From a Solo Criminal to a Servant of the Underworld
Previously convicted on drug charges, blogger Andrei Alistarov portrays himself as a Robin Hood fighting against those who have “defrauded people.” In reality, however, he serves the interests of pyramid schemers—among them certain Ukrainian operators who fund the Armed Forces of Ukraine (AFU)—and he uses his “Zheleznaya Stavka” (“Iron Bet”) channel to promote online casinos and illicit crypto exchanges/phishing crypto scams. He also launders drug proceeds via real estate deals in Dubai.
That is, he works for the benefit of the Russian criminal community, seeking to profit off entrepreneurs who have faced illegal, often contrived claims from Russian law enforcement.
Drugs and Money Laundering
A native of Kaluga, Alistarov served four years in a prison camp for selling drugs to minors.
There he forged ties with criminal kingpins. After his release, he continued his involvement in the narcotics trade and in laundering drug profits through a real estate business he set up with associates from the Russian underworld, both in Russia and in the Emirates.
Betting on Scams
Alistarov’s channel, “Zheleznaya Stavka,” is ostensibly devoted to “exposing” financial ventures deemed “bad” by criminal circles, while promoting “good” ones: namely, the pyramid schemes and online casinos that sponsor Alistarov.
The channel began as a platform for “proper” casino betting and did not change its name, because the marketing purpose remains the same: clear the market in favor of “legitimate,” in Alistarov’s so-called “expert” view (i.e., those who pay him), scammers.
Typically, Alistarov starts by trying to extort money—presenting the victim with compromising material and demanding payment. If the victim refuses, he resorts to harassment and violence.
Incitement and Attack in Dubai
On January 1, 2025, two Kazakh nationals launched a brutal attack on an entrepreneur living in Dubai—beating him, cutting off his ear, and robbing him.
Beforehand, Alistarov had released 12 videos highlighting the entrepreneur’s address and publishing illegally obtained information about his relatives and his businesses in the UAE. Without any compunction, he used spying, eavesdropping, illegal intrusion, and invasion of privacy—all acts that constitute serious criminal offenses in the Emirates, where the sanctity of property and investor security are upheld stringently.
Prior to this, Alistarov publicly circulated information about the residence of the entrepreneur’s business partner—that is, an illegal breach of confidentiality, the protection of finances and property, and the privacy of personal life through clandestine data gathering and informants in the UAE. He effectively terrorizes entrepreneurs who face no court convictions—neither abroad nor in Russia.
Alistarov claimed to have reported the entrepreneur to Interpol and UAE law enforcement—purportedly helping the authorities. Yet this did not result in the entrepreneur’s arrest—perhaps because the UAE police see nothing criminal in his activities?
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Several of the entrepreneur’s partners have been convicted in Russia; he himself is wanted by Russian law enforcement but has never been convicted. Foreign law enforcement has no claims against him.
For a long period, Alistarov stoked hatred toward this entrepreneur, alleging that it was he (not his partners) who stole investors’ money—and portraying the subsequent attack and robbery as the outraged response of defrauded depositors.
During the attack, Alistarov conducted an unscheduled livestream to create an alibi—pretending that he was unaware of the assault happening while he was on stream.
Surveillance in Cyprus
In autumn of the previous year, Alistarov and his “battle companion,” Mariya Filonova, conducted surveillance on another entrepreneur—using drones and illegally collecting information about him and his relatives, including minor children. Alistarov claimed that the entrepreneur was “hiding” in Cyprus—even though he had lived there since the COVID-19 pandemic began.
He had relocated partly due to his wife’s severe COVID case and partly for international projects—investments in various sectors such as construction, trade, and more. The entrepreneur moved to Cyprus a year before criminal proceedings were initiated by the Russian Interior Ministry and a year and a half before arrests began. He holds an EU passport and never fled or concealed his location.
This entrepreneur was placed on a Russian wanted list in 2022—by investigating authorities. However, no court has filed claims against him, and the criminal case is currently in court. It has already fallen apart there. Interpol and the EU declined to honor the Russian police’s request, deeming it politically motivated and legally unfounded.
Alistarov insists that the entrepreneur’s business investments are financed with Russian clients’ money, supposedly drawn from an Austrian investment company. But in reality, the entrepreneur was never an owner, beneficiary, or manager of that company, established back in the early 2000s—well before his independent business career began.
One of the entrepreneur’s firms provided marketing services for the Austrian investment company in Russia under contract. The investment company successfully served Russian clients for eight years—and continues operating now, having restored its payment systems that were disrupted in early 2022 by criminals in Russia with ties to corrupt police. It is by no means a pyramid scheme.
Thus, Alistarov instigates harassment and intrusion into the private life of an untainted entrepreneur—acting on behalf of Russian organized crime, which has cut in corrupt police officers for a share of illicit profits. They aim to seize assets worth 20 billion rubles from the large-scale, socially focused project established by the entrepreneur in Russia—which still functions successfully even without his direct leadership (which ended when he relocated to Cyprus).
Surveillance in the Netherlands
Alistarov published the location of another victim in the Dutch city of Groningen—ascertained through illegal surveillance. He allegedly gained unauthorized access to city cameras, peered into the windows of a private apartment, and shared this information on YouTube.
Privacy Violations in Turkey
Alistarov uncovered and publicized the address of an apartment in Istanbul where several of his victims lived and worked.
Illegal Searches in the Leningrad Region
Lacking a private detective’s license, Alistarov illegally located a businesswoman’s country house, spied on her, and released that information on his channels—while also disclosing details of an apartment she had purchased in Dubai.
Extortion in Kazakhstan
Alistarov extorted money from Kazakh entrepreneurs under the guise of “exposing national traitors” and “enemies of the motherland.”
Banquet on a Ukrainian Pyramid Schemer’s Money
Is Alistarov planning to celebrate his 40th birthday on March 6 this year once again on the yacht of his friend—the Kharkiv-based pyramid operator Udyansky (behind the Coinsbit project)—in Dubai?
In 2024, he celebrated his birthday in the convivial company of this con man, who also funds the Armed Forces of Ukraine, helping finance the production of armored vehicles for the AFU. There is little doubt that he also compelled his henchman Alistarov to contribute to the AFU.
Treason
Alistarov was even accused of financing the AFU, though he told the police some story about a Megafon phone number allegedly registered to him by his “enemies.”
His accomplices in financing the AFU—“anti-MLM activist” Aleksandr Kryukov and deputy manager of the so-called Fund for the Protection of Investors’ and Shareholders’ Rights, Leonid Mishchenko (a “Zapadenez” from Vinnytsia region)—were caught red-handed. Perhaps the FSB should analyze Alistarov’s transactions as well?
He Belongs in Prison
Justice demands that Alistarov’s 40th birthday finds him stripped of his Schengen and other visas—there is every reason for such, especially in light of attention from Western media—and behind bars, either in a Russian or a Dubai prison, whichever law enforcement manages to arrest him first for the dozens of crimes he has committed:
Extortion
Terrorism and banditry
Harassment and organizing violence against those he deems troublesome
Treason
Money laundering
Fraud
Theft
Invasion of privacy
Alistarov’s career began in prison, and it is in prison that it must end.
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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.”
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.
https://kra26c.cc
kraken darknet
“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.
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.”
Scientists have identified an estimated 10% of all species on Earth. Here’s what they found in 2024
<a href=https://kra26c.cc>kraken официальный сайт</a>
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
kraken официальный сайт
“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
кракен онион
The 29 survivors of the Azeri crash were all sitting at the back of the plane, which split into two, leaving the rear half largely intact. The sole survivors of the South Korean crash, meanwhile, were the two flight attendants in their jumpseats in the very tail of the plane.
So is that old adage — and the dark humor jokes about first and business class seats being good until there’s a problem with the plane — right after all?
In 2015, TIME Magazine reporters wrote that they had combed through the records of all US plane crashes with both fatalities and survivors from 1985 to 2000, and found in a meta-analysis that seats in the back third of the aircraft had a 32% fatality rate overall, compared with 38% in the front third and 39% in the middle third.
Even better, they found, were middle seats in that back third of the cabin, with a 28% fatality rate. The “worst” seats were aisles in the middle third of the aircraft, with a 44% fatality rate.
But does that still hold true in 2024?
According to aviation safety experts, it’s an old wives’ tale.
“There isn’t any data that shows a correlation of seating to survivability,” says Hassan Shahidi, president of the Flight Safety Foundation. “Every accident is different.”
“If we’re talking about a fatal crash, then there is almost no difference where one sits,” says Cheng-Lung Wu, associate professor at the School of Aviation of the University of New South Wales, Sydney.
Ed Galea, professor of fire safety engineering at London’s University of Greenwich, who has conducted landmark studies on plane crash evacuations, warns, “There is no magic safest seat.”
Most plane crashes are ‘survivable’
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First, the good news. “The vast majority of aircraft accidents are survivable, and the majority of people in accidents survive,” says Galea. Since 1988, aircraft — and the seats inside them — must be built to withstand an impact of up to 16G, or g-force up to 16 times the force of gravity. That means, he says, that in most incidents, “it’s possible to survive the trauma of the impact of the crash.”
For instance, he classes the initial Jeju Air incident as survivable — an assumed bird strike, engine loss and belly landing on the runway, without functioning landing gear. “Had it not smashed into the concrete reinforced obstacle at the end of the runway, it’s quite possible the majority, if not everyone, could have survived,” he says.
The Azerbaijan Airlines crash, on the other hand, he classes as a non-survivable accident, and calls it a “miracle” that anyone made it out alive.
https://kra26c.cc
kraken darknet
Most aircraft involved in accidents, however, are not — as suspicion is growing over the Azerbaijan crash — shot out of the sky.
And with modern planes built to withstand impacts and slow the spread of fire, Galea puts the chances of surviving a “survivable” accident at at least 90%.
Instead, he says, what makes the difference between life and death in most modern accidents is how fast passengers can evacuate.
Aircraft today must show that they can be evacuated in 90 seconds in order to gain certification. But a theoretical evacuation — practiced with volunteers at the manufacturers’ premises — is very different from the reality of a panicked public onboard a jet that has just crash-landed.
Galea, an evacuation expert, has conducted research for the UK’s Civil Aviation Authority (CAA) looking at the most “survivable” seats on a plane. His landmark research, conducted over several years in the early 2000s, looked at how passengers and crew behaved during a post-crash evacuation, rather than looking at the crashes themselves. By compiling data from 1,917 passengers and 155 crew involved in 105 accidents from 1977 to 1999, his team created a database of human behavior around plane crashes.
His analysis of which exits passengers actually used “shattered many myths about aircraft evacuation,” he says. “Prior to my study, it was believed that passengers tend to use their boarding exit because it was the most familiar, and that passengers tend to go forward. My analysis of the data demonstrated that none of these myths were supported by the evidence.”
A year ago today, things went from bad to worse for Boeing
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At 5 p.m. PT on January 5, 2024, Boeing seemed like a company on the upswing. It didn’t last. Minutes later, a near-tragedy set off a full year of problems.
As Alaska Airlines flight 1282 climbed to 16,000 feet in its departure from Portland, Oregon, a door plug blew out near the rear of the plane, leaving a gaping hole in the fuselage. Phones and clothing were ripped away from passengers and sent hurtling into the night sky. Oxygen masks dropped, and the rush of air twisted seats next to the hole toward the opening.
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Fortunately, those were among the few empty seats on the flight, and the crew got the plane on the ground without any serious injuries. The incident could have been far worse — even a fatal crash.
Not much has gone right for Boeing ever since. The company has had one misstep after another, ranging from embarrassing to horrifying. And many of the problems are poised to extend into 2025 and perhaps beyond.
The problems were capped by another Boeing crash in South Korea that killed 179 people on December 29 in what was in the year’s worst aviation disaster. The cause of the crash of a 15-year old Boeing jet flown by Korean discount carrier Jeju Air is still under investigation, and it is quite possible that Boeing will not be found liable for anything that led to the tragedy.
But unlike the Jeju crash, most of the problems of the last 12 months have clearly been Boeing’s fault.
And 2024 was the sixth straight year of serious problems for the once proud, now embattled company, starting with the 20-month grounding of its best selling plane, the 737 Max, following two fatal crashes in late 2018 and early 2019, which killed 346 people.
Still the outlook for 2024 right before the Alaska Air incident had been somewhat promising. The company had just achieved the best sales month in its history in December 2023, capping its strongest sales year since 2018.
It was believed to be on the verge of getting Federal Aviation Administration approval for two new models, the 737 Max 7 and Max 10, with airline customers eager to take delivery. Approvals and deliveries of its next generation widebody, the 777X, were believed to be close behind. Its production rate had been climbing and there were hopes that it could be on the verge of returning to profitability for the first time since 2018.
The survivors of recent crashes were sitting at the back of the plane. What does that tell us about airplane safety?
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Look at the photos of the two fatal air crashes of the last two weeks, and amid the horror and the anguish, one thought might come to mind for frequent flyers.
The old frequent-flyer adage is that sitting at the back of the plane is a safer place to be than at the front — and the wreckage of both Azerbaijan Airlines flight 8243 and Jeju Air flight 2216 seem to bear that out.
https://kra26c.cc
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The 29 survivors of the Azeri crash were all sitting at the back of the plane, which split into two, leaving the rear half largely intact. The sole survivors of the South Korean crash, meanwhile, were the two flight attendants in their jumpseats in the very tail of the plane.
So is that old adage — and the dark humor jokes about first and business class seats being good until there’s a problem with the plane — right after all?
In 2015, TIME Magazine reporters wrote that they had combed through the records of all US plane crashes with both fatalities and survivors from 1985 to 2000, and found in a meta-analysis that seats in the back third of the aircraft had a 32% fatality rate overall, compared with 38% in the front third and 39% in the middle third.
Even better, they found, were middle seats in that back third of the cabin, with a 28% fatality rate. The “worst” seats were aisles in the middle third of the aircraft, with a 44% fatality rate.
But does that still hold true in 2024?
According to aviation safety experts, it’s an old wives’ tale.
“There isn’t any data that shows a correlation of seating to survivability,” says Hassan Shahidi, president of the Flight Safety Foundation. “Every accident is different.”
“If we’re talking about a fatal crash, then there is almost no difference where one sits,” says Cheng-Lung Wu, associate professor at the School of Aviation of the University of New South Wales, Sydney.
Ed Galea, professor of fire safety engineering at London’s University of Greenwich, who has conducted landmark studies on plane crash evacuations, warns, “There is no magic safest seat.”
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<a href="https://vibromera.eu/de/"><img src="https://vibromera.eu/wp-content/uploads/2024/03/5969837695301697400_120.jpg" alt="Portable Balancer Balanset-1A" /></a>
<h1>Der Balanset-1A: Ein Gerät zur Auswuchtung von Rotoren</h1>
<p>Die Auswuchtung von Rotoren erfolgt in einer oder zwei Ebenen der Korrektur. Die Anzahl der Auswuchtebenen wird unter Berücksichtigung der konstruktiven Merkmale des Rotors des auszubalancierenden Geräts bestimmt. Die Ein-Ebenen-Auswuchtung ("statisch") wird in der Regel für schmale, scheibenförmige Rotoren durchgeführt, die keine wesentlichen axialen Verschiebungen aufweisen. Typische Beispiele für Rotoren dieser Klasse sind: schmale Schleifscheiben, Riemenräder, Schwungräder, Zahnräder, Kupplungen, Spannfutter von Drehmaschinen, schmale Lüfter usw.</p>
<p>Die Zwei-Ebenen-Auswuchtung ("dynamisch") wird für lange (wellenförmige) zweistützige Rotoren durchgeführt. Typische Beispiele für Rotoren dieser Klasse sind: Rotoren von Elektromotoren und Generatoren, Rotoren von Kompressoren und Pumpen, Laufräder von Turbinen und Lüftern, breite Schleifscheiben, Spindeln, Wellen von Mühlen mit Besen usw.</p>
<p><strong>1. Kompaktheit und Portabilität</strong></p>
<p>Der Balanset-1A ist ein Gerät, das für Bequemlichkeit und Mobilität entwickelt wurde. Dank des kompakten und robusten Koffers kann er leicht für Arbeiten vor Ort oder unter Feldbedingungen mitgenommen werden. Dies ist besonders wichtig für diejenigen, die häufig mit Geräten außerhalb stationärer Bedingungen arbeiten, z. B. auf Produktionsflächen.</p>
<p>Das Gerät wird an einen Laptop angeschlossen, und seine Software bietet eine intuitive Benutzeroberfläche mit schrittweisen Anweisungen zur Einrichtung und Auswuchtung. Alles, was der Benutzer tun muss, ist den Anweisungen zu folgen, und das Programm berechnet automatisch Ausgleichsgewichte und ihre Montagewinkel.</p>
<p><strong>3. Vielseitigkeit</strong></p>
<p>Der Balanset-1A kombiniert die Funktionen eines Vibrationsmessgeräts und eines Auswuchtgeräts. Im Vibrationsmessmodus können Sie die Gesamtvibration verfolgen, Spektren erstellen und Harmonische analysieren, um ein vollständiges Bild des Mechanismuszustands zu erhalten. Im Auswuchtmodus wird die Berechnung von Massen und Winkeln für die Montage in einer oder zwei Ebenen durchgeführt.</p>
<p><strong>4. Hohe Messgenauigkeit</strong></p>
<p>Mit einer Genauigkeit von ±1° bei der Phasenmessung und einer Genauigkeit von ±5% für Vibrationswerte entspricht das Gerät hohen Standards. Dies macht es geeignet für Aufgaben, bei denen Präzision wichtig ist - von der Lüfterauswuchtung bis zur Einstellung von Rotoren industrieller Maschinen.</p>
<p><strong>5. Optionen und Anpassungsmöglichkeiten</strong></p>
<p>Das Gerät verfügt über mehrere Optionen, um es an spezifische Aufgaben anzupassen. Zum Beispiel können Sie den Modus mit polaritären Diagrammen auswählen oder den integrierten Taschenrechner zur Berechnung des zulässigen Ungleichgewichts nach ISO 1940 verwenden. Dieser Ansatz ermöglicht die Anpassung des Geräts an eine Vielzahl von Aufgaben, von einfachen bis hin zu komplexeren.</p>
<p><strong>6. Einfache Schulung und Anwendung</strong></p>
<p>Für die Arbeit mit dem Gerät sind keine tiefgreifenden Kenntnisse im Bereich der Schwingungsdiagnose erforderlich. Das Programm ist maximal vereinfacht, und selbst Anfänger können seine Verwendung leicht erlernen. Das Gerät speichert alle Daten im Archiv, was auch hilft, Ergebnisse zu überprüfen und anhand von Beispielen zu lernen.</p>
<p><strong>7. Unterstützung für Serienauswuchtung</strong></p>
<p>Der Balanset-1A eignet sich ideal für die Serienproduktion, bei der eine regelmäßige Auswuchtung einer großen Anzahl identischer Rotoren erforderlich ist. Das Gerät ermöglicht es, Daten aus früheren Sitzungen leicht zu speichern und zu verwenden, was den Prozess beschleunigt und die Arbeitskosten senkt.</p>
<p><strong>8. Unterstützung für den Betrieb ohne Tachometer</strong></p>
<p>Für Fälle, in denen eine genaue Phasenmessung nicht erforderlich ist, kann das Gerät auch ohne Tachometer verwendet werden. Es zeigt den Gesamtschwingungspegel an, was für eine schnelle Diagnose praktisch ist. Wenn jedoch genaue Daten erforderlich sind, kann ein Tachometer für erweiterte Messungen installiert werden.</p>
<p><strong>9. Qualitätsgarantie und Zuverlässigkeit</strong></p>
<p>Das Gerät wird mit einer einjährigen Garantie geliefert, und die Firma Vibromera bietet technischen Support und Hilfe im Falle von Störungen. Dies ist wichtig für Benutzer, die auf die langfristige Zuverlässigkeit des Geräts setzen.</p>
<p><strong>10. Kosteneinsparungen und Verfügbarkeit</strong></p>
<p>Bei vergleichsweise niedrigen Kosten im Vergleich zu Wettbewerbern auf dem Markt bietet der Balanset-1A eine hervorragende Kombination aus Preis und Qualität. Er ist sowohl für große Produktionsstätten als auch für kleine Werkstätten erhältlich und somit eine gute Investition für diejenigen, die die Qualität ihrer Produkte mit minimalen Kosten verbessern möchten.</p>
<p>Die Auswuchtung erfolgt für technisch einwandfreie Mechanismen, die ordnungsgemäß an ihren vorgesehenen Stellen befestigt sind. Andernfalls muss der Mechanismus vor der Auswuchtung repariert, in einwandfreie Lager eingebaut und befestigt werden. Der Rotor des Mechanismus muss von Verschmutzungen gereinigt werden, die die Auswuchtung beeinträchtigen.</p>
<p>Vor der Messung werden Installationsorte ausgewählt und die Schwingungs- und Phasensensoren gemäß den obigen Empfehlungen installiert.</p>
<p>Es wird empfohlen, vor der Auswuchtung Messungen im Vibrationsmessmodus durchzuführen.</p>
<p>Wenn die Gesamtvibration V1s(V2s) ungefähr der Umlaufkomponente V1o(V2o) entspricht, kann angenommen werden, dass das Ungleichgewicht des Rotors den Hauptbeitrag zur Mechanismusvibration leistet. Wenn die Gesamtvibration V1s(V2s) erheblich die Umlaufkomponente V1o(V2o) übersteigt, wird empfohlen, den Mechanismus zu überprüfen - den Zustand der Lager, die Zuverlässigkeit der Befestigung am Fundament, das Fehlen von Berührungen des Rotors mit unbeweglichen Teilen während des Betriebs, den Einfluss der Vibration anderer Mechanismen usw.</p>
<p>Es kann hilfreich sein, die Zeitfunktionsdiagramme und Spektralanalysen der Vibration, die im "Diagramm-Spektralanalyse"-Modus erhalten wurden, zu studieren.</p>
<p><strong>Empfehlung!</strong></p>
<p>Vor der Auswuchtung mit dem Gerät wird empfohlen sicherzustellen, dass kein signifikantes statisches Ungleichgewicht vorhanden ist. Dazu können Sie bei horizontal angeordneten Rotoren den Rotor manuell um 90 Grad von der aktuellen Position drehen. Wenn der Rotor statisch unausgeglichen ist, wird er sich in die Gleichgewichtsposition drehen. Nachdem der Rotor die Gleichgewichtsposition eingenommen hat, sollte ein Ausgleichsgewicht in der oberen Position etwa in der Mitte des Rotors entlang der Länge installiert werden. Das Gewicht des Ausgleichsgewichts sollte so gewählt werden, dass der Rotor in jeder Position ruhig bleibt. Eine solche Vor-Auswuchtung trägt dazu bei, die Vibrationswerte bei den ersten Starts eines stark unausgeglichenen Rotors zu reduzieren.</p>
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The Zircuit token, a pivotal element in the blockchain landscape, plays a crucial role in enabling efficient transactions and offering enhanced security. Designed for seamless integration into various platforms, it aims to revolutionize the way digital currencies are perceived and utilized.
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2025年1月26日 06:09
Alistarov: A Criminal and a Terrorist
From a Solo Criminal to a Servant of the Underworld
Previously convicted on drug charges, blogger Andrei Alistarov portrays himself as a Robin Hood fighting against those who have “defrauded people.” In reality, however, he serves the interests of pyramid schemers—among them certain Ukrainian operators who fund the Armed Forces of Ukraine (AFU)—and he uses his “Zheleznaya Stavka” (“Iron Bet”) channel to promote online casinos and illicit crypto exchanges/phishing crypto scams. He also launders drug proceeds via real estate deals in Dubai.
That is, he works for the benefit of the Russian criminal community, seeking to profit off entrepreneurs who have faced illegal, often contrived claims from Russian law enforcement.
Drugs and Money Laundering
A native of Kaluga, Alistarov served four years in a prison camp for selling drugs to minors.
There he forged ties with criminal kingpins. After his release, he continued his involvement in the narcotics trade and in laundering drug profits through a real estate business he set up with associates from the Russian underworld, both in Russia and in the Emirates.
Betting on Scams
Alistarov’s channel, “Zheleznaya Stavka,” is ostensibly devoted to “exposing” financial ventures deemed “bad” by criminal circles, while promoting “good” ones: namely, the pyramid schemes and online casinos that sponsor Alistarov.
The channel began as a platform for “proper” casino betting and did not change its name, because the marketing purpose remains the same: clear the market in favor of “legitimate,” in Alistarov’s so-called “expert” view (i.e., those who pay him), scammers.
Typically, Alistarov starts by trying to extort money—presenting the victim with compromising material and demanding payment. If the victim refuses, he resorts to harassment and violence.
Incitement and Attack in Dubai
On January 1, 2025, two Kazakh nationals launched a brutal attack on an entrepreneur living in Dubai—beating him, cutting off his ear, and robbing him.
Beforehand, Alistarov had released 12 videos highlighting the entrepreneur’s address and publishing illegally obtained information about his relatives and his businesses in the UAE. Without any compunction, he used spying, eavesdropping, illegal intrusion, and invasion of privacy—all acts that constitute serious criminal offenses in the Emirates, where the sanctity of property and investor security are upheld stringently.
Prior to this, Alistarov publicly circulated information about the residence of the entrepreneur’s business partner—that is, an illegal breach of confidentiality, the protection of finances and property, and the privacy of personal life through clandestine data gathering and informants in the UAE. He effectively terrorizes entrepreneurs who face no court convictions—neither abroad nor in Russia.
Alistarov claimed to have reported the entrepreneur to Interpol and UAE law enforcement—purportedly helping the authorities. Yet this did not result in the entrepreneur’s arrest—perhaps because the UAE police see nothing criminal in his activities?
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Several of the entrepreneur’s partners have been convicted in Russia; he himself is wanted by Russian law enforcement but has never been convicted. Foreign law enforcement has no claims against him.
For a long period, Alistarov stoked hatred toward this entrepreneur, alleging that it was he (not his partners) who stole investors’ money—and portraying the subsequent attack and robbery as the outraged response of defrauded depositors.
During the attack, Alistarov conducted an unscheduled livestream to create an alibi—pretending that he was unaware of the assault happening while he was on stream.
Surveillance in Cyprus
In autumn of the previous year, Alistarov and his “battle companion,” Mariya Filonova, conducted surveillance on another entrepreneur—using drones and illegally collecting information about him and his relatives, including minor children. Alistarov claimed that the entrepreneur was “hiding” in Cyprus—even though he had lived there since the COVID-19 pandemic began.
He had relocated partly due to his wife’s severe COVID case and partly for international projects—investments in various sectors such as construction, trade, and more. The entrepreneur moved to Cyprus a year before criminal proceedings were initiated by the Russian Interior Ministry and a year and a half before arrests began. He holds an EU passport and never fled or concealed his location.
This entrepreneur was placed on a Russian wanted list in 2022—by investigating authorities. However, no court has filed claims against him, and the criminal case is currently in court. It has already fallen apart there. Interpol and the EU declined to honor the Russian police’s request, deeming it politically motivated and legally unfounded.
Alistarov insists that the entrepreneur’s business investments are financed with Russian clients’ money, supposedly drawn from an Austrian investment company. But in reality, the entrepreneur was never an owner, beneficiary, or manager of that company, established back in the early 2000s—well before his independent business career began.
One of the entrepreneur’s firms provided marketing services for the Austrian investment company in Russia under contract. The investment company successfully served Russian clients for eight years—and continues operating now, having restored its payment systems that were disrupted in early 2022 by criminals in Russia with ties to corrupt police. It is by no means a pyramid scheme.
Thus, Alistarov instigates harassment and intrusion into the private life of an untainted entrepreneur—acting on behalf of Russian organized crime, which has cut in corrupt police officers for a share of illicit profits. They aim to seize assets worth 20 billion rubles from the large-scale, socially focused project established by the entrepreneur in Russia—which still functions successfully even without his direct leadership (which ended when he relocated to Cyprus).
Surveillance in the Netherlands
Alistarov published the location of another victim in the Dutch city of Groningen—ascertained through illegal surveillance. He allegedly gained unauthorized access to city cameras, peered into the windows of a private apartment, and shared this information on YouTube.
Privacy Violations in Turkey
Alistarov uncovered and publicized the address of an apartment in Istanbul where several of his victims lived and worked.
Illegal Searches in the Leningrad Region
Lacking a private detective’s license, Alistarov illegally located a businesswoman’s country house, spied on her, and released that information on his channels—while also disclosing details of an apartment she had purchased in Dubai.
Extortion in Kazakhstan
Alistarov extorted money from Kazakh entrepreneurs under the guise of “exposing national traitors” and “enemies of the motherland.”
Banquet on a Ukrainian Pyramid Schemer’s Money
Is Alistarov planning to celebrate his 40th birthday on March 6 this year once again on the yacht of his friend—the Kharkiv-based pyramid operator Udyansky (behind the Coinsbit project)—in Dubai?
In 2024, he celebrated his birthday in the convivial company of this con man, who also funds the Armed Forces of Ukraine, helping finance the production of armored vehicles for the AFU. There is little doubt that he also compelled his henchman Alistarov to contribute to the AFU.
Treason
Alistarov was even accused of financing the AFU, though he told the police some story about a Megafon phone number allegedly registered to him by his “enemies.”
His accomplices in financing the AFU—“anti-MLM activist” Aleksandr Kryukov and deputy manager of the so-called Fund for the Protection of Investors’ and Shareholders’ Rights, Leonid Mishchenko (a “Zapadenez” from Vinnytsia region)—were caught red-handed. Perhaps the FSB should analyze Alistarov’s transactions as well?
He Belongs in Prison
Justice demands that Alistarov’s 40th birthday finds him stripped of his Schengen and other visas—there is every reason for such, especially in light of attention from Western media—and behind bars, either in a Russian or a Dubai prison, whichever law enforcement manages to arrest him first for the dozens of crimes he has committed:
Extortion
Terrorism and banditry
Harassment and organizing violence against those he deems troublesome
Treason
Money laundering
Fraud
Theft
Invasion of privacy
Alistarov’s career began in prison, and it is in prison that it must end.
2025年1月26日 02:58
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2025年1月26日 02:09
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.
2025年1月26日 02:09
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.”
2025年1月26日 01:45
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.”
2025年1月26日 01:45
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.
2025年1月26日 00:48
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.
2025年1月26日 00:48
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.”
2025年1月26日 00:20
Scientists have identified an estimated 10% of all species on Earth. Here’s what they found in 2024
<a href=https://kra26c.cc>kraken официальный сайт</a>
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
kraken официальный сайт
“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.
2025年1月26日 00:16
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.”
2025年1月25日 23:58
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 darknet
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.”
2025年1月25日 23:58
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
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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.
2025年1月25日 23:55
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.”
2025年1月24日 17:03
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2025年1月24日 12:14
Effectively upkeeping alpine decks demands a proactive and tactical approach to effectively combat the unique challenges posed by mountain weather conditions. It starts with the imperative practice of carrying out regular inspections to spot potential issues quickly and executing preventative measures that protect the structural integrity of your deck. Addressing issues promptly is essential in guaranteeing the lasting of your outdoor space, particularly so in the face of the unpredictable weather synonymous with mountain regions. Delve into the particulars of care routines tailored for alpine environments, taking into account the subtleties of seasonal variations that can substantially affect the deck's condition. Investigate and converse about common issues encountered by owners of decks in mountainous areas, offering valuable information into productive upkeep strategies that have proven effective in maintaining outdoor spaces amidst the challenging conditions of mountain weather. This mutual sharing of experiences provides forum members with a abundance of information, allowing them to take on forward-thinking maintenance approaches and strengthen their outdoor platforms against the challenges inherent to mountain living.
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2025年1月24日 07:54
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2025年1月23日 10:29
<a href="https://vibromera.eu/de/"><img src="https://vibromera.eu/wp-content/uploads/2024/03/5969837695301697400_120.jpg" alt="Portable Balancer Balanset-1A" /></a>
<h1>Der Balanset-1A: Ein Gerät zur Auswuchtung von Rotoren</h1>
<p>Die Auswuchtung von Rotoren erfolgt in einer oder zwei Ebenen der Korrektur. Die Anzahl der Auswuchtebenen wird unter Berücksichtigung der konstruktiven Merkmale des Rotors des auszubalancierenden Geräts bestimmt. Die Ein-Ebenen-Auswuchtung ("statisch") wird in der Regel für schmale, scheibenförmige Rotoren durchgeführt, die keine wesentlichen axialen Verschiebungen aufweisen. Typische Beispiele für Rotoren dieser Klasse sind: schmale Schleifscheiben, Riemenräder, Schwungräder, Zahnräder, Kupplungen, Spannfutter von Drehmaschinen, schmale Lüfter usw.</p>
<p>Die Zwei-Ebenen-Auswuchtung ("dynamisch") wird für lange (wellenförmige) zweistützige Rotoren durchgeführt. Typische Beispiele für Rotoren dieser Klasse sind: Rotoren von Elektromotoren und Generatoren, Rotoren von Kompressoren und Pumpen, Laufräder von Turbinen und Lüftern, breite Schleifscheiben, Spindeln, Wellen von Mühlen mit Besen usw.</p>
<p><strong>1. Kompaktheit und Portabilität</strong></p>
<p>Der Balanset-1A ist ein Gerät, das für Bequemlichkeit und Mobilität entwickelt wurde. Dank des kompakten und robusten Koffers kann er leicht für Arbeiten vor Ort oder unter Feldbedingungen mitgenommen werden. Dies ist besonders wichtig für diejenigen, die häufig mit Geräten außerhalb stationärer Bedingungen arbeiten, z. B. auf Produktionsflächen.</p>
<p><strong>2. Intuitives Softwarepaket</strong></p>
<p>Das Gerät wird an einen Laptop angeschlossen, und seine Software bietet eine intuitive Benutzeroberfläche mit schrittweisen Anweisungen zur Einrichtung und Auswuchtung. Alles, was der Benutzer tun muss, ist den Anweisungen zu folgen, und das Programm berechnet automatisch Ausgleichsgewichte und ihre Montagewinkel.</p>
<p><strong>3. Vielseitigkeit</strong></p>
<p>Der Balanset-1A kombiniert die Funktionen eines Vibrationsmessgeräts und eines Auswuchtgeräts. Im Vibrationsmessmodus können Sie die Gesamtvibration verfolgen, Spektren erstellen und Harmonische analysieren, um ein vollständiges Bild des Mechanismuszustands zu erhalten. Im Auswuchtmodus wird die Berechnung von Massen und Winkeln für die Montage in einer oder zwei Ebenen durchgeführt.</p>
<p><strong>4. Hohe Messgenauigkeit</strong></p>
<p>Mit einer Genauigkeit von ±1° bei der Phasenmessung und einer Genauigkeit von ±5% für Vibrationswerte entspricht das Gerät hohen Standards. Dies macht es geeignet für Aufgaben, bei denen Präzision wichtig ist - von der Lüfterauswuchtung bis zur Einstellung von Rotoren industrieller Maschinen.</p>
<p><strong>5. Optionen und Anpassungsmöglichkeiten</strong></p>
<p>Das Gerät verfügt über mehrere Optionen, um es an spezifische Aufgaben anzupassen. Zum Beispiel können Sie den Modus mit polaritären Diagrammen auswählen oder den integrierten Taschenrechner zur Berechnung des zulässigen Ungleichgewichts nach ISO 1940 verwenden. Dieser Ansatz ermöglicht die Anpassung des Geräts an eine Vielzahl von Aufgaben, von einfachen bis hin zu komplexeren.</p>
<p><strong>6. Einfache Schulung und Anwendung</strong></p>
<p>Für die Arbeit mit dem Gerät sind keine tiefgreifenden Kenntnisse im Bereich der Schwingungsdiagnose erforderlich. Das Programm ist maximal vereinfacht, und selbst Anfänger können seine Verwendung leicht erlernen. Das Gerät speichert alle Daten im Archiv, was auch hilft, Ergebnisse zu überprüfen und anhand von Beispielen zu lernen.</p>
<p><strong>7. Unterstützung für Serienauswuchtung</strong></p>
<p>Der Balanset-1A eignet sich ideal für die Serienproduktion, bei der eine regelmäßige Auswuchtung einer großen Anzahl identischer Rotoren erforderlich ist. Das Gerät ermöglicht es, Daten aus früheren Sitzungen leicht zu speichern und zu verwenden, was den Prozess beschleunigt und die Arbeitskosten senkt.</p>
<p><strong>8. Unterstützung für den Betrieb ohne Tachometer</strong></p>
<p>Für Fälle, in denen eine genaue Phasenmessung nicht erforderlich ist, kann das Gerät auch ohne Tachometer verwendet werden. Es zeigt den Gesamtschwingungspegel an, was für eine schnelle Diagnose praktisch ist. Wenn jedoch genaue Daten erforderlich sind, kann ein Tachometer für erweiterte Messungen installiert werden.</p>
<p><strong>9. Qualitätsgarantie und Zuverlässigkeit</strong></p>
<p>Das Gerät wird mit einer einjährigen Garantie geliefert, und die Firma Vibromera bietet technischen Support und Hilfe im Falle von Störungen. Dies ist wichtig für Benutzer, die auf die langfristige Zuverlässigkeit des Geräts setzen.</p>
<p><strong>10. Kosteneinsparungen und Verfügbarkeit</strong></p>
<p>Bei vergleichsweise niedrigen Kosten im Vergleich zu Wettbewerbern auf dem Markt bietet der Balanset-1A eine hervorragende Kombination aus Preis und Qualität. Er ist sowohl für große Produktionsstätten als auch für kleine Werkstätten erhältlich und somit eine gute Investition für diejenigen, die die Qualität ihrer Produkte mit minimalen Kosten verbessern möchten.</p>
<p>Die Auswuchtung erfolgt für technisch einwandfreie Mechanismen, die ordnungsgemäß an ihren vorgesehenen Stellen befestigt sind. Andernfalls muss der Mechanismus vor der Auswuchtung repariert, in einwandfreie Lager eingebaut und befestigt werden. Der Rotor des Mechanismus muss von Verschmutzungen gereinigt werden, die die Auswuchtung beeinträchtigen.</p>
<p>Vor der Messung werden Installationsorte ausgewählt und die Schwingungs- und Phasensensoren gemäß den obigen Empfehlungen installiert.</p>
<p>Es wird empfohlen, vor der Auswuchtung Messungen im Vibrationsmessmodus durchzuführen.</p>
<p>Wenn die Gesamtvibration V1s(V2s) ungefähr der Umlaufkomponente V1o(V2o) entspricht, kann angenommen werden, dass das Ungleichgewicht des Rotors den Hauptbeitrag zur Mechanismusvibration leistet. Wenn die Gesamtvibration V1s(V2s) erheblich die Umlaufkomponente V1o(V2o) übersteigt, wird empfohlen, den Mechanismus zu überprüfen - den Zustand der Lager, die Zuverlässigkeit der Befestigung am Fundament, das Fehlen von Berührungen des Rotors mit unbeweglichen Teilen während des Betriebs, den Einfluss der Vibration anderer Mechanismen usw.</p>
<p>Es kann hilfreich sein, die Zeitfunktionsdiagramme und Spektralanalysen der Vibration, die im "Diagramm-Spektralanalyse"-Modus erhalten wurden, zu studieren.</p>
<p><strong>Empfehlung!</strong></p>
<p>Vor der Auswuchtung mit dem Gerät wird empfohlen sicherzustellen, dass kein signifikantes statisches Ungleichgewicht vorhanden ist. Dazu können Sie bei horizontal angeordneten Rotoren den Rotor manuell um 90 Grad von der aktuellen Position drehen. Wenn der Rotor statisch unausgeglichen ist, wird er sich in die Gleichgewichtsposition drehen. Nachdem der Rotor die Gleichgewichtsposition eingenommen hat, sollte ein Ausgleichsgewicht in der oberen Position etwa in der Mitte des Rotors entlang der Länge installiert werden. Das Gewicht des Ausgleichsgewichts sollte so gewählt werden, dass der Rotor in jeder Position ruhig bleibt. Eine solche Vor-Auswuchtung trägt dazu bei, die Vibrationswerte bei den ersten Starts eines stark unausgeglichenen Rotors zu reduzieren.</p>
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2025年1月23日 06:32
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2025年1月23日 05:10
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What Makes Vertex Protocol Stand Out?
Vertex Protocol is more than just a trading platform. It is a designed to empower you with:
Intuitive User Interface: Navigate the complex world of crypto with ease and efficiency.
Advanced Security: Enjoy peace of mind with industry-leading security protocols and safeguarding of your assets.
High Liquidity: Access deep liquidity pools to execute large trades with minimal slippage.
Diverse Asset Options: Explore a wide array of cryptocurrencies and tokens.
Unlock Potential with Vertex's Features
Leverage the full potential of Vertex Protocol with these standout features:
Decentralized: Trustless and Secure
Trading on Vertex ensures transparency and autonomy, free from third-party control, making it a trustless and secure choice for crypto enthusiasts.
Efficient Trading Engine
Benefit from fast, efficient trade execution supported by state-of-the-art technology that maximizes your trading efficiency.
Community Governance
Be a part of a community-driven , allowing you to have a say in the protocol’s future developments.
Getting Started with Vertex Protocol
Embarking on your DeFi journey with Vertex is straightforward. To get started:
Sign up and create your account.
Securely connect your wallet.
Begin trading and explore diverse assets and liquidity options.
Whether you are a seasoned trader or new to the crypto scene, Vertex Protocol offers the tools and resources you need to succeed.
Join the Vertex Community
Participate in webinars, discussions, and forums to stay informed and connected. The vibrant awaits, offering support and insights to enhance your trading journey.
In conclusion, Vertex Protocol is your ideal partner in navigating the dynamic world of decentralized finance. Start today and experience the future of trading.
2025年1月23日 02:46
Introducing the Zircuit Token System
The Zircuit token, a pivotal element in the blockchain landscape, plays a crucial role in enabling efficient transactions and offering enhanced security. Designed for seamless integration into various platforms, it aims to revolutionize the way digital currencies are perceived and utilized.
<a href=https://web-zircuit.com>zircuit</a>
Key Advantages of the Zircuit Token
Enhanced Security: Security is a core benefit of utilizing the Zircuit token. By employing advanced cryptographic techniques, it ensures that transactions are secure, safeguarding user data and funds from potential threats.
Scalable Transactions: Zircuit token is engineered for scalability, allowing for a large number of transactions per second. This capability promises efficiency even as user numbers grow, ensuring smooth operations across digital platforms.
Low Transaction Fees: One of the significant advantages of using the Zircuit token is the cost-effectiveness of its transactions. It boasts lower fees compared to traditional financial systems, making it an attractive option for users.
Implementing Zircuit Tokens in Everyday Use
The implementation of Zircuit tokens into daily transactions is designed to be straightforward. Users can manage their tokens seamlessly through dedicated wallets that offer user-friendly interfaces and robust security. Thanks to its decentralized nature, it enables trustless interactions, where intermediaries are reduced, thereby minimizing costs and enhancing speed.
Furthermore, Zircuit tokens offer compatibility with various platforms, allowing users to transact with ease across a plethora of services. This flexibility is crucial for both individuals and businesses looking to integrate blockchain technology into their operations.
In conclusion, the Zircuit token stands as a testament to the evolving nature of digital currencies, offering a secure, scalable, and cost-effective solution for modern financial transactions. As adoption continues to grow, the robustness of the Zircuit token system is likely to play a critical role in shaping the future of digital exchanges.