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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 therefs 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 gworsth 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, itfs an old wivesf tale.

gThere isnft any data that shows a correlation of seating to survivability,h says Hassan Shahidi, president of the Flight Safety Foundation. gEvery accident is different.h

gIf wefre talking about a fatal crash, then there is almost no difference where one sits,h 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 Londonfs University of Greenwich, who has conducted landmark studies on plane crash evacuations, warns, gThere is no magic safest seat.h

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Most plane crashes are esurvivablef
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First, the good news. gThe vast majority of aircraft accidents are survivable, and the majority of people in accidents survive,h 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, gitfs possible to survive the trauma of the impact of the crash.h

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. gHad it not smashed into the concrete reinforced obstacle at the end of the runway, itfs quite possible the majority, if not everyone, could have survived,h he says.

The Azerbaijan Airlines crash, on the other hand, he classes as a non-survivable accident, and calls it a gmiracleh 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 gsurvivableh 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 manufacturersf 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 UKfs Civil Aviation Authority (CAA) looking at the most gsurvivableh 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 gshattered many myths about aircraft evacuation,h he says. gPrior 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.h

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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 didnft 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 yearfs 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 Boeingfs 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.

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Most plane crashes are esurvivablef
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First, the good news. gThe vast majority of aircraft accidents are survivable, and the majority of people in accidents survive,h 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, gitfs possible to survive the trauma of the impact of the crash.h

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. gHad it not smashed into the concrete reinforced obstacle at the end of the runway, itfs quite possible the majority, if not everyone, could have survived,h he says.

The Azerbaijan Airlines crash, on the other hand, he classes as a non-survivable accident, and calls it a gmiracleh 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 gsurvivableh 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 manufacturersf 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 UKfs Civil Aviation Authority (CAA) looking at the most gsurvivableh 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 gshattered many myths about aircraft evacuation,h he says. gPrior 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.h

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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 didnft 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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„‚„p„{„u„~ „t„p„‚„{„~„u„„
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 yearfs 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 Boeingfs 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.

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Most plane crashes are esurvivablef
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First, the good news. gThe vast majority of aircraft accidents are survivable, and the majority of people in accidents survive,h 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, gitfs possible to survive the trauma of the impact of the crash.h

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. gHad it not smashed into the concrete reinforced obstacle at the end of the runway, itfs quite possible the majority, if not everyone, could have survived,h he says.

The Azerbaijan Airlines crash, on the other hand, he classes as a non-survivable accident, and calls it a gmiracleh 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 gsurvivableh 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 manufacturersf 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 UKfs Civil Aviation Authority (CAA) looking at the most gsurvivableh 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 gshattered many myths about aircraft evacuation,h he says. gPrior 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.h

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„O„„ „…„s„€„|„€„r„~„y„{„p-„y„~„t„y„r„y„t„…„p„|„p „t„€ „ƒ„|„…„s„y „{„‚„y„}„y„~„p„|„y„„„u„„„p
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„S„€ „u„ƒ„„„Ž „‚„p„q„€„„„p„u„„ „r „y„~„„„u„‚„u„ƒ„p„‡ „‚„€„ƒ„ƒ„y„z„ƒ„{„€„s„€ „„‚„u„ƒ„„„…„„~„€„s„€ „ƒ„€„€„q„‹„u„ƒ„„„r„p, „„„„„p„„‹„u„s„€„ƒ„‘ „~„p„w„y„„„Ž„ƒ„‘ „~„p „„‚„u„t„„‚„y„~„y„}„p„„„u„|„‘„‡, „ƒ„„„€„|„{„~„…„r„Š„y„‡„ƒ„‘ „ƒ „~„u„x„p„{„€„~„~„„}„y, „‰„p„ƒ„„„€ „x„p„{„p„x„~„„}„y „„‚„u„„„u„~„x„y„‘„}„y „ƒ„€ „ƒ„„„€„‚„€„~„ „‚„€„ƒ„ƒ„y„z„ƒ„{„y„‡ „„‚„p„r„€„€„‡„‚„p„~„y„„„u„|„Ž„~„„‡ „€„‚„s„p„~„€„r.
„N„p„‚„{„€„„„y„{„y „y „€„„„}„„r„p„~„y„u „t„€„‡„€„t„€„r
„T„‚„€„w„u„~„u„ˆ „K„p„|„…„s„y „@„|„y„ƒ„„„p„‚„€„r „€„„„ƒ„y„t„u„| „‰„u„„„„‚„u „s„€„t„p „r „|„p„s„u„‚„u@„x„p „„‚„€„t„p„w„… „~„p„‚„{„€„„„y„{„€„r „t„u„„„‘„}.

„S„p„} „€„~ „ƒ„r„‘„x„p„|„ƒ„‘ „ƒ „…„s„€„|„€„r„~„„}„y „p„r„„„€„‚„y„„„u„„„p„}„y „y, „r„„z„t„‘ „y„x „„„„‚„Ž„}„, „„‚„€„t„€„|„w„y„| „…„‰„p„ƒ„„„r„€„r„p„„„Ž „r „{„‚„y„}„y„~„p„|„Ž„~„€„} „q„y„x„~„u„ƒ„u „„€ „‚„p„ƒ„„‚„€„ƒ„„„‚„p„~„u„~„y„ „~„p„‚„{„€„„„y„{„€„r „y „€„„„}„„r„p„~„y„ „~„p„‚„{„€„t„€„‡„€„t„€„r „€„„ „~„y„‡ „ƒ „„€„}„€„‹„Ž„ „‚„y„u„|„„„€„‚„ƒ„{„€„s„€ „q„y„x„~„u„ƒ„p, „{„€„„„€„‚„„z „@„|„y„ƒ„„„p„‚„€„r „ƒ„€„x„t„p„| „ƒ„€„r„}„u„ƒ„„„~„€ „ƒ „„p„‚„„„~„u„‚„p„}„y „y„x „‚„€„ƒ„ƒ„y„z„ƒ„{„€„s„€ „„‚„u„ƒ„„„…„„~„€„s„€ „ƒ„€„€„q„‹„u„ƒ„„„r„p „r „Q„€„ƒ„ƒ„y„y „y „^„}„y„‚„p„„„p„‡.
„R„„„p„r„{„p „~„p „ƒ„{„p„}
„K„p„~„p„| „@„|„y„ƒ„„„p„‚„€„r„p „G„u„|„u„x„~„p„‘ „ƒ„„„p„r„{„p@„‚„p„x„€„q„|„p„‰„u„~„y„u „~„u„„‚„p„r„y„|„Ž„~„„‡ („„€ „}„~„u„~„y„ „{„‚„y„}„y„~„p„|„y„„„u„„„p) „†„y„~„p„~„ƒ„€„r„„‡ „„‚„€„u„{„„„€„r „y „„‚„€„t„r„y„w„u„~„y„u „„‚„p„r„y„|„Ž„~„„‡: „„y„‚„p„}„y„t „y „€„~„|„p„z„~-„{„p„x„y„~„€, „ƒ„„€„~„ƒ„y„‚„…„„‹„y„‡ „@„|„y„ƒ„„„p„‚„€„r„p.

„O„~ „~„p„‰„y„~„p„|„ƒ„‘ „{„p„{ „{„p„~„p„| „€ „„‚„p„r„y„|„Ž„~„„‡ „ƒ„„„p„r„{„p„‡ „r „{„p„x„y„~„€ „y „~„u „ƒ„}„u„~„y„| „~„p„x„r„p„~„y„u@„„€„„„€„}„… „‰„„„€ „}„p„‚„{„u„„„y„~„s„€„r„p„‘ „x„p„t„p„‰„p „€„ƒ„„„p„|„p„ƒ„Ž „„‚„u„w„~„u„z: „‚„p„ƒ„‰„y„‹„p„„„Ž „„€„|„u „t„|„‘ „‡„€„‚„€„Š„y„‡, „„€ „„{„ƒ„„u„‚„„„~„€„}„… „}„~„u„~„y„ „@„|„y„ƒ„„„p„‚„€„r„p („„„€ „u„ƒ„„„Ž „x„p„„|„p„„„y„r„Š„y„‡ „u„}„…), „}„€„Š„u„~„~„y„{„€„r.

„O„q„„‰„~„€ „@„|„y„ƒ„„„p„‚„€„r „~„p„‰„y„~„p„u„„ „ƒ „„€„„„„„{„y „r„„}„€„s„p„„„u„|„Ž„ƒ„„„r„p@„„‚„u„t„ƒ„„„p„r„|„‘„u„„ „w„u„‚„„„r„u „{„€„}„„‚„€„}„p„„ „y „„‚„u„t„|„p„s„p„u„„ „x„p„„|„p„„„y„„„Ž. „E„ƒ„|„y „w„u„‚„„„r„p „€„„„{„p„x„„r„p„u„„„ƒ„‘, „r „‡„€„t „y„t„…„„ „„„‚„p„r„|„‘ „y „~„p„ƒ„y„|„y„u.
„P„€„t„ƒ„„„‚„u„{„p„„„u„|„Ž„ƒ„„„r„€ „y „~„p„„p„t„u„~„y„u „r „D„…„q„p„u
1 „‘„~„r„p„‚„‘ 2025 „s„€„t„p „ƒ„€„ƒ„„„€„‘„|„€„ƒ„Ž „w„u„ƒ„„„€„{„€„u „~„p„„p„t„u„~„y„u „t„r„…„‡ „{„p„x„p„‡„ƒ„„„p„~„ˆ„u„r „~„p „„‚„u„t„„‚„y„~„y„}„p„„„u„|„‘, „„‚„€„w„y„r„p„„‹„u„s„€ „r „D„…„q„p„u,@„u„s„€ „y„x„q„y„|„y, „€„„„‚„u„x„p„|„y „…„‡„€, „€„q„r„€„‚„€„r„p„|„y.

„D„€ „„„„€„s„€ „@„|„y„ƒ„„„p„‚„€„r „ƒ„~„‘„| 12 „‚„€„|„y„{„€„r, „s„t„u „„€„t„ƒ„r„u„‰„y„r„p„| „p„t„‚„u„ƒ „„„„€„s„€ „„‚„u„t„„‚„y„~„y„}„p„„„u„|„‘, „„…„q„|„y„{„€„r„p„| „~„u„x„p„{„€„~„~„€ „„€„|„…„‰„u„~„~„…„ „y„~„†„€„‚„}„p„ˆ„y„ „€ „u„s„€ „q„|„y„x„{„y„‡ „y „u„s„€ „q„y„x„~„u„ƒ„p„‡ „r „O„@„^. „A„u„x„€ „r„ƒ„‘„{„€„s„€ „ƒ„„„u„ƒ„~„u„~„y„‘ „y„ƒ„„€„|„Ž„x„€„r„p„| „„€„t„s„|„‘„t„„r„p„~„y„u, „„€„t„ƒ„|„…„Š„y„r„p„~„y„u, „~„u„x„p„{„€„~„~„€„u „„‚„€„~„y„{„~„€„r„u„~„y„u, „r„}„u„Š„p„„„u„|„Ž„ƒ„„„r„€ „r „‰„p„ƒ„„„~„…„ „w„y„x„~„Ž@„r„ƒ„u „„„€, „‰„„„€ „r „^„}„y„‚„p„„„p„‡, „s„t„u „ƒ„„„‚„€„s„€ „ƒ„€„q„|„„t„p„u„„„ƒ„‘ „~„u„„‚„y„{„€„ƒ„~„€„r„u„~„~„€„ƒ„„„Ž „y„}„…„‹„u„ƒ„„„r„p „y „w„y„x„~„y „y„~„r„u„ƒ„„„€„‚„€„r, „‘„r„|„‘„u„„„ƒ„‘ „„„‘„w„{„y„} „…„s„€„|„€„r„~„„} „„‚„u„ƒ„„„…„„|„u„~„y„u„}.

„D„€ „„„„€„s„€ „@„|„y„ƒ„„„p„‚„€„r „„…„q„|„y„‰„~„€ „‚„p„ƒ„„‚„€„ƒ„„„‚„p„~„‘„| „y„~„†„€„‚„}„p„ˆ„y„ „€ „}„u„ƒ„„„u „w„y„„„u„|„Ž„ƒ„„„r„p „q„y„x„~„u„ƒ-„„p„‚„„„~„u„‚„p „„„„€„s„€ „„‚„u„t„„‚„y„~„y„}„p„„„u„|„‘@„„„€ „u„ƒ„„„Ž „~„u„x„p„{„€„~„~„€„u „~„p„‚„…„Š„u„~„y„u „{„€„~„†„y„t„u„~„ˆ„y„p„|„Ž„~„€„ƒ„„„y, „x„p„‹„y„‹„u„~„~„€„ƒ„„„y „†„y„~„p„~„ƒ„€„r „y „y„}„…„‹„u„ƒ„„„r„p, „„„p„z„~„ „‰„p„ƒ„„„~„€„z „w„y„x„~„y „ƒ „„€„}„€„‹„Ž„ „ƒ„{„‚„„„„„‡ „y„ƒ„„„€„‰„~„y„{„€„r „y„~„†„€„‚„}„p„ˆ„y„y „y „y„~„†„€„‚„}„p„„„€„‚„€„r „r „O„@„^ „r„€„Š„|„€ „… „~„u„s„€ „r „ƒ„y„ƒ„„„u„}„…. „O„~ „„„u„‚„‚„€„‚„y„x„y„‚„…„u„„ „„‚„u„t„„‚„y„~„y„}„p„„„u„|„u„z, „r „€„„„~„€„Š„u„~„y„y „{„€„„„€„‚„„‡ „~„u„„ „~„y„{„p„{„y„‡ „€„q„r„y„~„y„„„u„|„Ž„~„„‡ „‚„u„Š„u„~„y„z „ƒ„…„t„€„r@„~„y „x„p „‚„…„q„u„w„€„}, „~„y „r „Q„€„ƒ„ƒ„y„y.

„@„|„y„ƒ„„„p„‚„€„r „‚„p„ƒ„ƒ„{„p„x„„r„p„|, „‰„„„€ „x„p„‘„r„y„| „~„p „„‚„u„t„„‚„y„~„y„}„p„„„u„|„‘ „r „I„~„„„u„‚„„€„| „y „„‚„p„r„€„€„‡„‚„p„~„y„„„u„|„Ž„~„„u „€„‚„s„p„~„ „O„@„^@„‘„{„€„q„ „€„~ „„€„}„€„s„p„u„„ „„‚„p„r„€„€„‡„‚„p„~„y„„„u„|„Ž„~„„} „€„‚„s„p„~„p„}. „N„€ „„„„€ „„€„‰„u„}„…-„„„€ „~„u „„‚„y„r„u„|„€ „{ „p„‚„u„ƒ„„„… „„‚„u„t„„‚„y„~„y„}„p„„„u„|„‘@„}„€„w„u„„ „q„„„„Ž, „„€„„„€„}„…, „‰„„„€ „„€„|„y„ˆ„y„‘ „O„@„^ „~„u „r„y„t„y„„ „{„‚„y„}„y„~„p„|„p „r „u„s„€ „t„u„‘„„„u„|„Ž„~„€„ƒ„„„y?

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First, the good news. gThe vast majority of aircraft accidents are survivable, and the majority of people in accidents survive,h 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, gitfs possible to survive the trauma of the impact of the crash.h

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. gHad it not smashed into the concrete reinforced obstacle at the end of the runway, itfs quite possible the majority, if not everyone, could have survived,h he says.

The Azerbaijan Airlines crash, on the other hand, he classes as a non-survivable accident, and calls it a gmiracleh 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 gsurvivableh 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 manufacturersf 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 UKfs Civil Aviation Authority (CAA) looking at the most gsurvivableh 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 gshattered many myths about aircraft evacuation,h he says. gPrior 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.h

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