TWCobra
Senior Member.
Tanner has published another article that is almost entirely wrong about the properties of water vapor and Jet engines
For a detailed look at the science behind this, with references, see:
https://www.metabunk.org/threads/de...-make-contrails-actually-they-make-more.3187/
http://globalskywatch.com/chemtrails/ubbthreads.php?ubb=showflat&Number=6859#.Uokn1csayK1
Water vapour is not visible at any time. It is a fundamental property of water vapour. Even when causing contrails it is not visible as evidenced by the gap behind the engines where the water vapour cools and condenses into a visible state, that being of ice.
Some more of Tanners "facts" debunked.
This is irrelevant. The water vapour produced is simply a function of the total fuel burnt. While the turbofans allow large engines to be built, the amount of water vapour created has also increased due to the large fuel flows of those engines.
Air traffic has been increasing at 5% a year since 1970. It increased 53% in the 10 years of 2001-2011. See:
https://www.metabunk.org/threads/growth-in-world-air-traffic-1970-present.2572/
Water injection, such as in the Rolls Royce Spey engines, is designed for use as a thrust augmentation system on takeoff. It is only used on takeoff, ironically for Tanner, due to the weight of the water required.
His claim that water injection is not used on high bypass turbofans is also false. Early versions of the Pratt and Whitney JT9D, the original engine fitted to the Boeing 747 used water injection. I have personally flown 747-200 series aircraft with this feature fitted.
Water injection is not used at any other stage of flight other than the first 90 seconds of takeoff. The water methanol tank size on the 747 was only 3000 lbs or 1360 kgs, giving a usage rate of almost 1000kgs a minute.
High bypass turbofans have been around since the late 60s and were fitted to military jets like the C5A.
Tanner manages to contradict two of his "facts" in consecutive sentences. "Skywatchers" did not possess the technology to accurate gauge the altitude of aircraft until the recent availability of ADSB feeds to the public. The claim of low flying jets spraying is unsupported, and bogus.
The claim that between 2005 and 2010 of jets going from low altitude to high altitude is also unsupported by any facts or observations by pilots.
[Admin: Edited for formatting and posting guidelines]
For a detailed look at the science behind this, with references, see:
https://www.metabunk.org/threads/de...-make-contrails-actually-they-make-more.3187/
http://globalskywatch.com/chemtrails/ubbthreads.php?ubb=showflat&Number=6859#.Uokn1csayK1
Some more of Tanners "facts" debunked.
https://www.metabunk.org/threads/growth-in-world-air-traffic-1970-present.2572/
His claim that water injection is not used on high bypass turbofans is also false. Early versions of the Pratt and Whitney JT9D, the original engine fitted to the Boeing 747 used water injection. I have personally flown 747-200 series aircraft with this feature fitted.
Water injection is not used at any other stage of flight other than the first 90 seconds of takeoff. The water methanol tank size on the 747 was only 3000 lbs or 1360 kgs, giving a usage rate of almost 1000kgs a minute.
High bypass turbofans have been around since the late 60s and were fitted to military jets like the C5A.
The claim that between 2005 and 2010 of jets going from low altitude to high altitude is also unsupported by any facts or observations by pilots.
[Admin: Edited for formatting and posting guidelines]
Last edited by a moderator: