T\u00eb diel\u00ebn e kaluar nj\u00eb fluturim i Ethiopian Airlines \u00ebsht\u00eb rr\u00ebzuar, duke shkaktuar vdekjen e t\u00eb gjith\u00eb personave n\u00eb bord. 5 muaj m\u00eb par\u00eb, nj\u00eb xhet indonezian i kompanis\u00eb ajrore Lion Air ishte p\u00ebrplasur n\u00eb af\u00ebrsi t\u00eb Xhakart\u00ebs. T\u00eb dy avion\u00ebt qen\u00eb Boeing 737-8 MAX. T\u00eb dy incident\u00ebt kan\u00eb ndodhur menj\u00ebher\u00eb pas ngritjes. Avion\u00ebt Boeing 737 MAX momentalisht mbahen n\u00eb tok\u00eb kudo, p\u00ebrve\u00e7se n\u00eb Shtetet e Bashkuara. Q\u00eb kjo mas\u00eb \u00ebsht\u00eb marr\u00eb vet\u00ebm tani, \u00ebsht\u00eb nj\u00eb gj\u00eb v\u00ebrtet e trishtuar. Pas incidentit t\u00eb par\u00eb ishte tashm\u00eb e qart\u00eb se avioni nuk kishte garancit\u00eb e nevojshme p\u00ebr t\u00eb fluturuar.
\nBoeing 737 dhe Airbus 320 jan\u00eb avion\u00eb me nj\u00eb korridor t\u00eb vet\u00ebm me rreth 150 vende. K\u00ebto dy tipe avion\u00ebsh jan\u00eb \u201ckuaj godit\u00ebs\u201d t\u00eb kompanive t\u00eb ndryshme, jan\u00eb shitur me qindra dhe me nj\u00eb p\u00ebrfitim t\u00eb mir\u00eb. N\u00eb vitin 2010, Airbus kishte vendosur q\u00eb ta ofronte A-320 e tij me nj\u00eb motor t\u00eb nj\u00eb tipi t\u00eb ri, t\u00eb mbiquajtur New Engine Option (NEO), q\u00eb p\u00ebrdor m\u00eb pak karburant. P\u00ebr t\u2019ju kund\u00ebrp\u00ebrgjigjur l\u00ebvizjes s\u00eb Airbus, Boeing i \u00ebsht\u00eb dashur t\u00eb b\u00ebj\u00eb t\u00eb nj\u00ebjt\u00ebn gj\u00eb. Edhe 737 do t\u00eb duhej t\u00eb kishte motor\u00eb t\u00eb rinj p\u00ebr t\u00eb siguruar nj\u00eb fluturim m\u00eb efi\u00e7ent dhe nj\u00eb rreze operative m\u00eb t\u00eb madhe. Motor\u00ebt e rinj e 737 MAX jan\u00eb m\u00eb t\u00eb m\u00ebdhenj dhe \u00ebsht\u00eb dashur t\u00eb pozicionohen n\u00eb m\u00ebnyr\u00eb pak m\u00eb t\u00eb ndryshme karshi versionit t\u00eb m\u00ebparsh\u00ebm. Kjo i ka ndryshuar karakteristikat fluturuese t\u00eb avionit, duke i dh\u00ebn\u00eb nj\u00eb tendenc\u00eb t\u00eb caktuar ngritjeje.
\nKjo karakteristik\u00eb e re fluturuese e 737 MAX do t\u00eb duhej t\u00eb k\u00ebrkonte nj\u00eb rikualifikim t\u00eb pilot\u00ebve, p\u00ebr p\u00ebrgjegj\u00ebsit e marketingut t\u00eb Boeing u kan\u00eb th\u00ebn\u00eb gjithmon\u00eb klient\u00ebve t\u00eb tyre se 737 MAX nuk kishte nevoj\u00eb p\u00ebr nj\u00eb st\u00ebrvitje t\u00eb re dhe t\u00eb plot\u00eb. N\u00eb vend t\u00eb seancave t\u00eb kushtueshme n\u00eb simulatorin e fluturimit p\u00ebr t\u2019u m\u00ebsuar me k\u00ebt\u00eb tip t\u00eb ri avioni, pilot\u00ebt e aft\u00ebsuar me 737 do t\u00eb duhej t\u00eb lexonin vet\u00ebm dokumentacionin teknik lidhur me ndryshimet midis tipit t\u00eb vjet\u00ebr dhe tipit t\u00eb ri. P\u00ebr ta b\u00ebr\u00eb gj\u00ebn\u00eb t\u00eb zbatueshme, inxhinier\u00ebt e Boeing kan\u00eb p\u00ebrdorur nj\u00eb truk t\u00eb vog\u00ebl. Kan\u00eb shtuar nj\u00eb \u201csistem fuqizimi t\u00eb karakteristikave t\u00eb manovr\u00ebs\u201d (MCAS) q\u00eb e ul hund\u00ebn e avionit n\u00ebse nj\u00eb sensor zbulon nj\u00eb k\u00ebnd sulmues tep\u00ebr t\u00eb lart\u00eb (AoA) q\u00eb mund t\u00eb \u00e7oj\u00eb n\u00eb nj\u00eb ng\u00ebr\u00e7. Kjo i ka b\u00ebr\u00eb karakteristikat fluturuese e versionit t\u00eb ri t\u00eb 737 t\u00eb ngjashme me ato t\u00eb modelit t\u00eb vjet\u00ebr. Por inxhinier\u00ebt kan\u00eb b\u00ebr\u00eb nj\u00eb budallall\u00ebk.
\n737 MAX ka dy kompjuter\u00eb p\u00ebr kontrollin e fluturimit. Secili \u00ebsht\u00eb i lidhur vet\u00ebm me nj\u00ebrin prej dy sensor\u00ebve q\u00eb lidhin dhe lexojn\u00eb k\u00ebndin e sulmit. Gjat\u00eb fluturimit, vet\u00ebm nj\u00eb prej dy kompjuter\u00ebve ndjek kontrollin MCAS. N\u00ebse lexon nj\u00eb k\u00ebnd sulmi shum\u00eb t\u00eb lart\u00eb, zbret p\u00ebr posht\u00eb stabilizatorin horizontal p\u00ebr rreth 10 sekonda. Pastaj l\u00eb t\u00eb kalojn\u00eb 5 sekonda dhe lexon s\u00ebrish t\u00eb dh\u00ebnat e sensorit. N\u00ebqoft\u00ebse ku vazhdon t\u00eb tregoj\u00eb nj\u00eb k\u00ebnd sulmi tep\u00ebr t\u00eb lart\u00eb, MCAS e urdh\u00ebron s\u00ebrish stabilizatorin q\u00eb ta ul\u00eb hund\u00ebn e avionit. MCAS \u00ebsht\u00eb i pavarur nga piloti automatik. \u00cbsht\u00eb aktiv edhe gjat\u00eb fluturimit manual. Ka nj\u00eb procedur\u00eb p\u00ebr ta \u00e7aktivizuar, por q\u00eb k\u00ebrkon koh\u00eb. Nj\u00eb prej sensor\u00ebce t\u00eb k\u00ebndit t\u00eb sulmit n\u00eb fluturimin indonezian ishte difektoz. Fatkeq\u00ebsisht, ishte pik\u00ebrisht ai i lidhur me kompjuterin q\u00eb menaxhonte MCAS gjat\u00eb atij fluturimi. Pak koh\u00eb pas ngritjes, sensori kishte sinjalizuar nj\u00eb k\u00ebnd sulmi tep\u00ebr t\u00eb lart\u00eb, edhe pse avioni po merrte kuot\u00eb n\u00eb m\u00ebnyr\u00eb t\u00eb rregullt. MCAS ishte aktivizuar dhe e kishte ulur hund\u00ebn e avionit. Pilot\u00ebt kishin raguar duke \u00e7aft\u00ebsuar autopilotin dhe t\u00ebrhequr prapa marshin komandues. MCAS ishte aktivizuar s\u00ebrish, duke e d\u00ebrguar avionin m\u00eb tej n\u00eb pikiat\u00eb. Kjo kishte ndodhur 12 her\u00eb, p\u00ebrpara se avioni t\u00eb rr\u00ebzohej n\u00eb det.
\nRealizimi i nj\u00eb automatizmi t\u00eb r\u00ebnd\u00ebsish\u00ebm p\u00ebr sigurin\u00eb q\u00eb varet nga nj\u00eb sensor i vet\u00ebm \u00ebsht\u00eb nj\u00eb projektim jasht\u00ebzakonisht skadent. Edhe t\u00eb kesh nj\u00eb automatizim p\u00ebr kontrollin e fluturimit q\u00eb mbetet aktiv edhe kur piloti fluturon n\u00eb m\u00ebnyr\u00eb manuale \u00ebsht\u00eb nj\u00eb zgjedhje e keqe. Por gjesti i v\u00ebrtet\u00eb kriminal ka qen\u00eb fakti q\u00eb Boeing e ka mbajtur t\u00eb fsheht\u00eb k\u00ebt\u00eb karakteristik\u00eb. As kompanit\u00eb ajrore q\u00eb kan\u00eb bler\u00eb avion\u00ebt, as pilot\u00ebt q\u00eb i kishin p\u00ebrdorur nuk qen\u00eb informuar p\u00ebr MCAS. Nuk dinin p\u00ebr ekzistenc\u00ebn e tij. Nuk ishin n\u00eb dijeni t\u00eb nj\u00eb sistemi automatik q\u00eb kontrollonte stabilizator\u00ebt edhe kur autopiloti ishte \u00e7aktivizuar. Nuk kishin as iden\u00eb sesi mund t\u00eb \u00e7aktivizohej. 9 dit\u00eb pas fluturimi indonezian i Lion Air 610 kishte p\u00ebrfunduar me nj\u00eb incident vdekjeprur\u00ebs, Federal Aviation Administration (FAA) kishte emetuar nj\u00eb Emergency Airworthiness Directive. Pilot\u00ebt q\u00eb fluturonin n\u00eb 737 MAX kishin mbetur pa fjal\u00eb. APA-ja, sindikata e pilot\u00ebve, i kishte d\u00ebrguar nj\u00eb let\u00ebr an\u00ebtar\u00ebve t\u00eb saj: \u201cKy \u00ebsht\u00eb p\u00ebrshkrimi i par\u00eb q\u00eb ju, si pilot\u00eb t\u00eb 737, keni par\u00eb ndonj\u00ebher\u00eb. Nuk \u00ebsht\u00eb as n\u00eb manualin fluturues AA 737 Pjesa e 2, as nuk ekziston nj\u00eb p\u00ebrshkrim n\u00eb Boeing FCOM (Manual Operativ p\u00ebr Ekuipazhin)\u201d, pohon letr\u00ebn e Komitetit t\u00eb Siguris\u00eb t\u00eb sindikat\u00ebs. \u201cVet\u00ebdija \u00ebsht\u00eb gj\u00ebja themelore p\u00ebr t\u00eb gjitha problemet e lidhura me sigurin\u00eb\u201d.
\nAvioni i Ethiopian Airlines q\u00eb \u00ebsht\u00eb p\u00ebrplasur ka r\u00ebn\u00eb me nj\u00eb profil fluturimi t\u00eb ngjash\u00ebm me at\u00eb t\u00eb avionit indonezian. Ka shum\u00eb t\u00eb ngjar\u00eb q\u00eb MCAS \u00ebsht\u00eb shkaku i t\u00eb dy incident\u00ebve. Edhe pse pilot\u00ebt e avionit etiopian qen\u00eb n\u00eb dijeni t\u00eb sistemit MCAS, mund t\u00eb ken\u00eb pasur shum\u00eb pak koh\u00eb p\u00ebr ta \u00e7aktivizuar. Regjistruesit e fluturimit jan\u00eb rikuperuar dhe do t\u00eb na tregojn\u00eb historin\u00eb e plot\u00eb. Boeing ka shitur rreth 5000 avion\u00eb 737 MAX. Deri m\u00eb tani jan\u00eb dor\u00ebzuar 340. Pjesa m\u00eb e madhe e tyre tani mbahen n\u00eb tok\u00eb. Disa familjar\u00eb t\u00eb t\u00eb vdekurve n\u00eb fluturimin indonezian po e padisin Boeing. T\u00eb tjer\u00eb do t\u00eb pasojn\u00eb. Por Boeing nuk \u00ebsht\u00eb fajtori i vet\u00ebm. FAA-ja certifikon t\u00eb gjith\u00eb avion\u00ebt e rinj dhe dokumentacionin e tyre. Kam qen\u00eb p\u00ebr pak pjes\u00ebrisht i p\u00ebrfshir\u00eb n\u00eb problemet e certifikimit t\u00eb Airbus. \u00cbsht\u00eb nj\u00eb proces jasht\u00ebzakonisht i detajuar, q\u00eb duhet t\u00eb ndiqet fjal\u00eb p\u00ebr fjal\u00eb. P\u00ebr t\u00eb certifikuar nj\u00eb avion modern impenjohen me koh\u00eb t\u00eb plot\u00eb qindra njer\u00ebz. \u00c7do vid\u00eb e vock\u00ebl, por edhe detajet m\u00eb t\u00eb vogla e projektimit t\u00eb hardware e t\u00eb software duhet t\u00eb dokumentohen e certifikohen. Si apo pse FAA-ja ia ka dh\u00ebn\u00eb autorizimin e fluturimit 737 MAX me MCAS e projektuar keq? Si ka mundur FAA-ja t\u00eb lejoj\u00eb q\u00eb MCAS t\u00eb p\u00ebrjashtohej nga dokumentacioni zyrtar? Cilat qen\u00eb masat e marra pasi fluturimi indonezian ishte rr\u00ebzuar n\u00eb det?
\nDeri m\u00eb tani, FAA-ja ka qen\u00eb nj\u00eb agjenci certifikimi shum\u00eb e kuotuar. Vende t\u00eb ndryshme kan\u00eb ndjekur vendimet e saj dhe i kan\u00eb pranuar certifikimet e l\u00ebshuara prej saj. Fakti q\u00eb pjesa m\u00eb e madhe e vendeve po i mban n\u00eb tok\u00eb avion\u00ebt 737 MAX, nd\u00ebrkoh\u00eb q\u00eb fluturojn\u00eb akoma n\u00eb Shtetet e Bashkuara, \u00ebsht\u00eb nj\u00eb sinjal se ky vler\u00ebsim po ndryshon. Certifkimet e FAA-s\u00eb p\u00ebr avion\u00ebt e Boeing tani vihen n\u00eb dyshim. Sot kuotimet n\u00eb burs\u00eb e aksioneve Boeing kan\u00eb r\u00ebn\u00eb me 7.5%. Dyshoj se kjo r\u00ebnie \u00ebsht\u00eb tejet emblematike p\u00ebr problemet aktuale t\u00eb p\u00ebrgjegj\u00ebsis\u00eb t\u00eb kompanis\u00eb. Tani \u00e7do kompani ajrore q\u00eb \u00ebsht\u00eb detyruar t\u00eb mbaj\u00eb n\u00eb tok\u00eb avion\u00ebt e saj do t\u00eb k\u00ebrkoj\u00eb d\u00ebmshp\u00ebrblim. M\u00eb shum\u00eb se 330 persona kan\u00eb vdekur dhe familjet e tyre meritojn\u00eb d\u00ebmshp\u00ebrblim. Porosit\u00eb p\u00ebr avion\u00ebt 737 MAX do t\u00eb anullohen sepse pasagjer\u00ebt do ta shmangin k\u00ebt\u00eb lloj avioni. Boeing do ta zgjidh\u00eb problemin e MCAS duke p\u00ebrdorur m\u00eb shum\u00eb sensor\u00eb ose duke modifikuar gjithsesi procedurat. Por problemi m\u00eb i madh p\u00ebr industrin\u00eb aeronautike e Shteteve t\u00eb Bashkuara mund t\u00eb jet\u00eb d\u00ebmi i shkaktuar reputacionit t\u00eb FAA-s\u00eb. N\u00ebqoft\u00ebse kjo e fundit \u00ebsht\u00eb par\u00eb nd\u00ebrkomb\u00ebtarisht si nj\u00eb agjenci detyra e s\u00eb cil\u00ebs \u00ebsht\u00eb ajo e favorizimit t\u00eb kompanive ajrore amerikane, nuk do t\u00eb jet\u00eb m\u00eb e besueshme dhe sektori do ta ndjej\u00eb pasoj\u00ebn. Do t\u00eb duhet t\u00eb menaxhoj\u00eb proceset e ardhshme t\u00eb certifikimit n\u00ebp\u00ebrmjet nj\u00eb xhungle agjencish\u00eb t\u00eb huaja. Kongresit do t\u2019i duhet t\u00eb merret me problemin e FAA-s\u00eb dhe t\u00eb investigoj\u00eb p\u00ebr pse-n\u00eb e d\u00ebshtimit t\u00eb saj.
\n(nga Moon of Alabama)<\/p>\n
P\u00ebrgatiti:
\nARMIN TIRANA\/ bota.al<\/p>\n","protected":false},"excerpt":{"rendered":"
T\u00eb diel\u00ebn e kaluar nj\u00eb fluturim i Ethiopian Airlines \u00ebsht\u00eb rr\u00ebzuar, duke shkaktuar vdekjen e t\u00eb gjith\u00eb personave n\u00eb bord. 5 muaj m\u00eb par\u00eb, nj\u00eb xhet indonezian i kompanis\u00eb ajrore Lion Air ishte p\u00ebrplasur n\u00eb af\u00ebrsi t\u00eb Xhakart\u00ebs. T\u00eb dy avion\u00ebt qen\u00eb Boeing 737-8 MAX. T\u00eb dy incident\u00ebt kan\u00eb ndodhur menj\u00ebher\u00eb pas ngritjes. Avion\u00ebt Boeing […]<\/p>\n","protected":false},"author":1,"featured_media":5572,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"om_disable_all_campaigns":false,"footnotes":""},"categories":[18],"tags":[],"yoast_head":"\n