I have devoted three years of my life to researching the topic of chemtrails, contrails, climate change, flight pollution, and geoengineering, please help me attend this historic public hearing!


Jim “rezn8d” Lee