The survivors of recent crashes were sitting at the back of the plane. What does that tell us about airplane safety?
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Look at the photos of the two fatal air crashes of the last two weeks, and amid the horror and the anguish, one thought might come to mind for frequent flyers.
The old frequent-flyer adage is that sitting at the back of the plane is a safer place to be than at the front — and the wreckage of both Azerbaijan Airlines flight 8243 and Jeju Air flight 2216 seem to bear that out.
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The 29 survivors of the Azeri crash were all sitting at the back of the plane, which split into two, leaving the rear half largely intact. The sole survivors of the South Korean crash, meanwhile, were the two flight attendants in their jumpseats in the very tail of the plane.
So is that old adage — and the dark humor jokes about first and business class seats being good until there’s a problem with the plane — right after all?
In 2015, TIME Magazine reporters wrote that they had combed through the records of all US plane crashes with both fatalities and survivors from 1985 to 2000, and found in a meta-analysis that seats in the back third of the aircraft had a 32% fatality rate overall, compared with 38% in the front third and 39% in the middle third.
Even better, they found, were middle seats in that back third of the cabin, with a 28% fatality rate. The “worst” seats were aisles in the middle third of the aircraft, with a 44% fatality rate.
But does that still hold true in 2024?
According to aviation safety experts, it’s an old wives’ tale.
“There isn’t any data that shows a correlation of seating to survivability,” says Hassan Shahidi, president of the Flight Safety Foundation. “Every accident is different.”
“If we’re talking about a fatal crash, then there is almost no difference where one sits,” says Cheng-Lung Wu, associate professor at the School of Aviation of the University of New South Wales, Sydney.
Ed Galea, professor of fire safety engineering at London’s University of Greenwich, who has conducted landmark studies on plane crash evacuations, warns, “There is no magic safest seat.”
Most plane crashes are ‘survivable’
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First, the good news. “The vast majority of aircraft accidents are survivable, and the majority of people in accidents survive,” says Galea. Since 1988, aircraft — and the seats inside them — must be built to withstand an impact of up to 16G, or g-force up to 16 times the force of gravity. That means, he says, that in most incidents, “it’s possible to survive the trauma of the impact of the crash.”
For instance, he classes the initial Jeju Air incident as survivable — an assumed bird strike, engine loss and belly landing on the runway, without functioning landing gear. “Had it not smashed into the concrete reinforced obstacle at the end of the runway, it’s quite possible the majority, if not everyone, could have survived,” he says.
The Azerbaijan Airlines crash, on the other hand, he classes as a non-survivable accident, and calls it a “miracle” that anyone made it out alive.
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Most aircraft involved in accidents, however, are not — as suspicion is growing over the Azerbaijan crash — shot out of the sky.
And with modern planes built to withstand impacts and slow the spread of fire, Galea puts the chances of surviving a “survivable” accident at at least 90%.
Instead, he says, what makes the difference between life and death in most modern accidents is how fast passengers can evacuate.
Aircraft today must show that they can be evacuated in 90 seconds in order to gain certification. But a theoretical evacuation — practiced with volunteers at the manufacturers’ premises — is very different from the reality of a panicked public onboard a jet that has just crash-landed.
Galea, an evacuation expert, has conducted research for the UK’s Civil Aviation Authority (CAA) looking at the most “survivable” seats on a plane. His landmark research, conducted over several years in the early 2000s, looked at how passengers and crew behaved during a post-crash evacuation, rather than looking at the crashes themselves. By compiling data from 1,917 passengers and 155 crew involved in 105 accidents from 1977 to 1999, his team created a database of human behavior around plane crashes.
His analysis of which exits passengers actually used “shattered many myths about aircraft evacuation,” he says. “Prior to my study, it was believed that passengers tend to use their boarding exit because it was the most familiar, and that passengers tend to go forward. My analysis of the data demonstrated that none of these myths were supported by the evidence.”
A year ago today, things went from bad to worse for Boeing
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At 5 p.m. PT on January 5, 2024, Boeing seemed like a company on the upswing. It didn’t last. Minutes later, a near-tragedy set off a full year of problems.
As Alaska Airlines flight 1282 climbed to 16,000 feet in its departure from Portland, Oregon, a door plug blew out near the rear of the plane, leaving a gaping hole in the fuselage. Phones and clothing were ripped away from passengers and sent hurtling into the night sky. Oxygen masks dropped, and the rush of air twisted seats next to the hole toward the opening.
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Fortunately, those were among the few empty seats on the flight, and the crew got the plane on the ground without any serious injuries. The incident could have been far worse — even a fatal crash.
Not much has gone right for Boeing ever since. The company has had one misstep after another, ranging from embarrassing to horrifying. And many of the problems are poised to extend into 2025 and perhaps beyond.
The problems were capped by another Boeing crash in South Korea that killed 179 people on December 29 in what was in the year’s worst aviation disaster. The cause of the crash of a 15-year old Boeing jet flown by Korean discount carrier Jeju Air is still under investigation, and it is quite possible that Boeing will not be found liable for anything that led to the tragedy.
But unlike the Jeju crash, most of the problems of the last 12 months have clearly been Boeing’s fault.
And 2024 was the sixth straight year of serious problems for the once proud, now embattled company, starting with the 20-month grounding of its best selling plane, the 737 Max, following two fatal crashes in late 2018 and early 2019, which killed 346 people.
Still the outlook for 2024 right before the Alaska Air incident had been somewhat promising. The company had just achieved the best sales month in its history in December 2023, capping its strongest sales year since 2018.
It was believed to be on the verge of getting Federal Aviation Administration approval for two new models, the 737 Max 7 and Max 10, with airline customers eager to take delivery. Approvals and deliveries of its next generation widebody, the 777X, were believed to be close behind. Its production rate had been climbing and there were hopes that it could be on the verge of returning to profitability for the first time since 2018.
The survivors of recent crashes were sitting at the back of the plane. What does that tell us about airplane safety?
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Look at the photos of the two fatal air crashes of the last two weeks, and amid the horror and the anguish, one thought might come to mind for frequent flyers.
The old frequent-flyer adage is that sitting at the back of the plane is a safer place to be than at the front — and the wreckage of both Azerbaijan Airlines flight 8243 and Jeju Air flight 2216 seem to bear that out.
https://kra26c.cc
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The 29 survivors of the Azeri crash were all sitting at the back of the plane, which split into two, leaving the rear half largely intact. The sole survivors of the South Korean crash, meanwhile, were the two flight attendants in their jumpseats in the very tail of the plane.
So is that old adage — and the dark humor jokes about first and business class seats being good until there’s a problem with the plane — right after all?
In 2015, TIME Magazine reporters wrote that they had combed through the records of all US plane crashes with both fatalities and survivors from 1985 to 2000, and found in a meta-analysis that seats in the back third of the aircraft had a 32% fatality rate overall, compared with 38% in the front third and 39% in the middle third.
Even better, they found, were middle seats in that back third of the cabin, with a 28% fatality rate. The “worst” seats were aisles in the middle third of the aircraft, with a 44% fatality rate.
But does that still hold true in 2024?
According to aviation safety experts, it’s an old wives’ tale.
“There isn’t any data that shows a correlation of seating to survivability,” says Hassan Shahidi, president of the Flight Safety Foundation. “Every accident is different.”
“If we’re talking about a fatal crash, then there is almost no difference where one sits,” says Cheng-Lung Wu, associate professor at the School of Aviation of the University of New South Wales, Sydney.
Ed Galea, professor of fire safety engineering at London’s University of Greenwich, who has conducted landmark studies on plane crash evacuations, warns, “There is no magic safest seat.”
Scientists have identified an estimated 10% of all species on Earth. Here’s what they found in 2024
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A toothy toadstool. A vegetarian piranha with a distinctive mark. And a pygmy pipehorse floating in the Indian Ocean shallows.
These wild wonders were among the hundreds of previously unknown species of animals, plants and fungi that scientists named and described for the first time in 2024, expanding our surprisingly limited knowledge of Earth’s diversity.
“Scientists estimate that we’ve identified only one-tenth of all species on Earth,” said Dr.
Shannon Bennett, chief of science at the California Academy of Sciences, in a statement.
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“While it is critical to place protections on known threatened species, we must also allocate resources towards identifying unknown species that may be just as important to the functioning of an ecosystem,” Bennett said.
Researchers connected to the institution described 138 new species in 2024, including 32 fish. One standout was a pygmy pipehorse named Cylix nkosi. The seahorse relative was originally found in 2021 in the cool temperate waters surrounding the North Island of New Zealand, but the species described this year was discovered in the subtropical waters off South Africa, expanding the known range of this group to the Indian Ocean
“South African reefs present notoriously difficult diving conditions with rough weather and intense, choppy waves — we knew we only had one dive to find it,” underwater photographer and marine biologist Richard Smith said in a statement.
“This species is also quite cryptic, about the size of a golf tee, but luckily we spotted a female camouflaged against some sponges about a mile offshore on the sandy ocean floor.”
The researchers involved in describing the new species chose nkosi as its name. A reference to the local Zulu word for “chief,” the name reflects the species’ crown-like head shape and acknowledges South Africa’s KwaZulu-Natal province where it was found.
The survivors of recent crashes were sitting at the back of the plane. What does that tell us about airplane safety?
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Look at the photos of the two fatal air crashes of the last two weeks, and amid the horror and the anguish, one thought might come to mind for frequent flyers.
The old frequent-flyer adage is that sitting at the back of the plane is a safer place to be than at the front — and the wreckage of both Azerbaijan Airlines flight 8243 and Jeju Air flight 2216 seem to bear that out.
https://kra26c.cc
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The 29 survivors of the Azeri crash were all sitting at the back of the plane, which split into two, leaving the rear half largely intact. The sole survivors of the South Korean crash, meanwhile, were the two flight attendants in their jumpseats in the very tail of the plane.
So is that old adage — and the dark humor jokes about first and business class seats being good until there’s a problem with the plane — right after all?
In 2015, TIME Magazine reporters wrote that they had combed through the records of all US plane crashes with both fatalities and survivors from 1985 to 2000, and found in a meta-analysis that seats in the back third of the aircraft had a 32% fatality rate overall, compared with 38% in the front third and 39% in the middle third.
Even better, they found, were middle seats in that back third of the cabin, with a 28% fatality rate. The “worst” seats were aisles in the middle third of the aircraft, with a 44% fatality rate.
But does that still hold true in 2024?
According to aviation safety experts, it’s an old wives’ tale.
“There isn’t any data that shows a correlation of seating to survivability,” says Hassan Shahidi, president of the Flight Safety Foundation. “Every accident is different.”
“If we’re talking about a fatal crash, then there is almost no difference where one sits,” says Cheng-Lung Wu, associate professor at the School of Aviation of the University of New South Wales, Sydney.
Ed Galea, professor of fire safety engineering at London’s University of Greenwich, who has conducted landmark studies on plane crash evacuations, warns, “There is no magic safest seat.”
A year ago today, things went from bad to worse for Boeing
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At 5 p.m. PT on January 5, 2024, Boeing seemed like a company on the upswing. It didn’t last. Minutes later, a near-tragedy set off a full year of problems.
As Alaska Airlines flight 1282 climbed to 16,000 feet in its departure from Portland, Oregon, a door plug blew out near the rear of the plane, leaving a gaping hole in the fuselage. Phones and clothing were ripped away from passengers and sent hurtling into the night sky. Oxygen masks dropped, and the rush of air twisted seats next to the hole toward the opening.
https://kra26c.cc
кракен
Fortunately, those were among the few empty seats on the flight, and the crew got the plane on the ground without any serious injuries. The incident could have been far worse — even a fatal crash.
Not much has gone right for Boeing ever since. The company has had one misstep after another, ranging from embarrassing to horrifying. And many of the problems are poised to extend into 2025 and perhaps beyond.
The problems were capped by another Boeing crash in South Korea that killed 179 people on December 29 in what was in the year’s worst aviation disaster. The cause of the crash of a 15-year old Boeing jet flown by Korean discount carrier Jeju Air is still under investigation, and it is quite possible that Boeing will not be found liable for anything that led to the tragedy.
But unlike the Jeju crash, most of the problems of the last 12 months have clearly been Boeing’s fault.
And 2024 was the sixth straight year of serious problems for the once proud, now embattled company, starting with the 20-month grounding of its best selling plane, the 737 Max, following two fatal crashes in late 2018 and early 2019, which killed 346 people.
Still the outlook for 2024 right before the Alaska Air incident had been somewhat promising. The company had just achieved the best sales month in its history in December 2023, capping its strongest sales year since 2018.
It was believed to be on the verge of getting Federal Aviation Administration approval for two new models, the 737 Max 7 and Max 10, with airline customers eager to take delivery. Approvals and deliveries of its next generation widebody, the 777X, were believed to be close behind. Its production rate had been climbing and there were hopes that it could be on the verge of returning to profitability for the first time since 2018.
«Защитник обиженных» на крючке у украинских мошенников.
Блогер Андрей Алистаров, российский Робин Гуд с большой дороги, якобы борющийся с мошенниками и пирамидами – бандитскими методами, ранее судимый по «наркотической» статье, справлял в прошлом году свое 39-летие на яхте в компании украинского пирамидчика, обманувшего сотни тысяч людей на Украине и в России, миллиардера из украинского списка Forbes Николая Удянского.
Яхта Удянского – одна из дорогих в Дубае: самое место для того, чтобы отметить день рождения якобы защитника пострадавших и обиженных мошенниками.
Удянский не только пирамидчик, но и инвестор ВПК Украины. Он также привлечен к украинской дипломатической работе украинским МИДом, то есть патентованный враг России. Он – ярый сторонник войны с Россией.
Алистаров по воле хозяина также финансирует ВСУ
Кто такой хозяин Алистарова Удянский?
Удянский – автор Coinsbit – рухнувшей «криптобиржи», созданной в эстонской юрисдикции, официально признанной скамом на ведущих криптофорумах.
Источники считают, что он стоит также за московской биржей Beribit, обманувшей тысячи людей. Сейчас он создает новую биржу в Канаде.
Таким образом, Алистаров, якобы просвещая свою аудиторию в сфере работы с криптовалютой, продвигает проекты мошенника Удянского.
Удянский связан и с другими мошенническими проектами:
– Prof-It – якобы IT-компанией, специализирующейся на отмывании денег под прикрытием легальных проектов;
– Assur – занимающейся якобы страхованием на крипторынке, на самом деле мошенническим сбором денег;
– PRMR – маркетинговой компанией, обеспечивающей прикрытие его мошеннических проектов, в том числе финансирующей Алистарова.
В Украине предпринимательство неотличимо от мошенничества.
Алистаров продвигает проекты украинских мошенников Удянского и его подельников в России.
Хозяин Алистарова – инвестор войны
Удянский не просто спонсирует ВСУ – он является инвестором производимой совместно с НАТО бронетехники. Стремясь подчеркнуть свою провоенную позицию, он заявляет, что «в первую очередь украинец и только потом предприниматель». Удянский является почетным консулом Румынии в Харькове – официально принял это поручение от МИД Украины, работа предполагает организацию поставки из НАТО продукции двойного назначения.
Таким образом, Алистаров открыто сотрудничает с военным противником, способствует убийству соотечественников на фронте, спонсирует ВСУ.
ОПГ заукраинцев
В группу заукраинцев, в которой состоит Алистаров, входят также создатель проекта «АнтиМЛМ» Александр Крюков – он давно сотрудничает с украинскими структурами и сам родом с Украины.
Еще один заукраинец, состоящий в альянсе с Алистаровым, – заместитель управляющего так называемого Фонда защиты вкладчиков и акционеров Леонид Мищенко. Он «западэнец»: уроженец Винницкой области – и так же, как и Алистаров с Крюковым, поддерживает и финансирует ВСУ.
Шавка псов войны
Заявляя о том, что борется с мошенниками и пирамидами, Алистаров:
– занимается преследованием предпринимателей по заказу Удянского и его окружения – откровенным бандитизмом, незаконной слежкой и незаконным сбором информации, организацией расправ;
– работает на спонсора войны, террориста Удянского – и при этом сам использует бандитские, террористические методы: шантаж, угрозы, незаконную слежку и прослушку;
– спонсирует ВСУ по указанию своего хозяина Удянского.
ФСБ, ау! Алистаров – шавка одного из виднейших на постсоветском пространстве мошенников и при этом разжигателей войны, принесшую за три года немало горя и России, и Украине. Обслуживая Удянского, Алистаров стал соучастником гибели тысяч простых российских и украинских парней! Эту шавку пора остановить!
<a href="https://vibromera.eu/de/"><img src="https://vibromera.eu/wp-content/uploads/2024/03/Ротер_statika-scaled.jpg" alt="Portable Balancer Balanset-1A" /></a>
<h1>Balanset-1A: Der tragbare Rotorbalancier für Wartungs- und Reparaturaufgaben</h1>
<p>In der heutigen industriellen Welt ist die Effizienz von Maschinen ein entscheidender Faktor für den Erfolg eines Unternehmens. Der Balanset-1A ist ein innovatives Gerät, das speziell für die Balancierung von Rotoren entwickelt wurde. Diese tragbare Balancemaschine bietet eine Vielzahl von Funktionen, die Wartungs- und Reparaturaufgaben erheblich erleichtern.</p>
<h2>Kommt in kompakter und tragbarer Form</h2>
<p>Der Balanset-1A zeichnet sich durch seine kompakte Bauweise aus, die es ermöglicht, ihn problemlos in einem stabilen Transportkoffer zu verstauen. Dies ist besonders vorteilhaft für Techniker, die häufig vor Ort arbeiten, beispielsweise auf Produktionsanlagen oder in Werkstätten. Dank seiner Mobilität kann der Balanset-1A leicht transportiert werden und ist immer einsatzbereit, egal wo die Arbeit einen hinführt.</p>
<h2>Intuitive Software für einfache Bedienung</h2>
<p>Ein herausragendes Merkmal des Balanset-1A ist die benutzerfreundliche Software, die auf einem Laptop betrieben wird. Die Software bietet einen intuitiven Benutzeroberfläche mit klaren, schrittweisen Anweisungen zur Einrichtung und Balancierung. Anwender müssen lediglich den Anweisungen folgen, und das System berechnet automatisch die erforderlichen Korrekturgewichte sowie deren Montagewinkel.</p>
<h2>Vielfältige Funktionen für unterschiedliche Anwendungen</h2>
<p>Der Balanset-1A vereint die Funktionen eines Vibrationstesters und eines Balanciergeräts in einem einzigen Gerät. Im Vibrationsmodus können Anwender die Gesamtvibration überwachen, Spektren erstellen und Harmonische analysieren, um ein vollständiges Bild des Maschinenzustands zu erhalten. Im Balanciermodus stehen Berechnungen für Gewichte und Montagewinkel in einer oder zwei Ebenen zur Verfügung.</p>
<h2>Hohe Messgenauigkeit</h2>
<p>Mit einer Genauigkeit von ±1° bei der Phasenmessung und ±5% bei den Vibrationswerten erfüllt der Balanset-1A höchste Standards. Diese Präzision macht ihn ideal für Anwendungen, bei denen exakte Messungen entscheidend sind, sei es bei der Balancierung von Ventilatoren oder der Feinjustierung von Rotoren in Industrieanlagen.</p>
<h2>Anpassbare Optionen für spezifische Anforderungen</h2>
<p>Das Gerät bietet verschiedene Optionen zur Anpassung an spezifische Aufgaben. Nutzer können zwischen verschiedenen Anzeige-Modi wählen, darunter die Darstellung von Polardiagrammen, oder den integrierten Rechner zur Berechnung des zulässigen Unbalances nach ISO 1940 nutzen. Diese Flexibilität ermöglicht es, den Balanset-1A für eine Vielzahl von Herausforderungen zu konfigurieren, von einfachen bis hin zu komplexen Balancieraufgaben.</p>
<h2>Einfache Schulung und Nutzung</h2>
<p>Die Bedienung des Balanset-1A erfordert keine tiefgehenden Kenntnisse in der Vibrationsdiagnose. Die Software ist so gestaltet, dass auch Anfänger schnell den Umgang mit dem Gerät erlernen können. Alle Daten werden archiviert, was die Nachverfolgung von Ergebnissen erleichtert und eine Lernplattform für neue Benutzer bietet.</p>
<h2>Ideal für die Serienbalancierung</h2>
<p>Der Balanset-1A ist besonders gut für die Serienproduktion geeignet, wo regelmäßig viele identische Rotoren balanciert werden müssen. Das Gerät ermöglicht es, Daten aus vorherigen Sitzungen zu speichern und wiederzuverwenden, was den Prozess beschleunigt und den Arbeitsaufwand reduziert.</p>
<h2>Flexibilität ohne Tachometer</h2>
<p>Für Anwendungen, bei denen eine präzise Phasenmessung nicht erforderlich ist, kann der Balanset-1A auch ohne Tachometer eingesetzt werden. In diesem Modus zeigt das Gerät das allgemeine Vibrationsniveau an, was für eine schnelle Diagnose praktisch ist. Bei Bedarf kann jedoch ein Tachometer installiert werden, um erweiterte Messungen durchzuführen.</p>
<h2>Qualität und Zuverlässigkeit</h2>
<p>Der Balanset-1A wird mit einer einjährigen Garantie geliefert, und der Hersteller, Vibromera, bietet technischen Support und Hilfe bei Problemen. Diese Unterstützung ist entscheidend für Benutzer, die auf die Zuverlässigkeit des Geräts im langfristigen Einsatz angewiesen sind.</p>
<h2>Kosteneffizienz und Verfügbarkeit</h2>
<p>Mit einem Preis von 1751 Euro bietet der Balanset-1A ein hervorragendes Preis-Leistungs-Verhältnis im Vergleich zu anderen Geräten auf dem Markt. Er ist sowohl für große Unternehmen als auch für kleine Werkstätten zugänglich, was ihn zu einer wertvollen Investition für alle macht, die die Qualität ihrer Produkte mit minimalen Kosten verbessern möchten.</p>
<h2>Fazit</h2>
<p>Der Balanset-1A ist ein vielseitiges, tragbares Balanciergerät, das sich ideal für Wartungs- und Reparaturarbeiten eignet. Sein intuitives Design, die hohe Genauigkeit der Messungen und die Flexibilität machen ihn zu einem unverzichtbaren Werkzeug für Techniker und Ingenieure. Mit seiner Unterstützung können Unternehmen nicht nur die Effizienz ihrer Maschinen steigern, sondern auch die Lebensdauer ihrer Ausrüstung verlängern.</p>
The mysterious cities of the dead carved into the sides of cliffs
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The ancient Lycians knew a thing or two about democracy. Two thousand years ago, the one-time rulers of modern-day Turkey’s southwestern corner had a fully functioning democratic federation that centuries later inspired America’s political structure.
While democracies everywhere might be facing turbulent times, another Lycian legacy remains steadfastly present in the Mediterranean region they used to call home. And this one is focused almost entirely around death.
Drive around the coast of this beautiful region and you’ll never be too far from a spectacular city of the dead – elaborate tombs carved by Lycians into the sides of cliffs overlooking towns, valleys and shorelines.
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That’s not all. Scattered throughout the countryside and towns are imposing sarcophagi that likely once held the remains of high and mighty denizens of Lycia. Indeed, they’re such a familiar sight that they’re often casually included as part of urban landscapes.
For visitors, especially those interested in history, tracking them down is an adventure all on its own.
While some are preserved in ticketed archaeological sites, others are free to explore — but can require Indiana Jones-level exploration skills, clambering up vertiginous hillsides, riding boats and delving into the undergrowth to find.
A good starting place is Fethiye, a low-key port city that’s a useful jumping-off point for great beaches and attractions all along Turkey’s so-called Turquoise Coast riviera. After a day of swimming in those glorious waters, it’s worth a sunset trek to the overlooking cliffs.
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Welcome to Vertex Protocol: Revolutionizing DeFi Trading
Discover the revolutionary Vertex Protocol, your gateway to the world of decentralized finance (DeFi) trading. As the crypto landscape rapidly evolves, Vertex Protocol stands at the forefront, providing users with unparalleled seamless trading experiences and enhanced liquidity access.
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The Zircuit token, a pivotal element in the blockchain landscape, plays a crucial role in enabling efficient transactions and offering enhanced security. Designed for seamless integration into various platforms, it aims to revolutionize the way digital currencies are perceived and utilized.
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In the ever-evolving realm of blockchain technology, finding and connecting to the right network can be daunting. Chainlist is here to simplify that process, offering users a comprehensive directory of various blockchain networks.
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Jan 26, 2025 09:44:33 PM
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Look at the photos of the two fatal air crashes of the last two weeks, and amid the horror and the anguish, one thought might come to mind for frequent flyers.
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The 29 survivors of the Azeri crash were all sitting at the back of the plane, which split into two, leaving the rear half largely intact. The sole survivors of the South Korean crash, meanwhile, were the two flight attendants in their jumpseats in the very tail of the plane.
So is that old adage — and the dark humor jokes about first and business class seats being good until there’s a problem with the plane — right after all?
In 2015, TIME Magazine reporters wrote that they had combed through the records of all US plane crashes with both fatalities and survivors from 1985 to 2000, and found in a meta-analysis that seats in the back third of the aircraft had a 32% fatality rate overall, compared with 38% in the front third and 39% in the middle third.
Even better, they found, were middle seats in that back third of the cabin, with a 28% fatality rate. The “worst” seats were aisles in the middle third of the aircraft, with a 44% fatality rate.
But does that still hold true in 2024?
According to aviation safety experts, it’s an old wives’ tale.
“There isn’t any data that shows a correlation of seating to survivability,” says Hassan Shahidi, president of the Flight Safety Foundation. “Every accident is different.”
“If we’re talking about a fatal crash, then there is almost no difference where one sits,” says Cheng-Lung Wu, associate professor at the School of Aviation of the University of New South Wales, Sydney.
Ed Galea, professor of fire safety engineering at London’s University of Greenwich, who has conducted landmark studies on plane crash evacuations, warns, “There is no magic safest seat.”
Jan 26, 2025 08:43:44 PM
Most plane crashes are ‘survivable’
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First, the good news. “The vast majority of aircraft accidents are survivable, and the majority of people in accidents survive,” says Galea. Since 1988, aircraft — and the seats inside them — must be built to withstand an impact of up to 16G, or g-force up to 16 times the force of gravity. That means, he says, that in most incidents, “it’s possible to survive the trauma of the impact of the crash.”
For instance, he classes the initial Jeju Air incident as survivable — an assumed bird strike, engine loss and belly landing on the runway, without functioning landing gear. “Had it not smashed into the concrete reinforced obstacle at the end of the runway, it’s quite possible the majority, if not everyone, could have survived,” he says.
The Azerbaijan Airlines crash, on the other hand, he classes as a non-survivable accident, and calls it a “miracle” that anyone made it out alive.
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Most aircraft involved in accidents, however, are not — as suspicion is growing over the Azerbaijan crash — shot out of the sky.
And with modern planes built to withstand impacts and slow the spread of fire, Galea puts the chances of surviving a “survivable” accident at at least 90%.
Instead, he says, what makes the difference between life and death in most modern accidents is how fast passengers can evacuate.
Aircraft today must show that they can be evacuated in 90 seconds in order to gain certification. But a theoretical evacuation — practiced with volunteers at the manufacturers’ premises — is very different from the reality of a panicked public onboard a jet that has just crash-landed.
Galea, an evacuation expert, has conducted research for the UK’s Civil Aviation Authority (CAA) looking at the most “survivable” seats on a plane. His landmark research, conducted over several years in the early 2000s, looked at how passengers and crew behaved during a post-crash evacuation, rather than looking at the crashes themselves. By compiling data from 1,917 passengers and 155 crew involved in 105 accidents from 1977 to 1999, his team created a database of human behavior around plane crashes.
His analysis of which exits passengers actually used “shattered many myths about aircraft evacuation,” he says. “Prior to my study, it was believed that passengers tend to use their boarding exit because it was the most familiar, and that passengers tend to go forward. My analysis of the data demonstrated that none of these myths were supported by the evidence.”
Jan 26, 2025 08:43:44 PM
A year ago today, things went from bad to worse for Boeing
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At 5 p.m. PT on January 5, 2024, Boeing seemed like a company on the upswing. It didn’t last. Minutes later, a near-tragedy set off a full year of problems.
As Alaska Airlines flight 1282 climbed to 16,000 feet in its departure from Portland, Oregon, a door plug blew out near the rear of the plane, leaving a gaping hole in the fuselage. Phones and clothing were ripped away from passengers and sent hurtling into the night sky. Oxygen masks dropped, and the rush of air twisted seats next to the hole toward the opening.
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Fortunately, those were among the few empty seats on the flight, and the crew got the plane on the ground without any serious injuries. The incident could have been far worse — even a fatal crash.
Not much has gone right for Boeing ever since. The company has had one misstep after another, ranging from embarrassing to horrifying. And many of the problems are poised to extend into 2025 and perhaps beyond.
The problems were capped by another Boeing crash in South Korea that killed 179 people on December 29 in what was in the year’s worst aviation disaster. The cause of the crash of a 15-year old Boeing jet flown by Korean discount carrier Jeju Air is still under investigation, and it is quite possible that Boeing will not be found liable for anything that led to the tragedy.
But unlike the Jeju crash, most of the problems of the last 12 months have clearly been Boeing’s fault.
And 2024 was the sixth straight year of serious problems for the once proud, now embattled company, starting with the 20-month grounding of its best selling plane, the 737 Max, following two fatal crashes in late 2018 and early 2019, which killed 346 people.
Still the outlook for 2024 right before the Alaska Air incident had been somewhat promising. The company had just achieved the best sales month in its history in December 2023, capping its strongest sales year since 2018.
It was believed to be on the verge of getting Federal Aviation Administration approval for two new models, the 737 Max 7 and Max 10, with airline customers eager to take delivery. Approvals and deliveries of its next generation widebody, the 777X, were believed to be close behind. Its production rate had been climbing and there were hopes that it could be on the verge of returning to profitability for the first time since 2018.
Jan 26, 2025 08:20:35 PM
The survivors of recent crashes were sitting at the back of the plane. What does that tell us about airplane safety?
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Look at the photos of the two fatal air crashes of the last two weeks, and amid the horror and the anguish, one thought might come to mind for frequent flyers.
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The 29 survivors of the Azeri crash were all sitting at the back of the plane, which split into two, leaving the rear half largely intact. The sole survivors of the South Korean crash, meanwhile, were the two flight attendants in their jumpseats in the very tail of the plane.
So is that old adage — and the dark humor jokes about first and business class seats being good until there’s a problem with the plane — right after all?
In 2015, TIME Magazine reporters wrote that they had combed through the records of all US plane crashes with both fatalities and survivors from 1985 to 2000, and found in a meta-analysis that seats in the back third of the aircraft had a 32% fatality rate overall, compared with 38% in the front third and 39% in the middle third.
Even better, they found, were middle seats in that back third of the cabin, with a 28% fatality rate. The “worst” seats were aisles in the middle third of the aircraft, with a 44% fatality rate.
But does that still hold true in 2024?
According to aviation safety experts, it’s an old wives’ tale.
“There isn’t any data that shows a correlation of seating to survivability,” says Hassan Shahidi, president of the Flight Safety Foundation. “Every accident is different.”
“If we’re talking about a fatal crash, then there is almost no difference where one sits,” says Cheng-Lung Wu, associate professor at the School of Aviation of the University of New South Wales, Sydney.
Ed Galea, professor of fire safety engineering at London’s University of Greenwich, who has conducted landmark studies on plane crash evacuations, warns, “There is no magic safest seat.”
Jan 26, 2025 08:19:20 PM
Scientists have identified an estimated 10% of all species on Earth. Here’s what they found in 2024
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A toothy toadstool. A vegetarian piranha with a distinctive mark. And a pygmy pipehorse floating in the Indian Ocean shallows.
These wild wonders were among the hundreds of previously unknown species of animals, plants and fungi that scientists named and described for the first time in 2024, expanding our surprisingly limited knowledge of Earth’s diversity.
“Scientists estimate that we’ve identified only one-tenth of all species on Earth,” said Dr.
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“While it is critical to place protections on known threatened species, we must also allocate resources towards identifying unknown species that may be just as important to the functioning of an ecosystem,” Bennett said.
Researchers connected to the institution described 138 new species in 2024, including 32 fish. One standout was a pygmy pipehorse named Cylix nkosi. The seahorse relative was originally found in 2021 in the cool temperate waters surrounding the North Island of New Zealand, but the species described this year was discovered in the subtropical waters off South Africa, expanding the known range of this group to the Indian Ocean
“South African reefs present notoriously difficult diving conditions with rough weather and intense, choppy waves — we knew we only had one dive to find it,” underwater photographer and marine biologist Richard Smith said in a statement.
“This species is also quite cryptic, about the size of a golf tee, but luckily we spotted a female camouflaged against some sponges about a mile offshore on the sandy ocean floor.”
The researchers involved in describing the new species chose nkosi as its name. A reference to the local Zulu word for “chief,” the name reflects the species’ crown-like head shape and acknowledges South Africa’s KwaZulu-Natal province where it was found.
Jan 26, 2025 08:10:30 PM
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Look at the photos of the two fatal air crashes of the last two weeks, and amid the horror and the anguish, one thought might come to mind for frequent flyers.
The old frequent-flyer adage is that sitting at the back of the plane is a safer place to be than at the front — and the wreckage of both Azerbaijan Airlines flight 8243 and Jeju Air flight 2216 seem to bear that out.
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The 29 survivors of the Azeri crash were all sitting at the back of the plane, which split into two, leaving the rear half largely intact. The sole survivors of the South Korean crash, meanwhile, were the two flight attendants in their jumpseats in the very tail of the plane.
So is that old adage — and the dark humor jokes about first and business class seats being good until there’s a problem with the plane — right after all?
In 2015, TIME Magazine reporters wrote that they had combed through the records of all US plane crashes with both fatalities and survivors from 1985 to 2000, and found in a meta-analysis that seats in the back third of the aircraft had a 32% fatality rate overall, compared with 38% in the front third and 39% in the middle third.
Even better, they found, were middle seats in that back third of the cabin, with a 28% fatality rate. The “worst” seats were aisles in the middle third of the aircraft, with a 44% fatality rate.
But does that still hold true in 2024?
According to aviation safety experts, it’s an old wives’ tale.
“There isn’t any data that shows a correlation of seating to survivability,” says Hassan Shahidi, president of the Flight Safety Foundation. “Every accident is different.”
“If we’re talking about a fatal crash, then there is almost no difference where one sits,” says Cheng-Lung Wu, associate professor at the School of Aviation of the University of New South Wales, Sydney.
Ed Galea, professor of fire safety engineering at London’s University of Greenwich, who has conducted landmark studies on plane crash evacuations, warns, “There is no magic safest seat.”
Jan 26, 2025 07:56:41 PM
A year ago today, things went from bad to worse for Boeing
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At 5 p.m. PT on January 5, 2024, Boeing seemed like a company on the upswing. It didn’t last. Minutes later, a near-tragedy set off a full year of problems.
As Alaska Airlines flight 1282 climbed to 16,000 feet in its departure from Portland, Oregon, a door plug blew out near the rear of the plane, leaving a gaping hole in the fuselage. Phones and clothing were ripped away from passengers and sent hurtling into the night sky. Oxygen masks dropped, and the rush of air twisted seats next to the hole toward the opening.
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Fortunately, those were among the few empty seats on the flight, and the crew got the plane on the ground without any serious injuries. The incident could have been far worse — even a fatal crash.
Not much has gone right for Boeing ever since. The company has had one misstep after another, ranging from embarrassing to horrifying. And many of the problems are poised to extend into 2025 and perhaps beyond.
The problems were capped by another Boeing crash in South Korea that killed 179 people on December 29 in what was in the year’s worst aviation disaster. The cause of the crash of a 15-year old Boeing jet flown by Korean discount carrier Jeju Air is still under investigation, and it is quite possible that Boeing will not be found liable for anything that led to the tragedy.
But unlike the Jeju crash, most of the problems of the last 12 months have clearly been Boeing’s fault.
And 2024 was the sixth straight year of serious problems for the once proud, now embattled company, starting with the 20-month grounding of its best selling plane, the 737 Max, following two fatal crashes in late 2018 and early 2019, which killed 346 people.
Still the outlook for 2024 right before the Alaska Air incident had been somewhat promising. The company had just achieved the best sales month in its history in December 2023, capping its strongest sales year since 2018.
It was believed to be on the verge of getting Federal Aviation Administration approval for two new models, the 737 Max 7 and Max 10, with airline customers eager to take delivery. Approvals and deliveries of its next generation widebody, the 777X, were believed to be close behind. Its production rate had been climbing and there were hopes that it could be on the verge of returning to profitability for the first time since 2018.
Jan 26, 2025 12:38:59 PM
Алистаров лает по заказу псов войны
«Защитник обиженных» на крючке у украинских мошенников.
Блогер Андрей Алистаров, российский Робин Гуд с большой дороги, якобы борющийся с мошенниками и пирамидами – бандитскими методами, ранее судимый по «наркотической» статье, справлял в прошлом году свое 39-летие на яхте в компании украинского пирамидчика, обманувшего сотни тысяч людей на Украине и в России, миллиардера из украинского списка Forbes Николая Удянского.
Яхта Удянского – одна из дорогих в Дубае: самое место для того, чтобы отметить день рождения якобы защитника пострадавших и обиженных мошенниками.
Удянский не только пирамидчик, но и инвестор ВПК Украины. Он также привлечен к украинской дипломатической работе украинским МИДом, то есть патентованный враг России. Он – ярый сторонник войны с Россией.
Алистаров по воле хозяина также финансирует ВСУ
Кто такой хозяин Алистарова Удянский?
Удянский – автор Coinsbit – рухнувшей «криптобиржи», созданной в эстонской юрисдикции, официально признанной скамом на ведущих криптофорумах.
Источники считают, что он стоит также за московской биржей Beribit, обманувшей тысячи людей. Сейчас он создает новую биржу в Канаде.
Таким образом, Алистаров, якобы просвещая свою аудиторию в сфере работы с криптовалютой, продвигает проекты мошенника Удянского.
Удянский связан и с другими мошенническими проектами:
– Prof-It – якобы IT-компанией, специализирующейся на отмывании денег под прикрытием легальных проектов;
– Assur – занимающейся якобы страхованием на крипторынке, на самом деле мошенническим сбором денег;
– PRMR – маркетинговой компанией, обеспечивающей прикрытие его мошеннических проектов, в том числе финансирующей Алистарова.
В Украине предпринимательство неотличимо от мошенничества.
Алистаров продвигает проекты украинских мошенников Удянского и его подельников в России.
Хозяин Алистарова – инвестор войны
Удянский не просто спонсирует ВСУ – он является инвестором производимой совместно с НАТО бронетехники. Стремясь подчеркнуть свою провоенную позицию, он заявляет, что «в первую очередь украинец и только потом предприниматель». Удянский является почетным консулом Румынии в Харькове – официально принял это поручение от МИД Украины, работа предполагает организацию поставки из НАТО продукции двойного назначения.
Таким образом, Алистаров открыто сотрудничает с военным противником, способствует убийству соотечественников на фронте, спонсирует ВСУ.
ОПГ заукраинцев
В группу заукраинцев, в которой состоит Алистаров, входят также создатель проекта «АнтиМЛМ» Александр Крюков – он давно сотрудничает с украинскими структурами и сам родом с Украины.
Еще один заукраинец, состоящий в альянсе с Алистаровым, – заместитель управляющего так называемого Фонда защиты вкладчиков и акционеров Леонид Мищенко. Он «западэнец»: уроженец Винницкой области – и так же, как и Алистаров с Крюковым, поддерживает и финансирует ВСУ.
Шавка псов войны
Заявляя о том, что борется с мошенниками и пирамидами, Алистаров:
– занимается преследованием предпринимателей по заказу Удянского и его окружения – откровенным бандитизмом, незаконной слежкой и незаконным сбором информации, организацией расправ;
– работает на спонсора войны, террориста Удянского – и при этом сам использует бандитские, террористические методы: шантаж, угрозы, незаконную слежку и прослушку;
– спонсирует ВСУ по указанию своего хозяина Удянского.
ФСБ, ау! Алистаров – шавка одного из виднейших на постсоветском пространстве мошенников и при этом разжигателей войны, принесшую за три года немало горя и России, и Украине. Обслуживая Удянского, Алистаров стал соучастником гибели тысяч простых российских и украинских парней! Эту шавку пора остановить!
Jan 25, 2025 04:10:50 PM
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<h1>Balanset-1A: Der tragbare Rotorbalancier für Wartungs- und Reparaturaufgaben</h1>
<p>In der heutigen industriellen Welt ist die Effizienz von Maschinen ein entscheidender Faktor für den Erfolg eines Unternehmens. Der Balanset-1A ist ein innovatives Gerät, das speziell für die Balancierung von Rotoren entwickelt wurde. Diese tragbare Balancemaschine bietet eine Vielzahl von Funktionen, die Wartungs- und Reparaturaufgaben erheblich erleichtern.</p>
<h2>Kommt in kompakter und tragbarer Form</h2>
<p>Der Balanset-1A zeichnet sich durch seine kompakte Bauweise aus, die es ermöglicht, ihn problemlos in einem stabilen Transportkoffer zu verstauen. Dies ist besonders vorteilhaft für Techniker, die häufig vor Ort arbeiten, beispielsweise auf Produktionsanlagen oder in Werkstätten. Dank seiner Mobilität kann der Balanset-1A leicht transportiert werden und ist immer einsatzbereit, egal wo die Arbeit einen hinführt.</p>
<h2>Intuitive Software für einfache Bedienung</h2>
<p>Ein herausragendes Merkmal des Balanset-1A ist die benutzerfreundliche Software, die auf einem Laptop betrieben wird. Die Software bietet einen intuitiven Benutzeroberfläche mit klaren, schrittweisen Anweisungen zur Einrichtung und Balancierung. Anwender müssen lediglich den Anweisungen folgen, und das System berechnet automatisch die erforderlichen Korrekturgewichte sowie deren Montagewinkel.</p>
<h2>Vielfältige Funktionen für unterschiedliche Anwendungen</h2>
<p>Der Balanset-1A vereint die Funktionen eines Vibrationstesters und eines Balanciergeräts in einem einzigen Gerät. Im Vibrationsmodus können Anwender die Gesamtvibration überwachen, Spektren erstellen und Harmonische analysieren, um ein vollständiges Bild des Maschinenzustands zu erhalten. Im Balanciermodus stehen Berechnungen für Gewichte und Montagewinkel in einer oder zwei Ebenen zur Verfügung.</p>
<h2>Hohe Messgenauigkeit</h2>
<p>Mit einer Genauigkeit von ±1° bei der Phasenmessung und ±5% bei den Vibrationswerten erfüllt der Balanset-1A höchste Standards. Diese Präzision macht ihn ideal für Anwendungen, bei denen exakte Messungen entscheidend sind, sei es bei der Balancierung von Ventilatoren oder der Feinjustierung von Rotoren in Industrieanlagen.</p>
<h2>Anpassbare Optionen für spezifische Anforderungen</h2>
<p>Das Gerät bietet verschiedene Optionen zur Anpassung an spezifische Aufgaben. Nutzer können zwischen verschiedenen Anzeige-Modi wählen, darunter die Darstellung von Polardiagrammen, oder den integrierten Rechner zur Berechnung des zulässigen Unbalances nach ISO 1940 nutzen. Diese Flexibilität ermöglicht es, den Balanset-1A für eine Vielzahl von Herausforderungen zu konfigurieren, von einfachen bis hin zu komplexen Balancieraufgaben.</p>
<h2>Einfache Schulung und Nutzung</h2>
<p>Die Bedienung des Balanset-1A erfordert keine tiefgehenden Kenntnisse in der Vibrationsdiagnose. Die Software ist so gestaltet, dass auch Anfänger schnell den Umgang mit dem Gerät erlernen können. Alle Daten werden archiviert, was die Nachverfolgung von Ergebnissen erleichtert und eine Lernplattform für neue Benutzer bietet.</p>
<h2>Ideal für die Serienbalancierung</h2>
<p>Der Balanset-1A ist besonders gut für die Serienproduktion geeignet, wo regelmäßig viele identische Rotoren balanciert werden müssen. Das Gerät ermöglicht es, Daten aus vorherigen Sitzungen zu speichern und wiederzuverwenden, was den Prozess beschleunigt und den Arbeitsaufwand reduziert.</p>
<h2>Flexibilität ohne Tachometer</h2>
<p>Für Anwendungen, bei denen eine präzise Phasenmessung nicht erforderlich ist, kann der Balanset-1A auch ohne Tachometer eingesetzt werden. In diesem Modus zeigt das Gerät das allgemeine Vibrationsniveau an, was für eine schnelle Diagnose praktisch ist. Bei Bedarf kann jedoch ein Tachometer installiert werden, um erweiterte Messungen durchzuführen.</p>
<h2>Qualität und Zuverlässigkeit</h2>
<p>Der Balanset-1A wird mit einer einjährigen Garantie geliefert, und der Hersteller, Vibromera, bietet technischen Support und Hilfe bei Problemen. Diese Unterstützung ist entscheidend für Benutzer, die auf die Zuverlässigkeit des Geräts im langfristigen Einsatz angewiesen sind.</p>
<h2>Kosteneffizienz und Verfügbarkeit</h2>
<p>Mit einem Preis von 1751 Euro bietet der Balanset-1A ein hervorragendes Preis-Leistungs-Verhältnis im Vergleich zu anderen Geräten auf dem Markt. Er ist sowohl für große Unternehmen als auch für kleine Werkstätten zugänglich, was ihn zu einer wertvollen Investition für alle macht, die die Qualität ihrer Produkte mit minimalen Kosten verbessern möchten.</p>
<h2>Fazit</h2>
<p>Der Balanset-1A ist ein vielseitiges, tragbares Balanciergerät, das sich ideal für Wartungs- und Reparaturarbeiten eignet. Sein intuitives Design, die hohe Genauigkeit der Messungen und die Flexibilität machen ihn zu einem unverzichtbaren Werkzeug für Techniker und Ingenieure. Mit seiner Unterstützung können Unternehmen nicht nur die Effizienz ihrer Maschinen steigern, sondern auch die Lebensdauer ihrer Ausrüstung verlängern.</p>
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