Luto Refat Sadikaj futet n\u00eb aradh\u00ebn e pilot\u00ebve \u201celit\u00eb\u201d t\u00eb aviacionit shqiptar t\u00eb t\u00eb gjitha koh\u00ebve. Ai ishte nj\u00ebri nga pilot\u00ebt e grupit t\u00eb par\u00eb q\u00eb u p\u00ebrgatit, q\u00eb nga fillimi, n\u00eb shkoll\u00ebn ton\u00eb t\u00eb aviacionit, n\u00eb Vlor\u00eb. Pra, Luto Sadikaj \u00ebsht\u00eb \u201cprodhim vendi\u201d, nj\u00ebqind p\u00ebr qind. Jo vet\u00ebm kaq. Luto Sadikaj, \u201cu gatua\u201d e u perfeksionua deri n\u00eb avion\u00ebt e sofistikuar t\u00eb koh\u00ebs, Mig-21, n\u00eb aerodromet shqiptar\u00eb, me instruktor\u00eb vendas, sipas kursit t\u00eb p\u00ebrgatitjes luftarake dhe rregulloreve shqiptare t\u00eb aviacionit, n\u00eb kushtet kur limitet pak\u00ebsoheshin vazhdimisht dhe pa patur avion\u00eb dyvend\u00ebsh. Ndoshta kemi t\u00eb b\u00ebjm\u00eb me nj\u00eb rast unikal, n\u00eb historin\u00eb bot\u00ebrore t\u00eb aviacionit luftarak.<\/p>\n
\u201cForca ajrore e vendit ishte fuqizuar me aeroplan\u00ebt luftarak\u00eb m\u00eb t\u00eb sofistikuar t\u00eb koh\u00ebs. Shpresat e atyre q\u00eb nuk na donin t\u00eb mir\u00ebn, ishin b\u00ebr\u00eb pluhur e hi. Viti pasardh\u00ebs 1972, sh\u00ebnoi p\u00ebrgatitje intensive p\u00ebr kualifikimin e pilot\u00ebve q\u00eb kaluan n\u00eb avion\u00ebt \u2018Mig\u2019-21, n\u00eb Kin\u00eb dhe, paralelisht u punua, me nj\u00eb grup pilot\u00ebsh me perspektiv\u00eb, p\u00ebr t\u00eb kaluar n\u00eb k\u00ebt\u00eb tip avioni, k\u00ebtu, n\u00eb vendin ton\u00eb, n\u00eb aerodromin e Rinasit. Kjo ishte nj\u00eb pun\u00eb, e cila kryhej p\u00ebr her\u00eb t\u00eb par\u00eb. U p\u00ebrzgjodh\u00ebn pilot\u00eb t\u00eb rinj, me mosh\u00eb 22-23 vje\u00e7, t\u00eb cil\u00ebt dalloheshin p\u00ebr teknik\u00eb pilotimi t\u00eb lart\u00eb dhe q\u00eb ishin me perspektiv\u00eb t\u00eb qart\u00eb.<\/p>\n
Aso kohe piloti Luto Refat Sadikaj, fluturonte n\u00eb aeroplan\u00ebt mbi zanor\u00eb gjuajt\u00ebs-bombardues \u2018Mig\u2019-19 S, dit\u00ebn, n\u00eb kushte t\u00eb thjeshta t\u00eb motit. Synohej t\u00eb merrte klasin e dyt\u00eb t\u00eb pilotit ushtarak. Me vullnetin dhe k\u00ebmb\u00ebnguljen karakteristike t\u00eb tij, Luto Sadikaj u p\u00ebrfshi n\u00eb grupin e pilot\u00ebve t\u00eb kalimit n\u00eb avion\u00ebt \u2018Mig\u2019-21, s\u00eb bashku me shok\u00ebt e tij: Dhimit\u00ebr Robo (\u2018D\u00ebshmor i Atdheut\u2019); Klement Aliko, Musa Kame dhe Kujtim Kryekurti. Instruktor i tyre ishte nj\u00ebri nga pilot\u00ebt m\u00eb n\u00eb z\u00eb t\u00eb vendit, G\u00ebzdar Veipi. Luto Sadikaj, edhe n\u00eb k\u00ebt\u00eb rast shk\u00eblqeu e u b\u00eb shembull p\u00ebr koleg\u00ebt, si n\u00eb teori dhe n\u00eb fluturim. Spikat\u00ebn, e shk\u00eblqyen me forc\u00eb, talenti dhe aft\u00ebsit\u00eb e tij, t\u00eb rralla.<\/p>\n
Luto Sadikaj ishte nj\u00eb pilot me teknik\u00eb pilotimi t\u00eb lart\u00eb e, t\u00eb q\u00ebndrueshme. Ai ishte i till\u00eb, jo vet\u00ebm kur \u00e7do gj\u00eb, n\u00eb aj\u00ebr shkonte p\u00ebr mbar\u00eb por dhe kur gjendej p\u00ebrpara t\u00eb papriturave e prap\u00ebsive. Madje, n\u00eb raste t\u00eb till\u00eb, vihej n\u00eb prov\u00eb seriozisht personaliteti dhe vlerat e v\u00ebrteta t\u00eb pilotit. Ngjarjet e ve\u00e7anta n\u00eb aj\u00ebr, n\u00eb jet\u00ebn e nj\u00eb piloti v\u00ebrtet ndodhin rrall\u00eb, por kur ato duken n\u00eb jet\u00ebn e pilotit, ven\u00eb n\u00eb prov\u00eb talentin dhe vlerat e tij. P\u00ebr fat t\u00eb keq, n\u00eb jet\u00ebn fluturuese t\u00eb Luto Sadikaj, t\u00eb papriturat kan\u00eb pasuar nj\u00ebra-tjetr\u00ebn.<\/p>\n
N\u00eb nj\u00eb fluturim me avionin \u2018Mig\u2019-21, kur ai ishte ngritur, nga aerodromi i Rinasit, nat\u00ebn, n\u00eb kushte t\u00eb thjeshta meteorologjike, kur kishte arritur lart\u00ebsin\u00eb 100 m. dhe i kishte mbledhur rrotat e flatrat, normalisht, Luto d\u00ebgjoi se zhurma q\u00eb dep\u00ebrtonte \u00eb kabin\u00ebn ku ndodhej, papritur ndryshoi. Fanari i kabin\u00ebs s\u00eb avionit, po \u00e7ohej p\u00ebrpjet\u00eb. Me fizikun e tij t\u00eb kalitur e me krah\u00ebt t\u00ebr\u00eb muskuj, ai u mundua ta ulte fanarin dhe t\u2019i fuste kunjat ne fole, q\u00eb, m\u00eb pas t\u00eb fiksonte ganxh\u00ebn e fanarit, por, me nj\u00eb dor\u00eb kjo ishte praktikisht e pamundur. Avioni, me dor\u00ebn tjet\u00ebr duhej drejtuar.<\/p>\n
Avioni, n\u00eb regjimin e marrjes s\u00eb lart\u00ebsis\u00eb, po shtonte shpejt\u00ebsin\u00eb dhe forca ngrit\u00ebse u rrit, deri n\u00eb at\u00eb shkall\u00eb sa rrymat e fuqishme t\u00eb ajrit e shk\u00ebput\u00ebn fanarin nga avioni. Pilotimi i m\u00ebtejsh\u00ebm i aeroplanit, u b\u00eb tejet i v\u00ebshtir\u00eb. Thuajse i pamundur. N\u00eb avionin \u2018Mig\u2019-21, p\u00ebr shkak t\u00eb konstruksionit, avioni, pas shk\u00ebputjes s\u00eb fanarit, nuk e mbron pilotin, nga rrymat e fuqishme t\u00eb ajrit. Lutos i mbetej vet\u00ebm t\u00eb mbronte kok\u00ebn, me an\u00eb t\u00eb xhamit t\u00eb blinduar, mbi kok\u00eb, i cili e mbron pilotin nga predhat. Por, edhe ky xham, \u00ebsht\u00eb i vendosur 30 cm., m\u00eb larg fytyr\u00ebs s\u00eb pilotit, krahasuar me avion\u00ebt paraardh\u00ebs. Zhurma e rrymave t\u00eb ajrit, mbyste at\u00eb t\u00eb motorit dhe krijonin p\u00ebrpara syve nj\u00eb perde, t\u00eb bardh\u00eb.<\/p>\n
Forcat q\u00eb veprojn\u00eb n\u00eb aeroplan, tentonin ta nxirrnin Luton nga kabina e avionit. Shpejt\u00ebsia e fluturimit l\u00ebkundej, nga 300 km.\/or\u00eb, q\u00eb \u00ebsht\u00eb shpejt\u00ebsi minimale, deri n\u00eb 1000 km.\/or\u00eb. Zhurmat kishin bllokuar radio-k\u00ebmbimin mes pilotit n\u00eb aj\u00ebr dhe udh\u00ebheq\u00ebsit t\u00eb fluturimeve, n\u00eb tok\u00eb. Piloti u mundua t\u00eb vendoste shpejt\u00ebsin\u00eb progresive t\u00eb avionit. 500-600 km.\/or\u00eb, por e gjeti t\u00eb v\u00ebshtir\u00eb. L\u00ebshoi rrotat. Avioni nisi t\u00eb fluturonte q\u00ebndruesh\u00ebm. Fal\u00eb vlerave t\u00eb rralla, si njeri e si pilot, Luto Sadikaj, ia doli ta ulte aeroplanin, pa fanar, n\u00eb aerodromin e ngritjes, n\u00eb parametra normal\u00eb.<\/p>\n
Duke iu referuar tipareve t\u00eb Lutos, mund t\u00eb them se at\u00eb e favorizuan: aft\u00ebsit\u00eb e larta tekniko-profesionale, guximi dhe trim\u00ebria, q\u00ebndrueshm\u00ebria p\u00ebrball\u00eb t\u00eb papriturave dhe burr\u00ebria, t\u00eb cilat i dhan\u00eb mund\u00ebsin\u00eb p\u00ebr t\u00eb dal\u00eb faqebardh\u00eb. Pas uljes, kur ai tentoi t\u00eb l\u00ebshonte parashut\u00ebn e frenimit, rrymat e ajrit ia p\u00ebrplas\u00ebn dor\u00ebn prapa. Mbasi ndaloi avionin, fiku motorin, zgjidhi rripat e doli nga kabina. Nuk zbriti nga shkalla, por u hodh nga ajo lart\u00ebsi, pa pritur t\u2019i afronin shkall\u00ebn. E pam\u00eb t\u00eb shp\u00ebrfytyruar; syt\u00eb i mbante t\u00eb mbyllur. \u201cM\u00eb duket sikur kam r\u00ebr\u00eb, n\u00eb sy\u201d, \u2013 m\u00eb tha, kur e prit\u00ebm dhe e uruam q\u00eb u kthye sh\u00ebndosh\u00eb e mir\u00eb.<\/p>\n
Mes p\u00ebrqafimeve t\u00eb shok\u00ebve, dikush e pyeti: \u201c\u00c7far\u00eb t\u00eb shkoi n\u00eb mendje, n\u00eb ata \u00e7aste\u201d? N\u00eb at\u00eb \u00e7ast fatlum, p\u00ebr t\u00eb e p\u00ebr ne shok\u00ebt e tij, na tha: \u201cM\u2019u kujtua vet\u00ebm Gresa, vajza e madhe; n\u00eb vend t\u00eb aviohorizontit (instrumenti qendror e m\u00eb kryesori, n\u00eb d\u00ebrras\u00ebn e instrumenteve), m\u00eb shfaqej fytyra e saj\u201d. Raste t\u00eb ngjash\u00ebm me k\u00ebt\u00eb t\u00eb Lutos, jan\u00eb t\u00eb rrall\u00eb, e zakonisht p\u00ebrfundojn\u00eb me katastrof\u00eb ajrore. Luto Sadikaj i mbijetoi situat\u00ebs e doli fitimtar mbi t\u00eb; e solli avionin shum\u00ebmilion\u00ebsh n\u00eb tok\u00eb dhe ruajti gj\u00ebn\u00eb m\u00eb t\u00eb shtrenjt\u00eb \u2013 jet\u00ebn e tij. Akti q\u00eb kreu Luto Sadikaj, ishte heroik, por jo i vetmi.<\/p>\n
N\u00eb nj\u00eb rast tjet\u00ebr, kur fluturonte me avionin Mig-21, n\u00eb aerodromin e Gjadrit, Luto Sadikaj, p\u00ebrballoi nj\u00eb situat\u00eb mjaft t\u00eb r\u00ebnd\u00eb ajrore. Fluturonte dit\u00ebn, n\u00eb kushte t\u00eb thjeshta t\u00eb motit. Detyr\u00ebn e kishte t\u00eb arrinte shpejt\u00ebsin\u00eb e fluturimit, sa dy her\u00eb at\u00eb t\u00eb z\u00ebrit, n\u00eb lart\u00ebsin\u00eb 13.000 m. Manovra, p\u00ebr marrjen e lart\u00ebsis\u00eb dhe p\u00ebr kapjen e shpejt\u00ebsis\u00eb t\u00eb caktuar, nd\u00ebrtohej sipas nj\u00eb skeme, e cila kalonte larg qendrave t\u00eb banuara. P\u00ebr t\u00eb shmangur efektet shkat\u00ebrruese q\u00eb shkakton goditja, pas kalimit t\u00eb barrier\u00ebs s\u00eb z\u00ebrit. Kur shpejt\u00ebsia e avionit q\u00eb drejtonte Luto, arriti 1920 km.\/or\u00eb (M=1. 8), motori i aeroplanit ndryshoi zhurm\u00ebn. Ai nisi t\u00eb punonte n\u00eb m\u00ebnyr\u00eb t\u00eb paq\u00ebndrueshme.<\/p>\n
Sipas rregullit, piloti Luto Sadikaj, i raportoi n\u00ebp\u00ebrmjet radios, udh\u00ebheq\u00ebsit t\u00eb fluturimeve, n\u00eb tok\u00eb. Ai e udh\u00ebzoi, t\u00eb zvog\u00eblonte shpejt\u00ebsin\u00eb e fluturimit, n\u00ebp\u00ebrmjet stakimit t\u00eb forsazhit, i cili \u00e7liron fuqi motorik\u00eb shtes\u00eb. Luto veproi menj\u00ebher\u00eb, por avioni, n\u00eb pak sekonda, nisi t\u00eb l\u00ebkundej rreth boshtit horizontal. Koka e Lutos u godit fort, pas fanarit, n\u00eb pjes\u00ebn e sip\u00ebrme e, piloti u trullos. Edhe pse n\u00eb kok\u00eb kishte skafand\u00ebr, n\u00eb fanar mbeti shenj\u00eb e dukshme. Shpejt\u00ebsia e aeroplanit rritej, vazhdimisht; ajo kaloi 2150 km.\/or\u00eb. Forsazhi nuk u stakua dhe avioni shkonte drejt shkat\u00ebrrimit. Ishim n\u00eb aerodrom dhe ndiqnim situat\u00ebn ajrore, n\u00ebp\u00ebrmjet radio-k\u00ebmbimit t\u00eb piloti n\u00eb aj\u00ebr. me udh\u00ebheq\u00ebsin e fluturimeve dhe vrojtonim vij\u00ebn e inversit. U krijua nj\u00eb situat\u00eb e frikshme dhe ne u shqet\u00ebsuam mjaft. Qet\u00ebsia na u rikthye, vet\u00ebm kur pam\u00eb q\u00eb shoku yn\u00eb e \u201cb\u00ebri zap\u201d, at\u00eb \u201cbish\u00eb t\u00eb t\u00ebrbuar\u201d.<\/p>\n
Pas zbritjes normale, n\u00eb tok\u00eb, disa dit\u00eb radhazi, aeroplanit q\u00eb paraqiti defektin e m\u00ebsip\u00ebrm, iu b\u00ebn\u00eb kontrolle t\u00eb im\u00ebta, n\u00eb t\u00eb gjith\u00eb sistemet dhe agregat\u00ebt. Tekniku i aeroplan\u00ebve, mendjendrituri e duararti, Gani Villa, vuri re q\u00eb konusi ishte vendosur mbrapsht. Gabimin e kishin lejuar specialist\u00ebt e uzin\u00ebs t\u00eb origjin\u00ebs t\u00eb avionit, t\u00eb cil\u00ebt b\u00ebn\u00eb riparimin e mes\u00ebm t\u00eb k\u00ebtij tipi, n\u00eb kushtet e ofi\u00e7in\u00ebs dhe nuk lejuan prov\u00ebn n\u00eb aj\u00ebr t\u00eb avionit t\u00eb riparuar.<\/p>\n
I njihnim mir\u00eb vlerat e Luto Sadikaj, si njeri e si pilot, ndaj na u p\u00ebrforcua bindja, se at\u00eb defekt, me natyr\u00eb mjaft t\u00eb rrezikshme, vet\u00ebm ai mund ta p\u00ebrballonte. Ajo q\u00eb i ndodhi Lutos, nuk favorizonte as braktisjen e aeroplanit n\u00ebp\u00ebrmjet katapultimit, p\u00ebr arsye se shpejt\u00ebsia e fluturimit dhe lart\u00ebsia n\u00eb t\u00eb cil\u00ebn ndodhej avioni, ishin tej t\u00eb rekomanduarave. Luto Sadikaj ishte i \u00e7ilt\u00ebr, n\u00eb marr\u00ebdh\u00ebnie me koleg\u00ebt dhe me vart\u00ebsit. Pas \u00e7do fluturimi, ai ulej mes tyre dhe analizonte n\u00eb detaje \u00e7do ndodhi apo shmangie nga parametrat.<\/p>\n
Duke shp\u00ebrfaqur \u00e7ilt\u00ebrisht mang\u00ebsit\u00eb e lejuara, ai b\u00ebhej shembull i mir\u00eb e burim frym\u00ebzimi, p\u00ebr efektivat e regjimentit e m\u00eb gjer\u00eb. Ai e jepte shembullin vetjak edhe duke fluturuar, n\u00eb avion\u00ebt \u2018Mig 21\u2019, s\u00eb bashku me koleg\u00ebt e tij t\u00eb skuadriljes s\u00eb tret\u00eb, duke qen\u00eb n\u00eb detyr\u00ebn e komisarit t\u00eb regjimentit. Luto merrte pjes\u00eb n\u00eb t\u00eb gjitha detyrat, sipas programit e, nuk kishte rast q\u00eb t\u2019i shmangej fluturimeve, por i k\u00ebrkonte ato. N\u00eb k\u00ebt\u00eb tip avioni, prej vitit 1974, kur ra n\u00eb krye t\u00eb detyr\u00ebs, Dhimitraq Robo (D\u00ebshmor i Atdheut), nuk kishte ndodhur asnj\u00eb premise, p\u00ebr ngjarje t\u00eb jasht\u00ebzakonshme.<\/p>\n
Teknik\u00ebt e aeroplan\u00ebve dhe specialist\u00ebt e aviacionit, ishin me nivel e aft\u00ebsi t\u00eb lakmueshme profesionale. Ata freskoheshin, her\u00eb pas here, me m\u00eb t\u00eb rinj, nga prurjet e Akademis\u00eb t\u00eb Aviacionit. Mosha e teknik\u00ebve dhe pilot\u00ebve t\u00eb skuadriljes s\u00eb tret\u00eb, ishte e re dhe mes tyre ishin vendosur marr\u00ebdh\u00ebnie v\u00ebllaz\u00ebrore, t\u00eb besimit t\u00eb nd\u00ebr sjellt\u00eb. Ata ishin miq t\u00eb mir\u00eb me nj\u00ebri-tjetrin, jo vet\u00ebm brendap\u00ebrbrenda repartit.<\/p>\n
M\u00eb 29 mars t\u00eb vitit 1982, n\u00eb dit\u00ebn kur regjimenti i Gjadrit kishte dal\u00eb p\u00ebr t\u00eb fluturuar dit\u00ebn, n\u00eb kushte t\u00eb thjeshta t\u00eb motit, me detyr\u00eb praktikimin e pilot\u00ebve p\u00ebr t\u00eb kapur e sulmuar shenjat ajrore, Luto erdhi n\u00eb start (vendi ku q\u00ebndrojn\u00eb, p\u00ebrcillen e priten aeroplan\u00ebt), pak koh\u00eb para se t\u00eb nisnin fluturimet. Detyra e Komisarit t\u00eb Regjimentit, p\u00ebrve\u00e7 fluturimeve, si t\u00eb gjith\u00eb pilot\u00ebt, e obligonte Luton me detyra t\u00eb tjera, nga m\u00eb t\u00eb ndryshmet, t\u00eb natyr\u00ebs jo fluturuese. Isha vart\u00ebs i tij por e kisha dhe shok e mik, p\u00ebr kok\u00eb.<\/p>\n
Jo kur u bashkuam n\u00eb Regjimentin e Gjadrit, por qysh prej vitit 1959, kur shkuam n\u00eb Shkoll\u00ebn Ushtarake \u201cSk\u00ebnderbej\u201d. Flisja hap\u00ebt me t\u00eb e, me dashamir\u00ebsin\u00eb e mikut t\u00eb mir\u00eb. Para se t\u00eb ngjitej n\u00eb avion, i thash\u00eb, shoq\u00ebrisht e me t\u00eb qeshur: \u201dHer\u00eb tjet\u00ebr, nuk do t\u00eb t\u00eb lejoj t\u00eb fluturosh, po nuk respektove regjimin ditor t\u00eb pilotit\u201d! Ai m\u2019u p\u00ebrgjigj, po me ton dashamir\u00ebs: \u201dPo, do t\u00eb b\u00ebj si\u00e7 b\u00ebn ti, q\u00eb le \u00e7do gj\u00eb para fluturimit dhe p\u00ebrgatitesh sikur t\u00eb jesh pilot i thjesht\u00eb. Se p\u00ebr t\u00eb fluturuar kemi ardhur, q\u00eb prej vitit 1959; jo p\u00ebr pozita\u201d!<\/p>\n
Para se t\u00eb futej n\u00eb kabin\u00ebn e aeroplanit \u2018Mig\u2019-21, me num\u00ebr an\u00ebsor 108, tekniku i avionit, i raportoi sipas rregullit, mbi gatishm\u00ebrin\u00eb e mjetit ajror dhe e ndihmoi t\u00eb sistemohej n\u00eb kabin\u00eb dhe t\u00eb lidhej. Nuk m\u2019u durua. U ngjita mbi shkall\u00eb dhe ndoqa veprimet e t\u00eb dyve. \u00c7do veprim i tyre ishte i sakt\u00eb e, sipas radh\u00ebs. Piloti Luto Sadikaj, l\u00ebshoi motorin e aeroplanit dhe provoi me ngarkes\u00eb, sistemet e tij. Mbasi u bind mbi rregullsin\u00eb e tyre, ai firmosi n\u00eb flet\u00ebn e kontrollit, t\u00eb cil\u00ebn ia zgjati teknikut.<\/p>\n
I rash\u00eb leht\u00eb sip\u00ebr kask\u00ebs e i urova, me fjal\u00eb e me zem\u00ebr: \u201cFluturim t\u00eb mbar\u00eb\u201d! Pash\u00eb q\u00eb u mbyll fanari i kabin\u00ebs dhe zbrita nga shkall\u00ebt. At\u00ebher\u00eb Luto i mori leje udh\u00ebheq\u00ebsit t\u00eb fluturimeve dhe l\u00ebshoi frenat e avioni i tij l\u00ebvizi p\u00ebrpara, p\u00ebr t\u00eb dal\u00eb n\u00eb brezin e ngritjes. Tekniku i aeroplanit, un\u00eb dhe gjith\u00ebsi u ndodh\u00ebn n\u00eb start, nderuam, si\u00e7 veprohet zakonisht n\u00eb k\u00ebt\u00eb \u00e7ast solemn. Objekti ajror, t\u00eb cilin do t\u00eb kapte e sulmonte Luto, ishte i t\u00eb nj\u00ebjtit tip dhe ishte ngritur n\u00eb aj\u00ebr 5 minuta m\u00eb par\u00eb.<\/p>\n
N\u00eb brezin e ngritjes, piloti Luto Sadikaj, vendosi aeroplanin drejt, n\u00eb qend\u00ebr t\u00eb pist\u00ebs, e ndali at\u00eb dhe b\u00ebri kontrollin p\u00ebrfundimtar q\u00eb motori t\u00eb jepte fuqin\u00eb 100% dhe komandat e avionit, t\u00eb cilat l\u00ebviznin lirsh\u00ebm. L\u00ebshoi frenat e nisi t\u00eb shtoj\u00eb fuqin\u00eb motorike, deri n\u00eb maksimum. E shoq\u00ebruam, me sy, ngritjen dhe d\u00ebgjuam pun\u00ebn e rregullt t\u00eb motorit, sipas zhurm\u00ebs, t\u00eb cil\u00ebn e njihnim. Aeroplani u shk\u00ebput nga toka, n\u00eb vendin e caktuar e me k\u00ebnd normal. Ajo q\u00eb ngjau m\u00eb pas, ishte fatale dhe pa rrug\u00ebdalje.<\/p>\n
Kur aeroplani 108 ishte n\u00eb lart\u00ebsin\u00eb 4-5 m., d\u00ebgjuam nj\u00eb shp\u00ebrthim t\u00eb fuqish\u00ebm n\u00eb motorin e avionit dhe avioni nuk po largohej nga toka. Piloti tentoi t\u00eb merrte lart\u00ebsi, por fuqia motorike ishte e pamjaftueshme dhe avioni nuk u bindej veprimeve t\u00eb pilotit. E merrnim me mend dometh\u00ebnien e asaj zhurme t\u00eb pazakont\u00eb, prandaj u shqet\u00ebsuam tep\u00ebr dhe dham\u00eb alarmin. U nis\u00ebn, me shpejt\u00ebsi, p\u00ebr n\u00eb skajin verior t\u00eb aerodromit, makina zjarrfik\u00ebse; autoambulanca dhe makina e gatshme, e cila vihet n\u00eb l\u00ebvizje, n\u00eb rastet avari. Luto Sadikaj ishte p\u00ebrball\u00eb nj\u00eb defekti t\u00eb r\u00ebnd\u00eb e n\u00eb situat\u00eb kritike, ku rrug\u00ebdalja ishte e kufizuar.<\/p>\n
Ai, me reflekse t\u00eb shpejt\u00eb vendosi t\u00eb ulte avionin drejt-p\u00ebrdrejt, p\u00ebrpara, n\u00eb brezin e ngritjes. Shpejt\u00ebsia e aeroplanit, n\u00eb at\u00eb \u00e7ast ishte 380-400 km.\/or\u00eb dhe avioni preku tok\u00ebn 150 m., mbasi kishte l\u00ebn\u00eb prapa pist\u00ebn. Avioni kaloi brezin jeshil, i cili \u00ebsht\u00eb i gjat\u00eb 500 m. i gjat\u00eb, kaloi dhe brezin me r\u00ebr\u00eb q\u00eb \u00ebsht\u00eb brez sigurimi dhe sh\u00ebrben p\u00ebr frenimin e avionit, doli jasht\u00eb p\u00ebrmasave t\u00eb aerodromit t\u00eb Gjadrit dhe ndaloi pran\u00eb ledhit t\u00eb lumit Gjad\u00ebr, n\u00eb pozicion gjysm\u00eb t\u00eb p\u00ebrmbysur.<\/p>\n
N\u00eb vendin ku ndaloi avioni, shkuan, p\u00ebr ndihm\u00eb, t\u00eb par\u00ebt, dy fshatar\u00eb gjadras. Luto, i ngujuar n\u00eb kabin\u00ebn e avionit, u b\u00ebri shenj\u00eb fshatar\u00ebve, q\u00eb t\u00eb thyenin fanarin e bllokuar, por ata nuk mund\u00ebn ta b\u00ebnin k\u00ebt\u00eb gj\u00eb, me veglat q\u00eb u ndodh\u00ebn n\u00eb duar, rast\u00ebsisht. Duke e ditur rrezikun, n\u00eb at\u00eb situat\u00eb t\u00eb r\u00ebnd\u00eb p\u00ebr jet\u00ebn e tij, Luto Sadikaj, si njeri me shpirt e zem\u00ebr t\u00eb madhe, u b\u00ebri shenj\u00eb dy gjadrasve t\u00eb largoheshin, shpejt, dhe\u2026\u2026pas 29 sekondash, ose pas 60 sekondave nga fillimi i l\u00ebvizjes p\u00ebr t\u2019u ngritur, aeroplani \u2018Mig\u2019-21, me pilotin n\u00eb kabin\u00eb, shp\u00ebrtheu.<\/p>\n
K\u00ebshtu ra, n\u00eb krye t\u00eb detyr\u00ebs komisari i Regjimentit t\u00eb Gjadrit, piloti i talentuar, Luto Refat Sadikaj; nj\u00eb prind e bashk\u00ebshort i p\u00ebrkushtuar, tep\u00ebr korrekt; nj\u00eb njeri i thjesht\u00eb; nga m\u00eb t\u00eb thjesht\u00ebt q\u00eb kam njohur n\u00eb jet\u00eb. Ai nuk iu nda pasionit t\u00eb tij, p\u00ebr fluturimin por ngrihej, n\u00eb \u00e7do rast e p\u00ebr \u00e7do detyr\u00eb, sikur t\u00eb ishte djal\u00eb i ri dhe kryente t\u00eb gjitha detyrat e programit te fluturimeve, me avion\u00ebt \u2018Mig\u2019-21\u201d. Memorie.al<\/p>\n
The post \u201cAvioni nuk po ngrihej n\u00eb aj\u00ebr dhe doli jasht\u00eb pist\u00ebs, duke u p\u00ebrmbysur buz\u00eb lumit Gjad\u00ebr. At\u00eb \u00e7ast\u2026\u201d\/ Historia e panjohur e pilotit Luto Sadiku<\/a> appeared first on www.lexo.al<\/a>.<\/p>","protected":false},"excerpt":{"rendered":" Luto Refat Sadikaj futet n\u00eb aradh\u00ebn e pilot\u00ebve \u201celit\u00eb\u201d t\u00eb aviacionit shqiptar t\u00eb t\u00eb gjitha koh\u00ebve. Ai ishte nj\u00ebri nga pilot\u00ebt e grupit t\u00eb par\u00eb q\u00eb u p\u00ebrgatit, q\u00eb nga fillimi, n\u00eb shkoll\u00ebn ton\u00eb t\u00eb aviacionit, n\u00eb Vlor\u00eb. Pra, Luto Sadikaj \u00ebsht\u00eb \u201cprodhim vendi\u201d, nj\u00ebqind p\u00ebr qind. Jo vet\u00ebm kaq. Luto Sadikaj, \u201cu gatua\u201d e […]<\/p>\n","protected":false},"author":0,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[1],"tags":[],"class_list":["post-13286","post","type-post","status-publish","format-standard","hentry","category-uncategorized"],"_links":{"self":[{"href":"https:\/\/zennihost.com\/test\/wp-json\/wp\/v2\/posts\/13286","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/zennihost.com\/test\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/zennihost.com\/test\/wp-json\/wp\/v2\/types\/post"}],"replies":[{"embeddable":true,"href":"https:\/\/zennihost.com\/test\/wp-json\/wp\/v2\/comments?post=13286"}],"version-history":[{"count":0,"href":"https:\/\/zennihost.com\/test\/wp-json\/wp\/v2\/posts\/13286\/revisions"}],"wp:attachment":[{"href":"https:\/\/zennihost.com\/test\/wp-json\/wp\/v2\/media?parent=13286"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/zennihost.com\/test\/wp-json\/wp\/v2\/categories?post=13286"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/zennihost.com\/test\/wp-json\/wp\/v2\/tags?post=13286"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}