The killing of Bill Cooper and Liquid Metal Embrittlement
Some of us were talking at our camp in the Sierras last weekend about the efforts to silence William Cooper, culminating in his death in a shootout with LEOs dressed as street punks. One of Bill's early interests, after his retirement from the armed services, was in how "Liquid Metal Embrittlement" (LME) compounds had been developed to weaken aircraft structures as a means of sabotage. LME works by weakening aluminum, notably, along grain lines. An LME solution smeared along wing or panel sections could cause catastrophic failure during high stress flight phases, e.g., takeoffs and, to a lesser extent, landings. We ran a few scenarios about how easy it would be bring down an airliner, further spreading fear. So what happened on Monday morning? From the reports I'm reading, it looks like the tail section broke off shortly after takeoff, during relatively high-g banking manouvers. CNN is saying this is an "unprecedented" failure mechanism for the A300. Bill Cooper may well have been terminated with extreme prejudice, as the saying goes, because he was getting too close to the truth about the NWO and ZOG using such US-developed sabotage weapons to further the expansion of the terror state. The U.S. has pressured the major U.S. news outlets not to show Bin Laden's tapes...now we are hearing from _transcripts_ that Bin Laden has "come close" to taking credit for 911...but it would help to actually _see_ the tapes. Ah, but that would not be consistent with the New World Order approach to justice: * strong arm the press into not showing video tapes, except of the NWO side * suspend habeus corpus, hold 1000 detainees indefinitely (9 weeks and counting...) -- secret trials, secret evidence, secret witnesses...so much for the open courts, confrontation of witnesses, jury of peers, due process -- bugging of attorney-client communications (would not surprise me that other secret orders require attorneys to implicate their clients, even with manufactured evidence) -- ZOG lovers like Dershowitz are calling for torturing suspects until they confess (One of our fun ideas in the Sierras was that someone should kidnap Dershowitz, torture him for 5 days, release the tape of his various "confessions," and then dump his body in front of the Supreme Court.) Fuck America. Fuck it dead. --Tim May "If I'm going to reach out to the the Democrats then I need a third hand.There's no way I'm letting go of my wallet or my gun while they're around." --attribution uncertain, possibly Gunner, on Usenet
Said Tim May: :-- ZOG lovers like Dershowitz are calling for torturing suspects until :they confess : :(One of our fun ideas in the Sierras was that someone should kidnap :Dershowitz, torture him for 5 days, release the tape of his various :"confessions," and then dump his body in front of the Supreme Court.) : :Fuck America. Fuck it dead. ---------------------------- Yikes. If only you were fundamentalist, the package would be complete and ready to go. Between all the criminals vs crime-stoppers in the world, not to mention all the acronyms used to identify them, I'm getting confused as to who is what and who to run from. Jamesd, can you straighten this out? .. Blanc
How would the LME work on the interior structure of the plane? The skin has little structural strength but does streamline the structure and I suppose if it was weakened to peel away, turbulence could shear structural bolts or welds. The tail section of 587 appeared to be cleanly detached from the fuselage and not obviously torn. Vibration of the tail could have loosened or fractured bolts or welds sufficiently to break away under the forces of take-off and/or turbulence from the preceding 747. Still, if the tail was subject to vibration that would have made its attachments a likely assembly to check frequently. Several recent FAA airworthiness directives for the A300 listed problems needing attention but nothing on the tail assembly. Which doesn't mean squat necessarily, since expected accidents usually don't happen. However, because tails seldom come loose, I understand, if an attacker wanted to do the unexpected on a part little suspected of failure, the tail connection would be a good target. One pilot was quoted as saying no better failure could have been arranged to assure disaster. That is, loss of tail is not in featured the emergency recovery manual -- at least in civilian aircraft. I believe loss of tail is included in military emergency planning due to their being good vertical targets for missiles, shells and shrapnel. Some military tails are oversized for the plane to survive loss of a good portion of the tail (although not likely for entire tail loss except for two-tailed craft).
On Wed, Nov 14, 2001 at 05:49:34PM -0800, John Young wrote:
How would the LME work on the interior structure of the plane? The skin has little structural strength but does streamline the
On modern cars and aircraft the skin is a structural part. There was a post WWII DeHaviland (the Comet I beleive) that kept coming apart in the air... some of the windows had too-sharp corners that concentrated stress from pressurization and caused cracks in the skin, eventually resulting in sudden failure. Once aluminum gets a crack it goes pretty fast. OTOH, LME requires the metals to be liquid or close to it. Even tin has a melting point around 500 degrees F, and it's a pretty low melting point metal. Engine mounting parts might get that hot, but not the exterior surface. There's probably other methods of causing quick corrosion of failure besides LME... what I googled about it makes me not worry about it as something sprayed on the exterior of aircraft to cause sabotage. Eric
On Wednesday, November 14, 2001, at 05:43 PM, Eric Murray wrote:
OTOH, LME requires the metals to be liquid or close to it. Even tin has a melting point around 500 degrees F, and it's a pretty low melting point metal. Engine mounting parts might get that hot, but not the exterior surface.
No, liquid metal embrittlement does not require that aluminum, for example, be nearly in a liquid state. The mercury amalgam that forms can even form at cryogenic temperatures, not to mention at normal ambient temperatures.
There's probably other methods of causing quick corrosion of failure besides LME... what I googled about it makes me not worry about it as something sprayed on the exterior of aircraft to cause sabotage.
Google is great, but beware of getting your basic science just from some items you find. Fontana and Greene is a good text on corrosion, and there are even some pretty good online descriptions of LME in connection with mercury on aluminum. --Tim May
On Wednesday, November 14, 2001, at 10:39 AM, Tim May wrote:
An LME solution smeared along wing or panel sections could cause catastrophic failure during high stress flight phases, e.g., takeoffs and, to a lesser extent, landings. We ran a few scenarios about how easy it would be bring down an airliner, further spreading fear.
Sounds like something Kissinger did in what, 1983? An Open Letter to the President published IIRC in Omni magazine.
So what happened on Monday morning? From the reports I'm reading, it looks like the tail section broke off shortly after takeoff, during relatively high-g banking manouvers. CNN is saying this is an "unprecedented" failure mechanism for the A300.
Airplanes crash with an unsettling degree of frequency. -- "Remember, half-measures can be very effective if all you deal with are half-wits."--Chris Klein
participants (6)
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Blanc -
Eric Murray -
John Young -
Petro -
tcmay＠got.net -
Tim May