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Kvar njemačkog Airbusa A320 Neo, koji je u utorak prisilio pilota da odustane od slijetanja u Split i vrati se cijelim putem nazad do Münchena aktualizirao je pitanje koliko je letenje zapravo sigurno.

Strah od letenja nije rijedak slučaj i uvijek je jači od racionalnog statističkog podatka o tome kako je letenje sigurnije od vožnje automobilom. Statistika ne laže, ali su avionske nesreće, jednom kad se dogode, upravo strašne. Često takve nesreće nisu samo smrtonosne po putnike i članove posade, nego razorne i na mjestu udara. Nema nesreća u prometu koje su teže od avionskih.

Evo zašto je njemački Airbus A320 Neo odustao od slijetanja u Split, te se odjednom okrenuo i vratio u München. Odgovor bi vas mogao iznenaditi

Dnevno se u svijetu dogode desetine zrakoplovnih nesreća, ali najčešće bez ljudskih žrtava. Prema podacima američkog Nacionalnog odbora za sigurnost u prijevozu (NTSB), gotovo 80 posto zrakoplovnih nesreća u širem je smislu uzrokovan ljudskim faktorom. Najkritičnije faze leta su polijetanje i slijetanje, te kratak period nakon ovih radnji. Pritom, 53 posto nesreća uzrokuje greška pilota, dok ih je 21 posto vezano uz mehanički kvar, a 11 postu uz vremenske uvjete.

Svejedno, letenje jest najsigurniji oblik prijevoza. Međunarodna udruga za zračni prijevoz (IATA) izračunala je da je željeznički prijevoz s 0,04 ljudske žrtve na 100 milijuna prijeđenih milja daleko nesigurniji, od zračnog prijevoza koji bilježi tek 0,01 ljudsku žrtvu na sto milijuna milja.

Da bi te podatke približili hrvatskim čitateljima, kažimo da su 2020., prema EUROSTAT-u, na području Europske unije i u zrakoplovima registriranim u članicama EU poginule 122 osobe. Samo tri u komercijalnom prijevozu, a 111 u generalnoj avijaciji (avionima mase do 2250 kg). Za usporedbu, te su godine samo na hrvatskim cestama poginule su 237, a lani čak 292 osobe.

Avion iz Münchena taman se spuštao na pistu splitskog aerodroma, a onda se iznenada vratio natrag u Njemačku. Raspitali smo se što se dogodilo

Podaci Organizacije međunarodnog civilnog zrakoplovstva kažu da su ove godine do 21. ožujka u svijetu 132 osobe izgubile život. No iako je ovih mjeseci broj nesreća prema ICAO-u znatno povećan, načelno se može reći da je broj žrtava u ovom desetljeću u stalnom padu. Sigurnosne procedure i standardi ni u jednom obliku prijevoza nisu tako visoki kao u zrakoplovstvu. Za prosječnog vozača jednostavno su nezamislivi.

Piloti idu na stalne zdravstvene i letačke provjere, a budući da je letenje specifična aktivnost koja zahtijeva i određenu mišićnu memoriju, piloti imaju godišnji minimum sati naleta bez kojeg ne mogu produžiti dozvolu. Čak i dulja pauza kroz godinu vodi ih u situaciju da prije idućeg samostalnog leta najprije moraju na provjeru. Zrakoplovima je proizvođač propisao takozvani ABC sustav pregleda.

Na primjeru Airbusa 320 to bi značilo da svakih 750 sati naleta, odnosno 750 letova ili barem svaka 4 mjeseca, avion mora na "tehnički pregled" klase A koji traje po prilici deset radnih sati. Svako 6 do 8 mjeseci avion na dan ili dva mora u hangar zbog B pregleda, a nakon 7500 sati, odnosno 5000 letova ili barem svake druge godine, avion mora na C pregled koji traje i više od tjedan dana. Svako 6 do 12 godina avion će "na generalku", na D pregled koji podrazumijeva čak i skidanje boje s krila i trupa da bi se otkrili mikro tragovi eventualnog zamora materijala, korozije ili nečeg sličnog.

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Kvar njemačkog Airbusa A320 Neo, koji je u utorak prisilio pilota da odustane od slijetanja u Split i vrati se cijelim putem nazad do Münchena aktualizirao je pitanje koliko je letenje zapravo sigurno.

Strah od letenja nije rijedak slučaj i uvijek je jači od racionalnog statističkog podatka o tome kako je letenje sigurnije od vožnje automobilom. Statistika ne laže, ali su avionske nesreće, jednom kad se dogode, upravo strašne. Često takve nesreće nisu samo smrtonosne po putnike i članove posade, nego razorne i na mjestu udara. Nema nesreća u prometu koje su teže od avionskih.

Evo zašto je njemački Airbus A320 Neo odustao od slijetanja u Split, te se odjednom okrenuo i vratio u München. Odgovor bi vas mogao iznenaditi

Dnevno se u svijetu dogode desetine zrakoplovnih nesreća, ali najčešće bez ljudskih žrtava. Prema podacima američkog Nacionalnog odbora za sigurnost u prijevozu (NTSB), gotovo 80 posto zrakoplovnih nesreća u širem je smislu uzrokovan ljudskim faktorom. Najkritičnije faze leta su polijetanje i slijetanje, te kratak period nakon ovih radnji. Pritom, 53 posto nesreća uzrokuje greška pilota, dok ih je 21 posto vezano uz mehanički kvar, a 11 postu uz vremenske uvjete.

Svejedno, letenje jest najsigurniji oblik prijevoza. Međunarodna udruga za zračni prijevoz (IATA) izračunala je da je željeznički prijevoz s 0,04 ljudske žrtve na 100 milijuna prijeđenih milja daleko nesigurniji, od zračnog prijevoza koji bilježi tek 0,01 ljudsku žrtvu na sto milijuna milja.

Da bi te podatke približili hrvatskim čitateljima, kažimo da su 2020., prema EUROSTAT-u, na području Europske unije i u zrakoplovima registriranim u članicama EU poginule 122 osobe. Samo tri u komercijalnom prijevozu, a 111 u generalnoj avijaciji (avionima mase do 2250 kg). Za usporedbu, te su godine samo na hrvatskim cestama poginule su 237, a lani čak 292 osobe.

Avion iz Münchena taman se spuštao na pistu splitskog aerodroma, a onda se iznenada vratio natrag u Njemačku. Raspitali smo se što se dogodilo

Podaci Organizacije međunarodnog civilnog zrakoplovstva kažu da su ove godine do 21. ožujka u svijetu 132 osobe izgubile život. No iako je ovih mjeseci broj nesreća prema ICAO-u znatno povećan, načelno se može reći da je broj žrtava u ovom desetljeću u stalnom padu. Sigurnosne procedure i standardi ni u jednom obliku prijevoza nisu tako visoki kao u zrakoplovstvu. Za prosječnog vozača jednostavno su nezamislivi.

Piloti idu na stalne zdravstvene i letačke provjere, a budući da je letenje specifična aktivnost koja zahtijeva i određenu mišićnu memoriju, piloti imaju godišnji minimum sati naleta bez kojeg ne mogu produžiti dozvolu. Čak i dulja pauza kroz godinu vodi ih u situaciju da prije idućeg samostalnog leta najprije moraju na provjeru. Zrakoplovima je proizvođač propisao takozvani ABC sustav pregleda.

Na primjeru Airbusa 320 to bi značilo da svakih 750 sati naleta, odnosno 750 letova ili barem svaka 4 mjeseca, avion mora na "tehnički pregled" klase A koji traje po prilici deset radnih sati. Svako 6 do 8 mjeseci avion na dan ili dva mora u hangar zbog B pregleda, a nakon 7500 sati, odnosno 5000 letova ili barem svake druge godine, avion mora na C pregled koji traje i više od tjedan dana. Svako 6 do 12 godina avion će "na generalku", na D pregled koji podrazumijeva čak i skidanje boje s krila i trupa da bi se otkrili mikro tragovi eventualnog zamora materijala, korozije ili nečeg sličnog.

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StoryEditorOCM
SplitKOLIKO SMO SIGURNI?

Kvar njemačkog Airbusa A320 Neo, koji je u utorak prisilio pilota da odustane od slijetanja u Split i vrati se u München, aktualizirao je jedno jako bitno pitanje

Piše J. K.
13. svibnja 2022. - 12:16
21983558
PREMIUM
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Kvar njemačkog Airbusa A320 Neo, koji je u utorak prisilio pilota da odustane od slijetanja u Split i vrati se cijelim putem nazad do Münchena aktualizirao je pitanje koliko je letenje zapravo sigurno.

Strah od letenja nije rijedak slučaj i uvijek je jači od racionalnog statističkog podatka o tome kako je letenje sigurnije od vožnje automobilom. Statistika ne laže, ali su avionske nesreće, jednom kad se dogode, upravo strašne. Često takve nesreće nisu samo smrtonosne po putnike i članove posade, nego razorne i na mjestu udara. Nema nesreća u prometu koje su teže od avionskih.

Evo zašto je njemački Airbus A320 Neo odustao od slijetanja u Split, te se odjednom okrenuo i vratio u München. Odgovor bi vas mogao iznenaditi

Dnevno se u svijetu dogode desetine zrakoplovnih nesre...

#RESNIK#AIRBUS#PILOT#KVAROVI NA ZRAKOPLOVIMA
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16. svibanj 2024 10:31