私たちの物語 - お金・経済・過去ログ No.73976

メッセージ数：1479520件

<1479520> Danielvep

■2025年01月20日月曜日 01時12分42秒

Most plane crashes are 窶�survivable窶�
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First, the good news. 窶弋he vast majority of aircraft accidents are survivable, and the majority of people in accidents survive,窶� says Galea. Since 1988, aircraft 窶� and the seats inside them 窶� 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, 窶彿t窶冱 possible to survive the trauma of the impact of the crash.窶�

For instance, he classes the initial Jeju Air incident as survivable 窶� an assumed bird strike, engine loss and belly landing on the runway, without functioning landing gear. 窶廩ad it not smashed into the concrete reinforced obstacle at the end of the runway, it窶冱 quite possible the majority, if not everyone, could have survived,窶� he says.

The Azerbaijan Airlines crash, on the other hand, he classes as a non-survivable accident, and calls it a 窶徇iracle窶� that anyone made it out alive.
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Most aircraft involved in accidents, however, are not 窶� as suspicion is growing over the Azerbaijan crash 窶� 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 窶徭urvivable窶� 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 窶� practiced with volunteers at the manufacturers窶� premises 窶� 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窶冱 Civil Aviation Authority (CAA) looking at the most 窶徭urvivable窶� 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 窶徭hattered many myths about aircraft evacuation,窶� he says. 窶弃rior 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.窶�

<1479519> HollyDam

■2025年01月20日月曜日 00時46分38秒

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<1479518> BrianBib

■2025年01月20日月曜日 00時39分11秒

New Glenn窶冱 first flight
Blue Origin formally announced the development of New Glenn 窶� which aims to outpower SpaceX窶冱 Falcon 9 rockets and haul spacecraft up to 45 metric tons (99,200 pounds) to orbit 窶� in 2016.
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The vehicle is long overdue, as the company previously targeted 2020 for its first launch.

Delays, however, are common in the aerospace industry. And the debut flight of a new vehicle is almost always significantly behind schedule.

Rocket companies also typically take a conservative approach to the first liftoff, launching dummy payloads such as hunks of metal or, as was the case with SpaceX窶冱 Falcon Heavy debut in 2018, an old cherry red sports car.
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Blue Origin has also branded itself as a company that aims to take a slow, diligent approach to rocket development that doesn窶冲窶彡ut any corners,窶� according to Bezos, who founded Blue Origin and funds the company.

The company窶冱 mascot is a tortoise, paying homage to 窶弋he Tortoise and the Hare窶� fable that made the 窶徭low and steady wins the race窶� mantra a childhood staple.

窶弩e believe slow is smooth and smooth is fast,窶� Bezos said in 2016. Those comments could be seen as an attempt to position Blue Origin as the anti-SpaceX, which is known to embrace speed and trial-and-error over slow, meticulous development processes.
But SpaceX has certainly won the race to orbit. The company窶冱 first orbital rocket, the Falcon 1, made a successful launch in September 2008. The company has deployed hundreds of missions to orbit since then.

And while SpaceX routinely destroys rockets during test flights as it begins developing a new rocket, the company has a solid track record for operational missions. SpaceX窶冱 Falcon 9 rocket, for example, has experienced two in-flight failures and one launchpad explosion but no catastrophic events during human missions.

<1479517> DavidCoawn

■2025年01月19日日曜日 23時57分46秒

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<1479516> CosmoflIli

■2025年01月19日日曜日 23時54分38秒

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<1479515> Tommykib

■2025年01月19日日曜日 23時51分09秒

New Glenn窶冱 first flight
Blue Origin formally announced the development of New Glenn 窶� which aims to outpower SpaceX窶冱 Falcon 9 rockets and haul spacecraft up to 45 metric tons (99,200 pounds) to orbit 窶� in 2016.
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The vehicle is long overdue, as the company previously targeted 2020 for its first launch.

Delays, however, are common in the aerospace industry. And the debut flight of a new vehicle is almost always significantly behind schedule.

Rocket companies also typically take a conservative approach to the first liftoff, launching dummy payloads such as hunks of metal or, as was the case with SpaceX窶冱 Falcon Heavy debut in 2018, an old cherry red sports car.
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Blue Origin has also branded itself as a company that aims to take a slow, diligent approach to rocket development that doesn窶冲窶彡ut any corners,窶� according to Bezos, who founded Blue Origin and funds the company.

The company窶冱 mascot is a tortoise, paying homage to 窶弋he Tortoise and the Hare窶� fable that made the 窶徭low and steady wins the race窶� mantra a childhood staple.

窶弩e believe slow is smooth and smooth is fast,窶� Bezos said in 2016. Those comments could be seen as an attempt to position Blue Origin as the anti-SpaceX, which is known to embrace speed and trial-and-error over slow, meticulous development processes.
But SpaceX has certainly won the race to orbit. The company窶冱 first orbital rocket, the Falcon 1, made a successful launch in September 2008. The company has deployed hundreds of missions to orbit since then.

And while SpaceX routinely destroys rockets during test flights as it begins developing a new rocket, the company has a solid track record for operational missions. SpaceX窶冱 Falcon 9 rocket, for example, has experienced two in-flight failures and one launchpad explosion but no catastrophic events during human missions.

<1479514> vdvdokf

■2025年01月19日日曜日 23時46分07秒

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<1479513> Ernestvab

■2025年01月19日日曜日 23時44分00秒

On a long-dormant pad in Florida, a rocket that could challenge SpaceX窶冱 dominance is poised to launch
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On a Florida launchpad that has been dormant for almost two decades, a new, roughly 320-foot (98-meter) rocket 窶� developed by Jeff Bezos窶� company Blue Origin 窶� is poised for its maiden flight.

The uncrewed launch vehicle, called New Glenn, will mark Blue Origin窶冱 first attempt to send a rocket to orbit, a feat necessary if the company hopes to chip away at SpaceX窶冱 long-held dominance in the industry.

New Glenn is set to lift off from Cape Canaveral Space Force Station as early as next week.
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The rocket, which stands about as tall as a 30-story building, consists of several parts: The first-stage rocket booster gives the initial thrust at liftoff. Atop the booster is an upper rocket stage that includes a cargo bay protected by a nose cone that will house experimental technology for this mission.

And, in an attempt to replicate the success that SpaceX has found reusing rocket boosters over the past decade, Blue Origin will also aim to guide New Glenn窶冱 first-stage rocket booster back to a safe landing on a seafaring platform 窶� named Jacklyn for Bezos窶� mother 窶� minutes after takeoff.

Like SpaceX, Blue Origin will seek to recover, refurbish and reuse first-stage rocket boosters to drive down costs.

For this inaugural mission, a smooth flight is not guaranteed.

But the eventual success of New Glenn, named after storied NASA astronaut John Glenn, is instrumental to some of Blue Origin窶冱 most ambitious goals.

The rocket could one day power national security launches, haul Amazon internet satellites to space and even help in the construction of a space station that Blue Origin is developing with commercial partners.

<1479512> Danielfuews

■2025年01月19日日曜日 23時35分24秒

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<1479511> Uhvhoa

■2025年01月19日日曜日 23時16分56秒

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■2025年01月19日日曜日 23時15分28秒

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<1479509> Tedmes

■2025年01月19日日曜日 22時56分34秒

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<1479508> ttibwgb

■2025年01月19日日曜日 22時46分06秒

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<1479507> MatthewBuike

■2025年01月19日日曜日 22時43分08秒

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窶冲 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 窶� 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窶冱 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窶冱 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.

<1479506> Frankisope

■2025年01月19日日曜日 22時37分43秒

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<1479505> Trentbig

■2025年01月19日日曜日 22時35分48秒

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<1479504> Ronaldpiect

■2025年01月19日日曜日 22時35分36秒

ﾐ曝ｮ亰舒亟ﾑ舒仍亳ﾑ�ｴ亠ﾑ� ﾑ采ｘｶ仄 "<a href="https://www.pravda.ru/realty/2150865-best-vei-ekspertiza/">ﾐ遭ｳﾑ�� ﾐ著ｳ亶</a>"! ﾐ攪ｼﾑ仄舒仍ﾑ堅ｻﾑ鋸ｷ从仂仂仗亠ﾑ舒ﾑｘｶ于, 从仂ﾑｘｼﾑﾑ鋸ｷﾑ舒弍仂ﾑｘｮ仍亟仍ﾑ� 仍ﾑﾐ莞黍ｹ. 丕仄亠仆ﾑ� 仆亠ﾑ§ｸ仂仍ﾑ堅ｸ仂亰仆舒从仂仄ﾑ錦� ﾑ∟ｳﾑ亠亰仆亳ﾑ� 亢亳仍ﾑ堅ｳ于亰ﾑ序ｹ亳, 仆亳从舒从亳ﾑ� 仗ﾑ亠ﾑｘｳ仆亰亳亶. ﾐ� ﾑｘｳ仗亠ﾑﾑ� 于ﾑ§ｳﾑ采ｘｼ仗ﾑ亠于ﾑ舒ﾑｘｶ仍亳于从舒从仂亶-ﾑｘｼﾑ�ｮﾑﾑ�. ﾐ攪ｮﾑ仂于仆仂仄仄亠ﾑ�ｘｳ窶� 仗亳ﾑ舒仄亳亟舒, 仄仂ﾑ�ｳ仆仆亳ﾑ∟ｳﾑ�ｘｰ仂, ﾑ�ｱ仂仍仂于仆ﾑ鋸ｳ亟亠仍舒. ﾐ� 亟仂从舒亰舒ﾑｘｳ仍ﾑ袴�ｘｰ舒亞亟亠? ﾐ曝ｮ亳ﾑ� 仆亠ﾑ�! 丶亠仆ﾑび仂弍舒仆从仆舒ﾑ�ｳ仍 "仗ﾑ亳亰仆舒从亳仗亳ﾑ舒仄亳亟ﾑ�". ﾐ囗ｮ从亳亠仗ﾑ亳亰仆舒从亳? 丼亠仍仂于亠从ﾑ� ﾑ�ｳﾑ�ｘｶ仍亠ﾑｘｻ亳仄仂仗ﾑ錦ｘｼ仄ﾑ舒弍仂ﾑび� 亳亟亳仗仍仂仄仂仄弍舒从舒仍舒于ﾑ舒ﾑ�ｘｼ-ﾑｘｼﾑｘｮ仄仆舒仗亳ﾑ§ｮ仍. ﾐ攪ｳﾑ§ｺ亠ﾑ�ｶﾑｘｳ. ﾐ据ｲ于仂从舒ﾑび� ﾑ∟ｳﾑｘｸ仂ﾑ§ｸ舒亰舒仍亳: 于ﾑ§ｳﾑ采ｘｼ仗ﾑ仂ﾑ�ｘｼ弍ﾑ�ｺ舒亢从亳, 从仂ﾑｘｼﾑﾑ鋸ｳ仆亳ﾑ∟ｳ亞仂仆亠亟仂从舒亰ﾑ鋸ｰ舒ﾑﾑ�. ﾐ攪ｼﾑ��ｲﾑ� 仗仍亠于舒ﾑび�, 仂仆亳ﾑび序ｻﾑτ� 于ﾑ亠仄ﾑ�, 仗ﾑ錦ｘｮﾑﾑび�� 于ﾑ鋸ｸﾑﾑτｘｶﾑび� 仂弍于亳仆亠仆亳亠. 丕 "<a href="https://www.pravda.ru/realty/2150865-best-vei-ekspertiza/">ﾐ遭ｳﾑ�� ﾐ著ｳ亶</a>" 仗仂仍仆仂仗舒亶ﾑ汚ｶ从仂于, 从仂ﾑｘｼﾑﾑ鋸ｳ亟仂于仂仍ﾑ堅ｻﾑ�. ﾐ椈ｻ亳ﾑ舒弍仂ﾑｘｮ仍亳仂ﾑｘｸﾑﾑ錦ｘｼ, 仗仂亰舒从仂仆ﾑ�. ﾐ� ﾑ�ｘｼﾑｘｳ仗亠ﾑﾑ�? ﾐ柘§ｳ仗仂亟舒ﾑ亠ﾑ�ｘｼ仄, 仍ﾑﾐ莞ｸ于ﾑ�ｼ从亠. ﾐ� ﾑｘｳ, 从ﾑｘｼﾑ�ｼﾑ∟ｳﾑ� 仗仂仍ﾑτ∟ｶﾑび� 于ﾑ鋸ｱ仂亟ﾑ�, 仂弍于亳仆ﾑ肖ﾑ� 从仂仂仗亠ﾑ舒ﾑｘｶ于于ﾑ§ｰ仂亳ﾑ� 仗ﾑ仂弍仍亠仄舒ﾑ�. 丐仂仍ﾑ堅ｸ仂于仂ﾑ� 仗ﾑ仂弍仍亠仄舒仆亠于 "<a href="https://www.pravda.ru/realty/2150865-best-vei-ekspertiza/">ﾐ遭ｳﾑ�� ﾐ著ｳ亶</a>", 舒于ﾑｘｼ仄, ﾑ�ｘｼ从仂仄ﾑ�-ﾑｘｼ于ﾑ鋸ｱ仂亟仆仂亳ﾑ� ﾑ�ｻ亳ﾑ�ｘｼ亢亳ﾑび�.

<1479503> Phillipuselp

■2025年01月19日日曜日 22時35分29秒

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<1479502> Kennethlob

■2025年01月19日日曜日 22時32分02秒

Most plane crashes are 窶�survivable窶�
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First, the good news. 窶弋he vast majority of aircraft accidents are survivable, and the majority of people in accidents survive,窶� says Galea. Since 1988, aircraft 窶� and the seats inside them 窶� 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, 窶彿t窶冱 possible to survive the trauma of the impact of the crash.窶�

For instance, he classes the initial Jeju Air incident as survivable 窶� an assumed bird strike, engine loss and belly landing on the runway, without functioning landing gear. 窶廩ad it not smashed into the concrete reinforced obstacle at the end of the runway, it窶冱 quite possible the majority, if not everyone, could have survived,窶� he says.

The Azerbaijan Airlines crash, on the other hand, he classes as a non-survivable accident, and calls it a 窶徇iracle窶� that anyone made it out alive.
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Most aircraft involved in accidents, however, are not 窶� as suspicion is growing over the Azerbaijan crash 窶� 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 窶徭urvivable窶� 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 窶� practiced with volunteers at the manufacturers窶� premises 窶� 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窶冱 Civil Aviation Authority (CAA) looking at the most 窶徭urvivable窶� 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 窶徭hattered many myths about aircraft evacuation,窶� he says. 窶弃rior 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.窶�

<1479501> DannyNaish

■2025年01月19日日曜日 22時28分02秒

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