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Welcome to Cow Swap: Your Gateway to Easy Crypto Trading
In the ever-evolving world of cryptocurrency, Cow Swap has emerged as a reliable and efficient platform for traders. Whether you're a seasoned investor or a newcomer to the crypto space, understanding how Cow Swap operates can enhance your trading experience.

Why Choose Cow Swap?
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Cow Swap offers several benefits that make it a preferred choice for many traders:

Decentralized Platform: Enjoy the security and privacy of trading on a decentralized exchange without any intermediaries.
Cost Efficiency: Lower transaction fees compared to traditional exchanges.
User-Friendly Interface: Simplifies the trading process, making it accessible for everyone.
No Sign-Up Required: Start trading without the hassle of creating an account.
How Cow Swap Works
Cow Swap utilizes a unique approach named CoW Protocol (Coincidence of Wants). This protocol matches traders’ orders without requiring them to be actively involved in the trade execution process. Here's how it works:

Order Submission: Traders submit their buy or sell orders to the platform.
Order Matching: The platform uses the CoW Protocol to match these orders based on the best possible deal.
Settlement: Once a match is found, the trade is executed swiftly and securely.
Tips for Getting Started on Cow Swap
To make the most out of your Cow Swap experience, consider the following tips:

Stay Informed: Always check the latest trends and market updates to make informed decisions.
Secure Your Assets: Utilize hardware wallets for added security of your funds.
Use Test Networks: Familiarize yourself with the platform using test networks before making large transactions.
Frequently Asked Questions
Many traders have questions when first encountering Cow Swap. Here are a few common queries:

Is Cow Swap safe to use?
Yes, Cow Swap is designed with top-notch security, utilizing the decentralized nature of blockchain technology to keep your transactions safe.

Do I need a wallet to use Cow Swap?
Yes, you will need a compatible cryptocurrency wallet to connect and trade on Cow Swap.

What cryptocurrencies can I trade on Cow Swap?
Cow Swap supports a wide variety of cryptocurrencies, allowing you to trade your preferred coins seamlessly.

By leveraging the strengths of Cow Swap, traders can efficiently and securely navigate the crypto landscape. Start exploring the possibilities today and enhance your trading experience!

Welcome to Bungee Exchange
In the dynamic world of cryptocurrency, the ability to exchange currencies securely and efficiently is crucial. Bungee Exchange offers a seamless platform that caters to both beginners and experienced traders alike.
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Why Choose Bungee Exchange?
Bungee Exchange stands out as a top choice for currency swaps due to its:

User-Friendly Interface: Designed with simplicity in mind, the platform allows users to navigate with ease.
Robust Security Measures: Your transactions are protected with state-of-the-art security protocols.
Wide Range of Supported Currencies: Bungee Exchange supports a variety of cryptocurrencies to meet diverse trading needs.
Key Features
Here are some key features that make Bungee Exchange an attractive choice:

Instant Transactions: Benefit from quick processing times that facilitate rapid exchanges.
Competitive Exchange Rates: Receive favorable rates that maximize the value of your trades.
24/7 Customer Support: Access reliable support whenever you need assistance or have queries.
How to Use Bungee Exchange
Getting started with Bungee Exchange is straightforward. Follow these steps:

Sign Up: Create an account by providing your email and setting a secure password.
Verify Identity: Complete the KYC process to ensure safety and compliance.
Select Exchange Pair: Choose the currencies you wish to swap.
Confirm Transaction: Review the details and confirm your trade to initiate the exchange.
Conclusion
Whether you are a seasoned trader or just getting started, Bungee Exchange offers a streamlined platform for effective cryptocurrency swaps. With its emphasis on security, user-friendliness, and efficiency, you can trade with confidence. Discover the potential of Bungee Exchange today and take control of your cryptocurrency transactions with ease.

What is Curve Finance?
Curve Finance is a decentralized exchange platform designed to facilitate low-cost, low-slippage trades of stablecoins and other assets. Built on the Ethereum network, Curve.fi optimizes trading and liquidity provision, making it a popular choice among decentralized finance (DeFi) users.
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How Does Curve Finance Work?
Curve Finance employs an automated market maker (AMM) model, which eliminates the need for traditional order books. Instead, it uses liquidity pools to match trades and provide liquidity. This system is particularly effective for stablecoin exchanges, where price fluctuations are minimal.

Key Features of Curve Finance
Low Slippage: By focusing on stablecoins, Curve minimizes price volatility during trades.
Efficient Trading: Curve's AMM model enables quick and efficient transactions.
Liquidity Incentives: Users providing liquidity earn rewards in the form of trading fees and CRV tokens.
Benefits of Using Curve Finance
Curve Finance offers numerous benefits for users looking to optimize their cryptocurrency trading experience:

Competitive Rates: By reducing slippage and transaction fees, Curve provides a cost-effective solution for stablecoin trades.
Decentralized Control: Users benefit from the security and autonomy of a decentralized network.
Yield Farming Opportunities: Beyond trading, users can engage in yield farming, earning additional income by supplying liquidity.
How to Get Started with Curve Finance
To begin using Curve, you need an Ethereum wallet, such as MetaMask, and some ETH to cover gas fees. Here's a quick guide to get you started:

Connect your Ethereum wallet to Curve.fi.
Select a trading pair from the available liquidity pools.
Enter the amount you wish to trade or provide as liquidity.
Confirm the transaction and pay the necessary gas fees.
By following these simple steps, you can start taking advantage of the low-cost, low-slippage trades that Curve Finance offers.

Conclusion
Curve Finance is a robust platform for anyone looking to engage in efficient cryptocurrency trading. With its focus on stablecoins and low slippage, Curve.fi provides users with an optimized trading experience backed by the security of decentralized finance. Whether you're a trader or a liquidity provider, Curve Finance offers tools and incentives to enhance your DeFi journey.

Welcome to DeBank: Your Premier DeFi Portfolio Manager
In the ever-evolving world of decentralized finance (DeFi), managing and tracking your digital assets is crucial. DeBank offers an innovative solution for users to seamlessly manage their DeFi investments, providing a comprehensive overview of their digital portfolio.
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Why Choose DeBank for Your DeFi Needs?
DeBank simplifies the complex landscape of DeFi by offering tools and insights that empower users to make informed decisions. Here's why you should consider using DeBank:

Comprehensive Asset Management: Track all your DeFi investments in one place for a holistic view of your financial health.
Portfolio Optimization: Enhance your investment strategy with the help of detailed analytics and insights.
Security and Privacy: Enjoy peace of mind knowing your data is protected with top-tier security protocols.
Key Features of DeBank
DeBank stands out with its robust set of features designed to accommodate both novice and experienced investors alike:

Real-time Data Tracking: Stay updated with live data feeds that keep you informed about market trends and price changes.
Wallet Integration: Connect multiple crypto wallets to manage and view your assets seamlessly.
Customizable Dashboard: Tailor your dashboard to display the metrics and assets that matter most to you.
Getting Started with DeBank
Setting up your DeBank account is a straightforward process:

Create an Account: Sign up with your email or integrate with your crypto wallet.
Connect Your Wallet: Securely link your existing crypto wallets to start tracking your investments.
Explore the Dashboard: Customize your interface to monitor your DeFi activities effectively.
DeBank offers an intuitive and user-friendly platform that caters to the diverse needs of DeFi enthusiasts. Whether you're looking to track your assets or optimize your investment strategy, DeBank provides the tools and insights needed to succeed in the DeFi space.

Join the DeFi Revolution with DeBank
As the DeFi market continues to expand, staying ahead is crucial. DeBank equips you with the knowledge and tools to harness the full potential of decentralized finance. today and take control of your financial future!

Welcome to DeFiLlama: The DeFi Data Powerhouse
In the ever-evolving world of decentralized finance, staying informed is crucial. DeFiLlama stands out as a comprehensive platform offering in-depth analytics and insights into the DeFi ecosystem. Whether you're a seasoned investor or new to DeFi, DeFiLlama provides the tools and data you need to make informed decisions.
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Why Choose DeFiLlama?
DeFiLlama excels in delivering unbiased, reliable data that the crypto community can trust. Here’s why it’s a favorite among DeFi enthusiasts:

Complete Transparency: DeFiLlama offers an open data approach, ensuring transparency and accuracy in all metrics provided.
Extensive Coverage: With data on a wide array of DeFi protocols, it provides the most comprehensive DeFi analytics available.
User-Friendly Interface: Navigate easily through DeFiLlama’s clear layout and access the data you need quickly.
Regular Updates: Stay current with frequent updates, delivering the latest DeFi data.
Explore Key Features
Total Value Locked (TVL): One of the most important metrics in the DeFi space, TVL indicates the amount of assets locked in DeFi protocols. DeFiLlama tracks TVL across multiple chains, providing a comprehensive view of where value is being generated.

Protocol Rankings: Discover which DeFi protocols are leading the pack. DeFiLlama’s rankings help you track the top-performing projects across various chains.

Chain Analysis: Beyond individual protocols, DeFiLlama offers insights into how different blockchain networks compare in terms of ecosystem growth and performance.

Community and Collaboration
DeFiLlama believes in the power of community feedback and collaboration. They continuously improve their offerings based on community input, ensuring the platform meets the evolving needs of its users.

Join the growing community of DeFi enthusiasts who trust DeFiLlama for their data needs.

Start Your DeFi Journey Today
Whether you’re new to DeFi or looking to deepen your understanding, DeFiLlama is your go-to resource for data that helps drive decisions. Dive into the world of decentralized finance with all the information you need at your fingertips.

Visit today and explore the future of finance!

Explore Blockchain Networks with Chainlist
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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What is Chainlist?
Chainlist is a user-friendly platform designed to help you connect easily to different blockchain networks. It ensures you can access the required network settings, thereby facilitating the process of connecting your wallet to these networks reliably.

Features of Chainlist
Comprehensive Listings: Access an extensive list of blockchain networks.
Easy Connection: Connect to networks directly through your wallet interface with just a few clicks.
Up-to-date Information: Keep up with the latest network updates and technical details.
Why Use Chainlist?
Chainlist offers a seamless experience for users who need to navigate the myriad of blockchain networks available today. Whether you are a developer, a crypto enthusiast, or someone new to the crypto space, Chainlist provides:

Accessibility: Simplifies accessing various networks without needing deep technical knowledge.
Efficiency: Save time by using Chainlist's straightforward interface to find and connect to networks.
Reliability: Depend on updated settings to ensure smooth transitions between networks.
How to Use Chainlist
Using Chainlist is intuitive. Here’s a simple guide to get started:

Visit the Chainlist website.
Browse through the list of available networks.
Find your preferred network and click 'Add to Wallet'.
Follow any additional prompts to complete the connection.
Once you're connected, you can start exploring the decentralized applications (dApps) and services that the blockchain network offers.

Conclusion
With Chainlist, accessing the blockchain world is no longer overwhelming. Its user-centric platform reduces complexity, making it an invaluable tool for anyone looking to explore or develop on different blockchain platforms. From seamless wallet integration to accurate network data, Chainlist paves the way for blockchain accessibility and innovation.

Check out today and start your journey into the decentralized future.

What’s on board this flight
Blue Origin had planned to launch a pair of Mars-bound satellites on behalf of NASA for the first flight of New Glenn.

But delays with the rocket’s development prompted the space agency to change course, moving that flight to this spring at the earliest. So for this inaugural flight, Blue Origin opted to instead fly a “demonstrator” that will test technology needed for the company’s proposed Blue Ring spacecraft — which will aim to serve as a sort of in-space rideshare vehicle, dragging satellites deeper into space when needed.
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The demonstrator on this New Glenn flight will remain aboard the rocket for the entire six-hour flight, Blue Origin said, and it will validate “communications capabilities from orbit to ground” as well as “test its in-space telemetry, tracking and command hardware, and ground-based radiometric tracking.”

The Blue Ring Pathfinder demonstrator is part of a deal Blue Origin inked with the US Department of Defense’s Defense Innovation Unit.
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Why Blue Origin wants to reuse rockets
Similar to SpaceX, Blue Origin is aiming to recover and refly its first-stage rocket boosters in a bid to make launches less expensive.

“Reusability is integral to radically reducing cost-per-launch,” the company said in a recent news release, using the same oft-repeated sentiment that SpaceX has touted since it began landing rocket boosters in 2015.
Bezos, however, has acknowledged the importance of reusing rocket parts since he founded the company in 2000 — two years before Musk established SpaceX. And the company has already developed its suborbital New Shepard tourism rocket to be reusable.
“It’s not a copy cat game,” Henry said. “Blue Origin has been pursuing reusable vehicles since before reusable vehicles were cool. Now it’s much more of a mainstream idea (because of SpaceX). The difference is that it’s taken Blue Origin so much longer to get to orbit.”

If successful, returning the New Glenn rocket booster for a safe landing will be a stunning feat. After expending most of its fuel to propel the rocket’s upper stage to space, the first-stage booster will need to make a clean separation. The booster must then maneuver with pinpoint guidance and reignite its engines with precision timing to avoid crashing into the ocean or the Jacklyn recovery platform.

What New Glenn will do
In some ways, New Glenn has already made its mark on the launch industry. Blue Origin has for years pitched the rocket to compete with both SpaceX and United Launch Alliance — a joint venture of Boeing and Lockheed Martin that buys engines from Blue Origin — for lucrative military launch contracts.
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The US Space Force selected Blue Origin, ULA and SpaceX in June to compete for $5.6 billion worth of Pentagon contracts for national security missions slated to launch over the next four years.
Blue Origin also has deals with several commercial companies to launch satellites. The contracts include plans to help deploy Amazon’s Kuiper internet satellites and a recently inked deal with AST SpaceMobile to help launch the Midland, Texas-based company’s space-based cellular broadband network.

New Glenn could also be instrumental in building Blue Origin’s planned space station, called Orbital Reef. Blue Origin and it commercial partners, including Sierra Space and Boeing, among others, hope the station will one day provide a new destination for astronauts as the International Space Station is phased out of service.
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New Glenn vs. other powerful rockets
New Glenn packs significant power. Dubbed a “heavy-lift” vehicle, its capabilities lie between SpaceX’s Falcon 9 rocket and the more powerful Falcon Heavy launch vehicle.

SpaceX’s workhorse Falcon 9, for example, can haul up to 22.8 metric tons (50,265 pounds) to space. While New Glenn is capable of carrying about double that mass, it may also be roughly the same price as a Falcon 9: reportedly around $60 million to $70 million per launch.

“I think in order to compete with Falcon 9, you have to go head-to-head or better on price,” said Caleb Henry, the director of research at Quilty Space, which provides data and analysis about the space sector.

The question, however, is whether Blue Origin will be able to sustain a competitive price point, Henry added.

Still, one feature that makes New Glenn stand out is its large payload fairing, or nose cone. The component protects the cargo bay and is a whopping 23 feet (7 meters) wide — nearly 6 feet (2 meters) larger than that of SpaceX’s Falcon 9 or Falcon Heavy.

Henry said Blue Origin likely opted to outfit New Glenn with such a large fairing in order to help fulfill Bezos’ vision of the future.

On a long-dormant pad in Florida, a rocket that could challenge SpaceX’s 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 — developed by Jeff Bezos’ company Blue Origin — is poised for its maiden flight.

The uncrewed launch vehicle, called New Glenn, will mark Blue Origin’s first attempt to send a rocket to orbit, a feat necessary if the company hopes to chip away at SpaceX’s 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’s first-stage rocket booster back to a safe landing on a seafaring platform — named Jacklyn for Bezos’ mother — 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’s 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.

What’s on board this flight
Blue Origin had planned to launch a pair of Mars-bound satellites on behalf of NASA for the first flight of New Glenn.

But delays with the rocket’s development prompted the space agency to change course, moving that flight to this spring at the earliest. So for this inaugural flight, Blue Origin opted to instead fly a “demonstrator” that will test technology needed for the company’s proposed Blue Ring spacecraft — which will aim to serve as a sort of in-space rideshare vehicle, dragging satellites deeper into space when needed.
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The demonstrator on this New Glenn flight will remain aboard the rocket for the entire six-hour flight, Blue Origin said, and it will validate “communications capabilities from orbit to ground” as well as “test its in-space telemetry, tracking and command hardware, and ground-based radiometric tracking.”

The Blue Ring Pathfinder demonstrator is part of a deal Blue Origin inked with the US Department of Defense’s Defense Innovation Unit.
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Why Blue Origin wants to reuse rockets
Similar to SpaceX, Blue Origin is aiming to recover and refly its first-stage rocket boosters in a bid to make launches less expensive.

“Reusability is integral to radically reducing cost-per-launch,” the company said in a recent news release, using the same oft-repeated sentiment that SpaceX has touted since it began landing rocket boosters in 2015.
Bezos, however, has acknowledged the importance of reusing rocket parts since he founded the company in 2000 — two years before Musk established SpaceX. And the company has already developed its suborbital New Shepard tourism rocket to be reusable.
“It’s not a copy cat game,” Henry said. “Blue Origin has been pursuing reusable vehicles since before reusable vehicles were cool. Now it’s much more of a mainstream idea (because of SpaceX). The difference is that it’s taken Blue Origin so much longer to get to orbit.”

If successful, returning the New Glenn rocket booster for a safe landing will be a stunning feat. After expending most of its fuel to propel the rocket’s upper stage to space, the first-stage booster will need to make a clean separation. The booster must then maneuver with pinpoint guidance and reignite its engines with precision timing to avoid crashing into the ocean or the Jacklyn recovery platform.

What New Glenn will do
In some ways, New Glenn has already made its mark on the launch industry. Blue Origin has for years pitched the rocket to compete with both SpaceX and United Launch Alliance — a joint venture of Boeing and Lockheed Martin that buys engines from Blue Origin — for lucrative military launch contracts.
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The US Space Force selected Blue Origin, ULA and SpaceX in June to compete for $5.6 billion worth of Pentagon contracts for national security missions slated to launch over the next four years.
Blue Origin also has deals with several commercial companies to launch satellites. The contracts include plans to help deploy Amazon’s Kuiper internet satellites and a recently inked deal with AST SpaceMobile to help launch the Midland, Texas-based company’s space-based cellular broadband network.

New Glenn could also be instrumental in building Blue Origin’s planned space station, called Orbital Reef. Blue Origin and it commercial partners, including Sierra Space and Boeing, among others, hope the station will one day provide a new destination for astronauts as the International Space Station is phased out of service.
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New Glenn vs. other powerful rockets
New Glenn packs significant power. Dubbed a “heavy-lift” vehicle, its capabilities lie between SpaceX’s Falcon 9 rocket and the more powerful Falcon Heavy launch vehicle.

SpaceX’s workhorse Falcon 9, for example, can haul up to 22.8 metric tons (50,265 pounds) to space. While New Glenn is capable of carrying about double that mass, it may also be roughly the same price as a Falcon 9: reportedly around $60 million to $70 million per launch.

“I think in order to compete with Falcon 9, you have to go head-to-head or better on price,” said Caleb Henry, the director of research at Quilty Space, which provides data and analysis about the space sector.

The question, however, is whether Blue Origin will be able to sustain a competitive price point, Henry added.

Still, one feature that makes New Glenn stand out is its large payload fairing, or nose cone. The component protects the cargo bay and is a whopping 23 feet (7 meters) wide — nearly 6 feet (2 meters) larger than that of SpaceX’s Falcon 9 or Falcon Heavy.

Henry said Blue Origin likely opted to outfit New Glenn with such a large fairing in order to help fulfill Bezos’ vision of the future.

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.
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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.”

What New Glenn will do
In some ways, New Glenn has already made its mark on the launch industry. Blue Origin has for years pitched the rocket to compete with both SpaceX and United Launch Alliance — a joint venture of Boeing and Lockheed Martin that buys engines from Blue Origin — for lucrative military launch contracts.
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The US Space Force selected Blue Origin, ULA and SpaceX in June to compete for $5.6 billion worth of Pentagon contracts for national security missions slated to launch over the next four years.
Blue Origin also has deals with several commercial companies to launch satellites. The contracts include plans to help deploy Amazon’s Kuiper internet satellites and a recently inked deal with AST SpaceMobile to help launch the Midland, Texas-based company’s space-based cellular broadband network.

New Glenn could also be instrumental in building Blue Origin’s planned space station, called Orbital Reef. Blue Origin and it commercial partners, including Sierra Space and Boeing, among others, hope the station will one day provide a new destination for astronauts as the International Space Station is phased out of service.
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New Glenn vs. other powerful rockets
New Glenn packs significant power. Dubbed a “heavy-lift” vehicle, its capabilities lie between SpaceX’s Falcon 9 rocket and the more powerful Falcon Heavy launch vehicle.

SpaceX’s workhorse Falcon 9, for example, can haul up to 22.8 metric tons (50,265 pounds) to space. While New Glenn is capable of carrying about double that mass, it may also be roughly the same price as a Falcon 9: reportedly around $60 million to $70 million per launch.

“I think in order to compete with Falcon 9, you have to go head-to-head or better on price,” said Caleb Henry, the director of research at Quilty Space, which provides data and analysis about the space sector.

The question, however, is whether Blue Origin will be able to sustain a competitive price point, Henry added.

Still, one feature that makes New Glenn stand out is its large payload fairing, or nose cone. The component protects the cargo bay and is a whopping 23 feet (7 meters) wide — nearly 6 feet (2 meters) larger than that of SpaceX’s Falcon 9 or Falcon Heavy.

Henry said Blue Origin likely opted to outfit New Glenn with such a large fairing in order to help fulfill Bezos’ vision of the future.

What New Glenn will do
In some ways, New Glenn has already made its mark on the launch industry. Blue Origin has for years pitched the rocket to compete with both SpaceX and United Launch Alliance — a joint venture of Boeing and Lockheed Martin that buys engines from Blue Origin — for lucrative military launch contracts.
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The US Space Force selected Blue Origin, ULA and SpaceX in June to compete for $5.6 billion worth of Pentagon contracts for national security missions slated to launch over the next four years.
Blue Origin also has deals with several commercial companies to launch satellites. The contracts include plans to help deploy Amazon’s Kuiper internet satellites and a recently inked deal with AST SpaceMobile to help launch the Midland, Texas-based company’s space-based cellular broadband network.

New Glenn could also be instrumental in building Blue Origin’s planned space station, called Orbital Reef. Blue Origin and it commercial partners, including Sierra Space and Boeing, among others, hope the station will one day provide a new destination for astronauts as the International Space Station is phased out of service.
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New Glenn vs. other powerful rockets
New Glenn packs significant power. Dubbed a “heavy-lift” vehicle, its capabilities lie between SpaceX’s Falcon 9 rocket and the more powerful Falcon Heavy launch vehicle.

SpaceX’s workhorse Falcon 9, for example, can haul up to 22.8 metric tons (50,265 pounds) to space. While New Glenn is capable of carrying about double that mass, it may also be roughly the same price as a Falcon 9: reportedly around $60 million to $70 million per launch.

“I think in order to compete with Falcon 9, you have to go head-to-head or better on price,” said Caleb Henry, the director of research at Quilty Space, which provides data and analysis about the space sector.

The question, however, is whether Blue Origin will be able to sustain a competitive price point, Henry added.

Still, one feature that makes New Glenn stand out is its large payload fairing, or nose cone. The component protects the cargo bay and is a whopping 23 feet (7 meters) wide — nearly 6 feet (2 meters) larger than that of SpaceX’s Falcon 9 or Falcon Heavy.

Henry said Blue Origin likely opted to outfit New Glenn with such a large fairing in order to help fulfill Bezos’ vision of the future.

What’s on board this flight
Blue Origin had planned to launch a pair of Mars-bound satellites on behalf of NASA for the first flight of New Glenn.

But delays with the rocket’s development prompted the space agency to change course, moving that flight to this spring at the earliest. So for this inaugural flight, Blue Origin opted to instead fly a “demonstrator” that will test technology needed for the company’s proposed Blue Ring spacecraft — which will aim to serve as a sort of in-space rideshare vehicle, dragging satellites deeper into space when needed.
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The demonstrator on this New Glenn flight will remain aboard the rocket for the entire six-hour flight, Blue Origin said, and it will validate “communications capabilities from orbit to ground” as well as “test its in-space telemetry, tracking and command hardware, and ground-based radiometric tracking.”

The Blue Ring Pathfinder demonstrator is part of a deal Blue Origin inked with the US Department of Defense’s Defense Innovation Unit.
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Why Blue Origin wants to reuse rockets
Similar to SpaceX, Blue Origin is aiming to recover and refly its first-stage rocket boosters in a bid to make launches less expensive.

“Reusability is integral to radically reducing cost-per-launch,” the company said in a recent news release, using the same oft-repeated sentiment that SpaceX has touted since it began landing rocket boosters in 2015.
Bezos, however, has acknowledged the importance of reusing rocket parts since he founded the company in 2000 — two years before Musk established SpaceX. And the company has already developed its suborbital New Shepard tourism rocket to be reusable.
“It’s not a copy cat game,” Henry said. “Blue Origin has been pursuing reusable vehicles since before reusable vehicles were cool. Now it’s much more of a mainstream idea (because of SpaceX). The difference is that it’s taken Blue Origin so much longer to get to orbit.”

If successful, returning the New Glenn rocket booster for a safe landing will be a stunning feat. After expending most of its fuel to propel the rocket’s upper stage to space, the first-stage booster will need to make a clean separation. The booster must then maneuver with pinpoint guidance and reignite its engines with precision timing to avoid crashing into the ocean or the Jacklyn recovery platform.

Hamas is expected to release 33 hostages during the first phase of an emerging ceasefire agreement being finalized by negotiators in Doha, two Israeli officials said, the first positive sign in months that a truce in the Israel-Hamas war may be in sight.
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Officials have expressed cautious optimism that a deal could soon be announced to halt 15 months of fighting that has destabilized the Middle East and devastated Gaza, allow for more aid into the besieged Palestinian enclave, and ensure the return of dozens of hostages held by Hamas since its attack on Israel on October 7, 2023.

Hamas and its allies still hold 94 of the 251 hostages taken from Israel, including at least 34 of whom are dead, according to the Israeli government.
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Israel believes that most of the 33 hostages to be released in the first phase of the deal are alive, a senior Israeli official told reporters on Monday, but the bodies of dead captives will also likely be among those released. The first phase would take place over an initial 42-day ceasefire.

The senior Israeli official said the parties appear to be on the verge of an agreement and that Israel is prepared to immediately implement the deal once it has been inked.

US President Joe Biden expressed similar optimism in a speech Monday focused on foreign policy, saying the United States was “pressing hard to close this.”

“The deal we have structured would free the hostages, halt the fighting, provide security to Israel, and allow us to significantly surge humanitarian assistance to the Palestinians who suffered terribly in this war that Hamas started. They have been through hell,” Biden said

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.

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.”

What New Glenn will do
In some ways, New Glenn has already made its mark on the launch industry. Blue Origin has for years pitched the rocket to compete with both SpaceX and United Launch Alliance — a joint venture of Boeing and Lockheed Martin that buys engines from Blue Origin — for lucrative military launch contracts.
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The US Space Force selected Blue Origin, ULA and SpaceX in June to compete for $5.6 billion worth of Pentagon contracts for national security missions slated to launch over the next four years.
Blue Origin also has deals with several commercial companies to launch satellites. The contracts include plans to help deploy Amazon’s Kuiper internet satellites and a recently inked deal with AST SpaceMobile to help launch the Midland, Texas-based company’s space-based cellular broadband network.

New Glenn could also be instrumental in building Blue Origin’s planned space station, called Orbital Reef. Blue Origin and it commercial partners, including Sierra Space and Boeing, among others, hope the station will one day provide a new destination for astronauts as the International Space Station is phased out of service.
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New Glenn vs. other powerful rockets
New Glenn packs significant power. Dubbed a “heavy-lift” vehicle, its capabilities lie between SpaceX’s Falcon 9 rocket and the more powerful Falcon Heavy launch vehicle.

SpaceX’s workhorse Falcon 9, for example, can haul up to 22.8 metric tons (50,265 pounds) to space. While New Glenn is capable of carrying about double that mass, it may also be roughly the same price as a Falcon 9: reportedly around $60 million to $70 million per launch.

“I think in order to compete with Falcon 9, you have to go head-to-head or better on price,” said Caleb Henry, the director of research at Quilty Space, which provides data and analysis about the space sector.

The question, however, is whether Blue Origin will be able to sustain a competitive price point, Henry added.

Still, one feature that makes New Glenn stand out is its large payload fairing, or nose cone. The component protects the cargo bay and is a whopping 23 feet (7 meters) wide — nearly 6 feet (2 meters) larger than that of SpaceX’s Falcon 9 or Falcon Heavy.

Henry said Blue Origin likely opted to outfit New Glenn with such a large fairing in order to help fulfill Bezos’ vision of the future.

What’s on board this flight
Blue Origin had planned to launch a pair of Mars-bound satellites on behalf of NASA for the first flight of New Glenn.

But delays with the rocket’s development prompted the space agency to change course, moving that flight to this spring at the earliest. So for this inaugural flight, Blue Origin opted to instead fly a “demonstrator” that will test technology needed for the company’s proposed Blue Ring spacecraft — which will aim to serve as a sort of in-space rideshare vehicle, dragging satellites deeper into space when needed.
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The demonstrator on this New Glenn flight will remain aboard the rocket for the entire six-hour flight, Blue Origin said, and it will validate “communications capabilities from orbit to ground” as well as “test its in-space telemetry, tracking and command hardware, and ground-based radiometric tracking.”

The Blue Ring Pathfinder demonstrator is part of a deal Blue Origin inked with the US Department of Defense’s Defense Innovation Unit.
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Why Blue Origin wants to reuse rockets
Similar to SpaceX, Blue Origin is aiming to recover and refly its first-stage rocket boosters in a bid to make launches less expensive.

“Reusability is integral to radically reducing cost-per-launch,” the company said in a recent news release, using the same oft-repeated sentiment that SpaceX has touted since it began landing rocket boosters in 2015.
Bezos, however, has acknowledged the importance of reusing rocket parts since he founded the company in 2000 — two years before Musk established SpaceX. And the company has already developed its suborbital New Shepard tourism rocket to be reusable.
“It’s not a copy cat game,” Henry said. “Blue Origin has been pursuing reusable vehicles since before reusable vehicles were cool. Now it’s much more of a mainstream idea (because of SpaceX). The difference is that it’s taken Blue Origin so much longer to get to orbit.”

If successful, returning the New Glenn rocket booster for a safe landing will be a stunning feat. After expending most of its fuel to propel the rocket’s upper stage to space, the first-stage booster will need to make a clean separation. The booster must then maneuver with pinpoint guidance and reignite its engines with precision timing to avoid crashing into the ocean or the Jacklyn recovery platform.

Most plane crashes are ‘survivable’
<a href=https://kra26c.cc>kraken тор</a>
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.

What’s on board this flight
Blue Origin had planned to launch a pair of Mars-bound satellites on behalf of NASA for the first flight of New Glenn.

But delays with the rocket’s development prompted the space agency to change course, moving that flight to this spring at the earliest. So for this inaugural flight, Blue Origin opted to instead fly a “demonstrator” that will test technology needed for the company’s proposed Blue Ring spacecraft — which will aim to serve as a sort of in-space rideshare vehicle, dragging satellites deeper into space when needed.
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The demonstrator on this New Glenn flight will remain aboard the rocket for the entire six-hour flight, Blue Origin said, and it will validate “communications capabilities from orbit to ground” as well as “test its in-space telemetry, tracking and command hardware, and ground-based radiometric tracking.”

The Blue Ring Pathfinder demonstrator is part of a deal Blue Origin inked with the US Department of Defense’s Defense Innovation Unit.
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Why Blue Origin wants to reuse rockets
Similar to SpaceX, Blue Origin is aiming to recover and refly its first-stage rocket boosters in a bid to make launches less expensive.

“Reusability is integral to radically reducing cost-per-launch,” the company said in a recent news release, using the same oft-repeated sentiment that SpaceX has touted since it began landing rocket boosters in 2015.
Bezos, however, has acknowledged the importance of reusing rocket parts since he founded the company in 2000 — two years before Musk established SpaceX. And the company has already developed its suborbital New Shepard tourism rocket to be reusable.
“It’s not a copy cat game,” Henry said. “Blue Origin has been pursuing reusable vehicles since before reusable vehicles were cool. Now it’s much more of a mainstream idea (because of SpaceX). The difference is that it’s taken Blue Origin so much longer to get to orbit.”

If successful, returning the New Glenn rocket booster for a safe landing will be a stunning feat. After expending most of its fuel to propel the rocket’s upper stage to space, the first-stage booster will need to make a clean separation. The booster must then maneuver with pinpoint guidance and reignite its engines with precision timing to avoid crashing into the ocean or the Jacklyn recovery platform.

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.

Chile’s President Boric leads journey to South Pole in historic trip
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Chile’s President Gabriel Boric travelled to Antarctica’s South Pole on Friday, a place where no other Latin American president has set foot, according to the Chilean government.

Boric led the historic two-day trip, named Operation Pole Star III, to extend the environmental monitoring of pollutants on Antarctica, Chile’s government said in a statement.

He travelled with scientists, armed forces commanders and government ministers from the Chilean capital of Santiago to Punta Arenas, a city in southern Chile, public broadcaster Television Nacional de Chile (TVN) reported. From there, they made several stops before finally reaching the US-run Amundsen-Scott South Pole Station, according to TVN.
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Chile is one of seven countries that has a territorial claim in Antarctica, alongside Argentina, Australia, France, New Zealand, Norway and the United Kingdom.

It is also a signatory of the Antarctic Treaty, which dictates that the continent may only be used for peaceful and scientific purposes.

While Chile has historically carried out scientific activity in Antarctica’s northern sector, the country’s government is now hoping to expand research into the west of the continent, its statement said.
Boric called his trip to the South Pole an “honor” and a source of pride, TVN reported.

“This is a milestone for us. It is the first time a Chilean and Latin American President has visited the South Pole,” he said, according to TVN.

New Glenn’s first flight
Blue Origin formally announced the development of New Glenn — which aims to outpower SpaceX’s Falcon 9 rockets and haul spacecraft up to 45 metric tons (99,200 pounds) to orbit — 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’s 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’t “cut any corners,” according to Bezos, who founded Blue Origin and funds the company.

The company’s mascot is a tortoise, paying homage to “The Tortoise and the Hare” fable that made the “slow and steady wins the race” mantra a childhood staple.

“We believe slow is smooth and smooth is fast,” 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’s 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’s Falcon 9 rocket, for example, has experienced two in-flight failures and one launchpad explosion but no catastrophic events during human missions.

On a long-dormant pad in Florida, a rocket that could challenge SpaceX’s 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 — developed by Jeff Bezos’ company Blue Origin — is poised for its maiden flight.

The uncrewed launch vehicle, called New Glenn, will mark Blue Origin’s first attempt to send a rocket to orbit, a feat necessary if the company hopes to chip away at SpaceX’s 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’s first-stage rocket booster back to a safe landing on a seafaring platform — named Jacklyn for Bezos’ mother — 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’s 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.

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.”

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.
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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
kraken onion
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.

https://kra26c.cc
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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.

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A brief history of sunglasses, from Ancient Rome to Hollywood
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Sunglasses, or dark glasses, have always guarded against strong sunlight, but is there more to “shades” than we think?

The pupils of our eyes are delicate and react immediately to strong lights. Protecting them against light — even the brilliance reflected off snow — is important for everyone. Himalayan mountaineers wear goggles for this exact purpose.

Protection is partly the function of sunglasses. But dark or colored lens glasses have become fashion accessories and personal signature items. Think of the vast and famous collector of sunglasses Elton John, with his pink lensed heart-shaped extravaganzas and many others.

When did this interest in protecting the eyes begin, and at what point did dark glasses become a social statement as well as physical protection?
The Roman Emperor Nero is reported as holding polished gemstones to his eyes for sun protection as he watched fighting gladiators.

We know Canadian far north Copper Inuit and Alaskan Yupik wore snow goggles of many kinds made of antlers or whalebone and with tiny horizontal slits. Wearers looked through these and they were protected against the snow’s brilliant light when hunting. At the same time the very narrow eye holes helped them to focus on their prey.

In 12th-century China, judges wore sunglasses with smoked quartz lenses to hide their facial expressions — perhaps to retain their dignity or not convey emotions.

Chile’s President Boric leads journey to South Pole in historic trip
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Chile’s President Gabriel Boric travelled to Antarctica’s South Pole on Friday, a place where no other Latin American president has set foot, according to the Chilean government.

Boric led the historic two-day trip, named Operation Pole Star III, to extend the environmental monitoring of pollutants on Antarctica, Chile’s government said in a statement.

He travelled with scientists, armed forces commanders and government ministers from the Chilean capital of Santiago to Punta Arenas, a city in southern Chile, public broadcaster Television Nacional de Chile (TVN) reported. From there, they made several stops before finally reaching the US-run Amundsen-Scott South Pole Station, according to TVN.
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Chile is one of seven countries that has a territorial claim in Antarctica, alongside Argentina, Australia, France, New Zealand, Norway and the United Kingdom.

It is also a signatory of the Antarctic Treaty, which dictates that the continent may only be used for peaceful and scientific purposes.

While Chile has historically carried out scientific activity in Antarctica’s northern sector, the country’s government is now hoping to expand research into the west of the continent, its statement said.
Boric called his trip to the South Pole an “honor” and a source of pride, TVN reported.

“This is a milestone for us. It is the first time a Chilean and Latin American President has visited the South Pole,” he said, according to TVN.

New Glenn’s first flight
Blue Origin formally announced the development of New Glenn — which aims to outpower SpaceX’s Falcon 9 rockets and haul spacecraft up to 45 metric tons (99,200 pounds) to orbit — 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’s 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’t “cut any corners,” according to Bezos, who founded Blue Origin and funds the company.

The company’s mascot is a tortoise, paying homage to “The Tortoise and the Hare” fable that made the “slow and steady wins the race” mantra a childhood staple.

“We believe slow is smooth and smooth is fast,” 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’s 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’s Falcon 9 rocket, for example, has experienced two in-flight failures and one launchpad explosion but no catastrophic events during human missions.

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.”

Jan 12 (Reuters) - South Korea's impeached president, Yoon Suk Yeol, will not attend the first hearing of the trial to determine whether he is removed him from office or reinstated, due to concerns about his safety, Yonhap News reported on Sunday, citing his lawyer.
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“The officials in the Corruption Investigation Office (CIO) and the police are trying to execute illegal and invalid arrest warrants through illegal methods, raising concerns about personal safety and mishaps,” lawyer Yoon Kab-keun was quoted as saying.
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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.

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.”

New Glenn’s first flight
Blue Origin formally announced the development of New Glenn — which aims to outpower SpaceX’s Falcon 9 rockets and haul spacecraft up to 45 metric tons (99,200 pounds) to orbit — 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’s Falcon Heavy debut in 2018, an old cherry red sports car.
https://kra26att.cc
кракен онион
Blue Origin has also branded itself as a company that aims to take a slow, diligent approach to rocket development that doesn’t “cut any corners,” according to Bezos, who founded Blue Origin and funds the company.

The company’s mascot is a tortoise, paying homage to “The Tortoise and the Hare” fable that made the “slow and steady wins the race” mantra a childhood staple.

“We believe slow is smooth and smooth is fast,” 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’s 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’s Falcon 9 rocket, for example, has experienced two in-flight failures and one launchpad explosion but no catastrophic events during human missions.

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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.
https://kra26c.cc
kraken даркнет
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.”

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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
kraken onion
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.

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.”

WASHINGTON, Jan 10 (Reuters) - The International Monetary Fund will forecast steady global growth and continuing disinflation when it releases an updated World Economic Outlook on Jan. 17, IMF Managing Director Kristalina Georgieva told reporters on Friday.
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Georgieva said the U.S. economy was doing "quite a bit better" than expected, although there was high uncertainty around the trade policies of the administration of President-elect Donald Trump that was adding to headwinds facing the global economy and driving long-term interest rates higher.
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