00-11-02
0700 Morning
routine. Worked on notes this
morning.
In going through my notes, it
occurred to me that I have never
heard anything back from LATHEM or
GERDEN regarding my memo of 00-06-19
in which I requested that a number
of questions be forwarded to Dr.
BROWN at CANMET about his comments
of the leaching of magnesium from
aluminium alloys. It had been
suggested by Vic GERDEN on 00-08-02
that I forward the request to Jim
FOOT, but again, nothing was
received back from FOOT.
Considering the present
circumstances, the time since the
request, and the fact that I have
heard nothing to the contrary about
sending the email myself, I re-wrote
the email to more reflect the
present circumstances (i.e. date and
intentions regarding his report),
and sent it this morning as follows:
Dr. BROWN
I notice when going through my notes
that during the meeting of 00-06-15
at CANMET in which the potential use
of FIB/TEM was discussed, you
commented that the aluminium alloy
making up the skin and frame of this
aircraft would have a magnesium
level at the outer surface greater
than that found deeper in the metal.
I have several questions regarding
that aspect:
1)
Have you actually tested skin &
frame alloy from this aircraft or
similar aircraft of this series to
determine this as fact?
2)
What are the typical readings at the
surface, how deep, and at what
levels do the readings level off to
the normal level?
3)
Is this typical of all alloys, or is
it particular to this type of
aircraft aluminium?
4)
Are you basing at least part of your
comments regarding this ‘leaching
effect’ on the aluminium drop test
of 00-05-25 in which those drops
showed a very high magnesium content
at the extreme outer edges? If
so, are you aware that the platform
on which the beads were dropped was
made up of fin material from the
crashed aircraft, an exhibit that
had been submerged in seawater at
depth for some considerable length
of time? In discussions with
the TSB on 00-05-25, (including Gus
SIDLA), it was agreed that this
surface was considered as
contaminated with magnesium and was
the likely source of magnesium on
the surface of any molten beads
dropped on it.
As you are aware, the presence of
magnesium is of interest to us, and
during our conversations at the time
of testing, you seemed surprised and
not informed that the aluminium drop
tests had used a piece of
contaminated crash material as the
test platform. I didn’t get a
chance to speak further with you on
this, and am now wondering if you
base your opinion on the analysis of
those particular beads. If
there are any other pieces of
aircraft material that you feel
should be further examined in an
effort to determine the source of
this element in these quantities,
then please let me know. I
will attempt to have it delivered to
you.
If possible, I would also like to
know the status of the magnesium
levels in relation to your final
report. Will you be mentioning
them, and in what regards? I
am asking this of you now because
this file will be closing down here
at the hangar on the 15th of
December. If magnesium is
going to remain a questionable
participant of these tests, then we
should know before the conclusion
date so we can consider alternate
plans.
Thank you in advance for your
consideration of this message.
Tom Juby,
RCMP
Swissair Task Force
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