{"id":17132,"date":"2019-03-13T19:43:46","date_gmt":"2019-03-13T17:43:46","guid":{"rendered":"https:\/\/inginerie.aero\/?p=17132"},"modified":"2019-03-13T20:12:46","modified_gmt":"2019-03-13T18:12:46","slug":"siguranta-legendara-a-familiei-boeing-737","status":"publish","type":"post","link":"https:\/\/inginerie.aero\/index.php\/ro\/2019\/03\/13\/siguranta-legendara-a-familiei-boeing-737\/","title":{"rendered":"Siguran\u021ba legendar\u0103 a familiei Boeing 737"},"content":{"rendered":"

[et_pb_section bb_built=”1″ fullwidth=”off” specialty=”on”][et_pb_column type=”3_4″ specialty_columns=”3″][et_pb_row_inner admin_label=”Row”][et_pb_column_inner type=”4_4″ saved_specialty_column_type=”3_4″][et_pb_text background_layout=”light” text_orientation=”justified” use_border_color=”off” _builder_version=”3.0.92″]<\/p>\n

Boeing 737 MAX este a patra genera\u021bie de 737, una dintre cele mai de succes familii de aeronave de transport.<\/p>\n

Primele modele 737-100 \u0219i 737-200 au zburat \u00een 1967-1968. Tipul 737-200 \u00eenc\u0103 mai zboar\u0103, 17 exemplare fiind \u00een serviciu \u00een Canada, de\u0219i produc\u021bia lor a \u00eencetat din 1988. Sunt aeronave foarte fiabile \u0219i au o capabilitate unic\u0103 de a decola f\u0103r\u0103 riscuri de pe piste cu pietri\u0219 \u0219i nisip antiderapant, av\u00e2nd o echipare special\u0103 pentru acest tip de opera\u021biuni. Multe aeroporturi din nordul Canadei nu justific\u0103 investi\u021bii \u00een piste astfaltate, care \u00een acele condi\u021bii de temperatur\u0103 sunt \u0219i foarte scump de \u00eentre\u021binut. Localit\u0103\u021bile izolate din acea regiune nu au alt mijloc de transport \u0219i 737-200 este singura lor leg\u0103tur\u0103 rapid\u0103 \u0219i confortabil\u0103 cu restul lumii. Via\u021ba acestui aparat va fi prelungit\u0103 \u00eenc\u0103 mul\u021bi ani de companiile canadiene, cu sprijinul autorit\u0103\u021bii aeronautice na\u021bionale. Avionul ini\u021bial era echipat cu instrumente clasice de bord, dar avioanele recertificate recent \u00een Canada se bucur\u0103 de o avionic\u0103 modern\u0103, de tip glass cockpit. Am \u021binut s\u0103 dau acest exemplu pentru c\u0103 au ap\u0103rut \u00een media discu\u021bii despre vechimea aeronavelor \u0219i critici la adresa unor operatori aerieni care au la zbor avioane mai vechi. Cel mai puternic om al planetei, pre\u0219edintele SUA ar trebui s\u0103 fie foarte \u00eengrijorat. Avioanele lui au 30 de ani vechime. Dimpotriv\u0103, recentele accidente 737 MAX ne reamintesc c\u0103 de fapt o nou\u0103 tehnologie poate genera riscuri mai mari dec\u00e2t tehnologia matur\u0103, consacrat\u0103, pe care se bazeaz\u0103 aeronavele aflate de mul\u021bi ani \u00een serviciu. Fiecare inova\u021bie major\u0103 \u0219i-a avut partea ei de sacrificiu uman, ne g\u00e2ndim la De Havilland Comet \u00een anii 1950, sau la Airbus A320 \u00een anii 1990.<\/p>\n

Bolile copil\u0103riei nu au ocolit primele avioane Boeing 737-200. Destul de multe exemplare au sf\u00e2r\u0219it prost, rata accidentelor fiind de 1,75 la un milion de zboruri. Rata accidentelor la seriile ulterioare s-a redus treptat, fiind de 0,54 la Classic \u0219i de 0,27 la NG. Maturizarea unei tehnologii vine cu beneficii de siguran\u021b\u0103 explicabile. Pe de alt\u0103 parte, ceea ce se \u00eent\u00e2mpl\u0103 acum cu seria MAX iese complet din ce ne-am fi a\u0219teptat. \u00cen doi ani, cele 200 de avioane MAX \u00een serviciu nu au acumulat mai mult de un sfert de milion de zboruri, iar cele 2 accidente urc\u0103 rata la cca. 8 pe milion. Desigur c\u0103 aceast\u0103 rat\u0103 va sc\u0103dea cu fiecare an, pentru c\u0103 am convingerea c\u0103 MAX va fi resoftat \u0219i problemele lui tehnice vor fi eradicate.<\/p>\n

A doua genera\u021bie de 737 s-a numit Classic (-300 normal, seria de baz\u0103, cu variantele -400 alungit \u0219i -500 scurtat). Au fost aeronave produse \u00eentre 1981 \u0219i 2000. Aproape 2000 de exemplare au fost exploatate cu succes pe toate continentele. Lufthansa a utilizat tipul -300 ca pe un cal de povar\u0103 din 1986 timp de 30 de ani, p\u00e2n\u0103 \u00een 2016, c\u00e2nd ultimul -300 a fost retras. Tarom \u0219i Blue Air folosesc \u00eenc\u0103 aceast\u0103 serie de avioane foarte fiabile.<\/p>\n

At\u00e2t prima genera\u021bia c\u00e2t \u0219i genera\u021bia Classic au avut ini\u021bial anumite probleme cu controlul direc\u021biei. O serie neagr\u0103 de accidente s-au datorat defect\u0103rii unor servomecanisme hidraulice ale controlului direc\u021biei. \u00cen situa\u021bii rarisime, pe fondul turbulen\u021bei atmosferice, ap\u0103rea bracajul necomandat \u0219i total de palonier, din care aeronava nu mai putea fi salvat\u0103.<\/p>\n

Un alt exemplu de problem\u0103 tehnic\u0103 la genera\u021bia Classic nu a f\u0103cut nicio victim\u0103, dar ilustreaz\u0103 c\u00e2t de complicate pot fi problemele tehnice \u0219i c\u00e2t de greu le este uneori inginerilor s\u0103 le rezolve. Electronica pilotului automat era realizat\u0103 de Boeing pe o arhitectur\u0103 comun\u0103 cu a tipului B747, pentru a reduce costurile. Avionul fiind mult mai mic (anvergura aripii de 737 era mai mic\u0103 dec\u00e2t anvergura ampenajului orizontal de la 747), anumite intr\u0103ri analogice \u00een pilotul automat erau neutralizate cu filtre care includeau condensatoare. \u00cen timp, condensatoarele se uscau, \u00ee\u0219i pierdeau capacitatea electric\u0103 \u0219i ca urmare referin\u021ba de ruliu \u00eencepea s\u0103 nu mai fie zero. La cuplarea pilotului automat, pilo\u021bii constatau c\u0103 avionul zboar\u0103 u\u0219or \u00eenclinat pe o parte. La \u00eenceput, unghiurile de \u00eenclinare erau foarte mici, dar la un moment dat un exemplar din flota Lufthansa ajunsese s\u0103 men\u021bin\u0103 un ruliu constant de 8\u00b0! Desigur, pilo\u021bii decuplau pilotul automat \u0219i zburau manual, p\u00e2n\u0103 c\u00e2nd inginerii au dat de cap acestei probleme ciudate. \u00centre data primului raport al unui pilot Lufthansa c\u0103 pilotul automat nu zboar\u0103 orizontal \u0219i data implement\u0103rii solu\u021biei tehnice de corectare a situa\u021biei, a durat aproximativ un an de zile.<\/p>\n

Genera\u021bia 737 Next Generation (NG, -600, -700, -800 \u0219i -900 \u00een func\u021bie de lungime, de la fuselajul cel mai scurt la cel mai lung) a \u00eensemnat o reproiectare a aeronavei cu instrumente de bord electronice. Totodat\u0103 s-a m\u0103rit stabilitatea aeronavei prin m\u0103rirea stabilizatorului vertical \u0219i reproiectarea sistemului de control al direc\u021biei, dup\u0103 lec\u021biile \u00eenv\u0103\u021bate de la genera\u021biile anterioare.<\/p>\n

Ryanair (care, \u00een treac\u0103 fie spus, a debutat cu avioane BAC One-Eleven \u00eenchiriate de la Tarom prin wet lease) a consacrat conceptul de flot\u0103 monotip cu tipul Boeing 737-800. Southwest Airlines \u00een Statele Unite de asemenea a folosit exclusiv tipurile -700 \u0219i -800. Tarom \u0219i Blue Air au de asemenea aceste tipuri \u00een dotare.<\/p>\n

F\u0103r\u0103 s\u0103 fie Fly-by-Wire ca Airbus A320, Boeing 737 NG sunt avioane glass cockpit, puternic computerizate. Exist\u0103 vreo 7000 de asemenea avioane \u00een serviciu sau comandate \u0219i ele vor fi retrase din fabrica\u021bie pe m\u0103sur\u0103 ce noua genera\u021bie MAX le va lua locul. Siguran\u021ba aeronavelor 737 NG a fost impecabil\u0103, cu doar 15 accidente sau 0,27 la un milion de zboruri, iar aceste accidente nu au fost \u00een principiu din cauze tehnice. Dou\u0103 dintre accidentele care au f\u0103cut v\u00e2lv\u0103 au fost cu B737-800: Turkish Airlines la Amsterdam \u0219i Ethiopian la Beirut. \u00cen ambele cazuri, culpa a apar\u021binut pilo\u021bilor.<\/p>\n

Ca s\u0103 \u00een\u021belegem c\u00e2t de sigure sunt avioanele Boeing 737, merit\u0103 s\u0103 men\u021bion\u0103m cazul Concorde. Supersonicul franco-britanic care a zburat \u00een 1976 a avut primul \u0219i unicul accident abia \u00een anul 2000 (Gonesse). Un singur accident \u00een 24 de ani. P\u00e2n\u0103 la acel accident, avionul se bucura de o aur\u0103 de siguran\u021b\u0103 legendar\u0103. Cineva totu\u0219i a f\u0103cut un mic calcul. \u00cen toat\u0103 istoria lui \u00een serviciu, Concorde a zburat cam c\u00e2t zboar\u0103 Boeing 737 \u00eentr-o s\u0103pt\u0103m\u00e2n\u0103. Prin urmare, un accident la 24 de ani la Concorde ar echivala cu un accident s\u0103pt\u0103m\u00e2nal la 737. Aura de siguran\u021b\u0103 legendar\u0103 o merit\u0103 de fapt 737, chiar \u00een pofida recentelor dezastre!<\/p>\n

Noua serie MAX a fost anun\u021bat\u0103 de Boeing \u00een 2011, \u00een oglind\u0103 cu retehnologizarea pe care Airbus o realiza prin seria Neo. De c\u00e2\u021biva ani au intrat \u00een serviciu noile modele. La doar doi ani de la primul zbor \u0219i cu o list\u0103 de v\u00e2nz\u0103ri de peste 5000 de unit\u0103\u021bi, MAX \u00eengrijoreaz\u0103. \u00cen octombrie 2018 \u0219i martie 2019 dou\u0103 accidente produse la scurt timp dup\u0103 decolare par s\u0103 semene. Dac\u0103 despre accidentul recent din Etiopia nu cunoa\u0219tem foarte multe, accidentul Lion Air din Indonezia a fost deja elucidat.<\/p>\n

\u00cen esen\u021b\u0103 737 MAX vine cu un sistem nou de augmentare \u00een contolul automat al zborului, care teoretic intrevine doar \u00een situa\u021bii de atitudini neobi\u0219nuite \u0219i bracheaz\u0103 stabilizatorul orizontal independent de comenzile date de pilo\u021bi. Un astfel de sistem este caracteristic aeronavelor Fly-by-Wire, a\u0219a cum este familia Airbus, \u00eens\u0103 e cam neobi\u0219nuit pentru pilo\u021bii forma\u021bi la \u0219coala Boeing. Sistemul se nume\u0219te Maneuvering Characteristics Augmentation System (MCAS). \u00cen accidentul Lion Air 610, acest sistem a reac\u021bionat eronat, pe baza unui senzor de unghi de atac defect. Ca urmare, s-a produs bracajul negativ al stabilizatorului orizontal, care a condus la pr\u0103bu\u0219irea avionului, \u00een ciuda str\u0103daniei pilo\u021bilor de a se opune acestui bracaj negativ prin comenzi de profundor. Profundorul av\u00e2nd o suprafa\u021b\u0103 mult mai mic\u0103 dec\u00e2t cea a stabilizatorului, autoritatea sa a fost sever limitat\u0103, z\u0103d\u0103rnicind eforturile pilo\u021bilor de a salva avionul.<\/p>\n

Dup\u0103 accidentul Lion Air, Boeing a emis o not\u0103 tehnic\u0103 prin care solicita pilo\u021bilor s\u0103 decupleze sistemul MCAS (prin comanda STAB TRIM CUTOUT) \u00een cazul tendin\u021bei de tangaj negativ necomandat \u0219i a promis o nou\u0103 versiune de software, care s\u0103 adreseze acest tip de problem\u0103. Din p\u0103cate, p\u00e2n\u0103 la ora accidentului de la Addis Abeba, acest nou software nu fusese livrat. Cu toate c\u0103 accidentul recent din Etiopia este \u00eenc\u0103 neelucidat, o eroare de func\u021bionare a sistemului MCAS este greu de exclus. Traiectoria aeronavei imediat dup\u0103 decolare \u0219i varia\u021biile neobi\u0219nuite ale vitezei verticale recep\u021bionate prin ADS\/B pot fi explicate prin bracajul necomandat \u0219i incorect al stabilizatorului, \u00eentocmai ca la Lion Air. De aceea, oprirea de la zbor a noului tip de aeronav\u0103 \u00een China[1]<\/a> are sens. Una dintre \u00eentreb\u0103rile cheie este dac\u0103 pilo\u021bii etiopieni au decuplat sistemul MCAS prin STAB TRIM CUTOUT la primele semne de tangaj negativ necomandat \u0219i dac\u0103 nu au f\u0103cut-o, de ce? Martori care au recep\u021bionat apelul de urgen\u021b\u0103 prin radio transmis de pilo\u021bii etiopieni relateaz\u0103 despre probleme de tip unreliable speed indications<\/em> (indica\u021bii inconsistente de vitez\u0103) \u0219i dificult\u0103\u021bi de control.<\/p>\n

Sistemul MCAS nu exista la seriile anterioare de 737. El a ap\u0103rut la MAX ca o necesitate, din cauza unei geometrii schimbate a motoarelor \u0219i a modului \u00een care motoarele sunt prinse pe arip\u0103. S-a c\u00e2\u0219tigat eficien\u021b\u0103 \u00een consum de combustibil \u00een zbor, \u00een schimb s-a deteriorat comportamentul aeronavei la atitudini neobi\u0219nuite. Fiind un avion cu aripa jos \u0219i cu motoarele montate sub arip\u0103, vectorul trac\u021biune induce un moment de tangaj semnificativ. Dac\u0103 manetele de gaze sunt \u00eempinse la maximum, botul aeronavei are tendin\u021ba de a se ridica necomandat. Aceast\u0103 tendin\u021b\u0103 poate fi periculoas\u0103 la unghiuri de atac mari, c\u00e2nd viteza este aproape de limita de angajare. Ie\u0219irea din limita de vitez\u0103 presupune pe de-o parte m\u0103rirea trac\u021biunii \u0219i pe de alt\u0103 parte \u00eempingerea man\u0219ei pentru reducerea unghiului de tangaj. Prima manevr\u0103 la un 737 MAX f\u0103r\u0103 MCAS ar risca s-o anihileze pe cea de-a doua. MCAS nu are rolul s\u0103 intervin\u0103 \u00een zborul normal, ci doar \u00een acele situa\u021bii foarte rare, c\u00e2nd avionul ajunge \u00eentr-o atitudine cu un unghi de atac foarte mare.<\/p>\n

Merit\u0103 spus c\u0103 Airbus are un sistem similar \u00eenc\u0103 din 1988, de la lansarea primului Fly-by-Wire de transport, Airbus A320. Sistemul de pe Airbus folose\u0219te doi senzori de unghi de atac, afla\u021bi pe cele dou\u0103 laterale ale fuselajului \u0219i \u00een caz de dezacord \u00eentre cei doi senzori, nu se iau decizii automate de bracaj. \u00cen cazul Lion Air 610, sistemul Boeing aparent a luat o decizie automat\u0103 de bracaj negativ \u00eentr-o condi\u021bie de dezacord \u00eentre cei doi senzori, doar unul dintre cei doi fiind defect. Accidentul A320 de la Perpignan (2008) ilustreaz\u0103 cum sistemul de control automat al zborului de la Airbus se poate p\u0103c\u0103li \u00een cazul \u00een care ambii senzori de unghi de atac m\u0103soar\u0103 eronat, dar nu sunt \u00een dezacord. Avionul respectiv fusese sp\u0103lat \u00eenainte de zbor cu jet de ap\u0103 sub presiune, contrar normelor tehnice, care interziceau un astfel de mod de a sp\u0103la aeronava. Apa inflitrat\u0103 \u00een intersti\u021biul ambilor senzori a \u00eenghe\u021bat concomitent c\u00e2nd aeronava \u00een urcare a trecut de izoterma de 0\u00b0 \u0219i sistemul automat a fost alimentat cu dou\u0103 informa\u021bii de unghi de atac, ambele gre\u0219ite, dar nu \u00een dezacord. Ca urmare, sistemul automat a comandat cabrajul aeronavei f\u0103r\u0103 ca pilo\u021bii s\u0103 poat\u0103 reac\u021biona \u00een vreun fel pentru a se salva. Un lucru similar s-a \u00eent\u00e2mplat cu un Airbus A321 al Lufthansa la Bilbao (2014), din fericire pilo\u021bii au putut rec\u00e2\u0219tiga controlul prin decuplarea unui Air Data Computer. Varianta actual\u0103 de software de MCAS de la Boeing 737 MAX \u00ee\u0219i ia informa\u021biile de la un singur senzor, iar dezacordul \u00eentre cei doi senzori de unghi de atac nu este semnalizat la bord dec\u00e2t \u00eentr-o variant\u0103 op\u021bional\u0103 de software.<\/p>\n

O aeronav\u0103 este proiectat\u0103 pe cele dou\u0103 principii, ale redundan\u021bei func\u021bionale<\/em><\/strong> \u0219i ale disimilarit\u0103\u021bii<\/em><\/strong>. Nicio defec\u021biune a unui singur echipament nu trebuie s\u0103 conduc\u0103 la un accident. Toate echipamentele sunt dublate, triplate sau cuadruplate, iar furnizorii lor sunt diferi\u021bi, astfel c\u0103 dac\u0103 unul dintre echipamente are o eroare de software sau de hardware, aceasta nu va afecta \u0219i celelalte echipamente care fac aceea\u0219i func\u021bie, acestea func\u021bion\u00e2nd concomitent pe microprocesoare de alt tip, cu un software scris de altcineva, pe acelea\u0219i specifica\u021bii. Echipamentul senzor de unghi de atac (AOA) este dublat, dar modul cum este el integrat \u00een arhitectura MCAS nu prea respect\u0103 principiul redundan\u021bei. Din principiu, func\u021bionarea unui singur senzor nu ar trebui s\u0103 decid\u0103 soarta unui zbor.<\/p>\n

Pe 12 martie 2019, Boeing a emis urm\u0103toarea not\u0103 referitoare la MCAS \u0219i la accidentele Lion Air\u00a0 610 \u0219i Ethiopian 302: \u201d\u00cen ultimele luni \u0219i \u00een urma accidentului Lion Air 610, Boeing a \u00eenceput s\u0103 dezvolte o \u00eembun\u0103t\u0103\u021bire de software pentru 737 MAX destinat\u0103 s\u0103 fac\u0103 o aeronav\u0103 deja sigur\u0103 \u00eentr-una \u0219i mai mai sigur\u0103. Aceasta include actualiz\u0103ri ale legii de control a Sistemului de Augmentare a Caracteristicilor de Manevr\u0103 (MCAS), afi\u0219ajul pentru pilo\u021bi, manualele opera\u021bionale \u0219i instruirea pilo\u021bilor. Legea de control \u00eembun\u0103t\u0103\u021bit\u0103 include intr\u0103rile de unghi de atac (AOA), limiteaz\u0103 comenzile trim de stabilizator ca r\u0103spuns la o citire eronat\u0103 de unghi de atac \u0219i satureaz\u0103 comanda de stabilizator pentru a p\u0103stra autoritatea profundorului.\u201d<\/p>\n

Cheia rezolv\u0103rii acestei situa\u021bii const\u0103 tocmai \u00een aceast\u0103 promisiune f\u0103cut\u0103 de Boeing. Dac\u0103 MCAS \u00ee\u0219i limiteaz\u0103 ac\u021biunea sa automat\u0103 asupra stabilizatorului la o valoare la care \u00eenc\u0103 profundorul are autoritate, \u00eenseamn\u0103 c\u0103 un avion \u00een situa\u021bia Lion Air 610 sau (prezumtiv) Ethipian 302, ar r\u0103m\u00e2ne controlabil de la man\u0219\u0103 \u0219i pilo\u021bii ar putea compensa manual astfel de c\u0103deri ale botului aeronavei induse \u00een mod incorect de MCAS, din cauza unor senzori defec\u021bi. Aceasta ar fi bine\u00een\u021beles o \u00eentoarcere la tradi\u021bia filosofiei Boeing, centrat\u0103 pe pilot. Desigur, r\u0103m\u00e2ne solu\u021bia decupl\u0103rii sistemului STAB TRIM, care va suspenda cu totul ac\u021biunea MCAS.<\/p>\n

Persist\u0103 \u0219i \u00eentrebarea de ce se defecteaz\u0103 ni\u0219te senzori noi at\u00e2t de des \u0219i at\u00e2t de u\u0219or.<\/p>\n

O alt\u0103 lec\u021bie necesar\u0103 ar fi reconsiderarea afi\u0219ajului unghiului de atac (AOA). \u00cen anii 2000 la aeronavele de transport s-a renun\u021bat treptat la afi\u0219ajul acestui parametru esen\u021bial al zborului. At\u00e2t aeronavele Boeing, c\u00e2t \u0219i Airbus ajunseser\u0103 \u00een aceast\u0103 situa\u021bie. Dup\u0103 viteza aerodinamic\u0103 indicat\u0103, unghiul de atac este al doilea parametru ca importan\u021b\u0103 \u00een men\u021binerea aeronavei \u00een zbor. Totu\u0219i, s-a considerat c\u0103 pentru pilo\u021bi este mai important unghiul de tangaj \u0219i c\u0103 dou\u0103 unghiuri pe canalul longitudinal s-ar putea s\u0103-i \u00eencurce. Abia dup\u0103 accidentul Air France 447 cu un Airbus 330 (2009), recomandarea Biroul Francez de Anchet\u0103 a fost de a reintroduce afi\u0219ajul la bord al unghiului de atac. \u00cen accidentul Lion Air 610, afi\u0219ajul la bord al unghiului de atac ar fi putut ajuta pilo\u021bii s\u0103 \u00een\u021beleag\u0103 imediat ce se \u00eent\u00e2mpl\u0103 cu avionul lor, vizualiz\u00e2nd practic indica\u021bia inconsistent\u0103 a unuia din sezorii AOA.<\/p>\n

Aeronavele Boeing sunt \u0219i vor r\u0103m\u00e2ne aeronave foarte sigure. Ceea ce s-a \u00eent\u00e2mplat \u00een Indonezia \u0219i \u00een Etiopia marcheaz\u0103 o boal\u0103 a copil\u0103riei noii tehnologii MAX. Inova\u021biile tehnologice vin cu acest pre\u021b greu de suportat, \u00een vie\u021bi omene\u0219ti. \u00cen avia\u021bie \u00eens\u0103, niciun accident sau incident nu r\u0103m\u00e2ne \u00een zadar. Sistemul avia\u021biei va \u00eenva\u021ba din aceste gre\u0219eli. Am convingerea c\u0103 MAX va recupera terenul pierdut \u0219i c\u0103 vom zbura cu MAX \u00een siguran\u021b\u0103 deplin\u0103, de acum \u00eencolo, mul\u021bi ani.<\/p>\n

Octavian Thor Pleter<\/p>\n

[1]<\/a> P\u00e2n\u0103 la momentul public\u0103rii articolului, EASA, CAA-ul britanic \u0219i alte autorit\u0103\u021bi na\u021bionale s-au al\u0103turat chinezilor \u00een oprirea la sol a aeronavelor 737 MAX<\/p>\n

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Boeing 737 MAX este a patra genera\u021bie de 737, una dintre cele mai de succes familii de aeronave de transport. Primele modele 737-100 \u0219i 737-200 au zburat \u00een 1967-1968. Tipul 737-200 \u00eenc\u0103 mai zboar\u0103, 17 exemplare fiind \u00een serviciu \u00een Canada, de\u0219i produc\u021bia lor a \u00eencetat din 1988. Sunt aeronave foarte fiabile \u0219i au o […]<\/p>\n","protected":false},"author":5,"featured_media":17133,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_et_pb_use_builder":"on","_et_pb_old_content":"","_et_gb_content_width":"","jetpack_post_was_ever_published":false,"_jetpack_newsletter_access":"","_jetpack_dont_email_post_to_subs":false,"_jetpack_newsletter_tier_id":0,"_jetpack_memberships_contains_paywalled_content":false,"_jetpack_memberships_contains_paid_content":false,"footnotes":"","jetpack_publicize_message":"","jetpack_publicize_feature_enabled":true,"jetpack_social_post_already_shared":true,"jetpack_social_options":{"image_generator_settings":{"template":"highway","enabled":false},"version":2},"_links_to":"","_links_to_target":""},"categories":[108],"tags":[],"class_list":["post-17132","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aviatie-si-astronautica"],"jetpack_publicize_connections":[],"yoast_head":"\nSiguran\u021ba legendar\u0103 a familiei Boeing 737 - Alumni Politehnica Aerospace Engineering<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/inginerie.aero\/index.php\/ro\/2019\/03\/13\/siguranta-legendara-a-familiei-boeing-737\/\" \/>\n<meta property=\"og:locale\" content=\"ro_RO\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Siguran\u021ba legendar\u0103 a familiei Boeing 737 - Alumni Politehnica Aerospace Engineering\" \/>\n<meta property=\"og:description\" content=\"Boeing 737 MAX este a patra genera\u021bie de 737, una dintre cele mai de succes familii de aeronave de transport. 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