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On arrival at a major UK airport, we entered a hold at FL150 with 30 minutes delay due to strong winds. We stepped down in the hold pattern by approximately 1000 feet each hold, i.e. 150, 140, 130, 120, 110, 100, 90. We were transferred to the Director at around FL100. The next clearance was understood as DESCEND FL80, which was our next lower level. At or near FL80, ATC asked if we had TURNED to heading 080. Need I describe the dreadful feeling? Mortified! I apologized on the R/T. ATC responded, No problem, gave updated heading and clearance for further descent. However, that airport is not the place to be at the wrong level and heading on a busy and rough Sunday night! Having given the incident much thought in the days following the incident, I believe that a major contributing factor was the expectation, quite reasonably in a sense, of further descent to FL80 and hearing what we thought we should hear, thus confusing heading with cleared level. As vulnerable as one can be on a new type, it could have happened on my previous type (23 years, 13,000 hours). In addition, I had a good first officer. 3. Why did the pilot feel mortified?
On arrival at a major UK airport, we entered a hold at FL150 with 30 minutes delay due to strong winds. We stepped down in the hold pattern by approximately 1000 feet each hold, i.e. 150, 140, 130, 120, 110, 100, 90. We were transferred to the Director at around FL100. The next clearance was understood as DESCEND FL80, which was our next lower level. At or near FL80, ATC asked if we had TURNED to heading 080. Need I describe the dreadful feeling? Mortified! I apologized on the R/T. ATC responded, No problem, gave updated heading and clearance for further descent. However, that airport is not the place to be at the wrong level and heading on a busy and rough Sunday night! Having given the incident much thought in the days following the incident, I believe that a major contributing factor was the expectation, quite reasonably in a sense, of further descent to FL80 and hearing what we thought we should hear, thus confusing heading with cleared level. As vulnerable as one can be on a new type, it could have happened on my previous type (23 years, 13,000 hours). In addition, I had a good first officer. 2. What was the aircraft instructed by ATC to do at around FL100.
On arrival at a major UK airport, we entered a hold at FL150 with 30 minutes delay due to strong winds. We stepped down in the hold pattern by approximately 1000 feet each hold, i.e. 150, 140, 130, 120, 110, 100, 90. We were transferred to the Director at around FL100. The next clearance was understood as DESCEND FL80, which was our next lower level. At or near FL80, ATC asked if we had TURNED to heading 080. Need I describe the dreadful feeling? Mortified! I apologized on the R/T. ATC responded, No problem, gave updated heading and clearance for further descent. However, that airport is not the place to be at the wrong level and heading on a busy and rough Sunday night! Having given the incident much thought in the days following the incident, I believe that a major contributing factor was the expectation, quite reasonably in a sense, of further descent to FL80 and hearing what we thought we should hear, thus confusing heading with cleared level. As vulnerable as one can be on a new type, it could have happened on my previous type (23 years, 13,000 hours). In addition, I had a good first officer. 1. What does stepped down in the first paragraph mean?
An aircraft stall results from a rapid decrease in lift caused by the separation of airflow from the wing’s surface brought on by exceeding the critical angle of attack. A stall can occur at any pitch attitude or airspeed. Stalls are one of the most misunderstood areas of aerodynamics because pilots often believe an airfoil stops producing lift when it stalls. In a stall, the wing does not totally stop producing lift. Rather, it cannot generate adequate lift to sustain level flight. Since lift increases with an increase in angle of attack, at some point the lift peaks and then begins to drop off. The amount of lift the wing produces drops dramatically after the critical angle of attack is exceeded, but as stated above, it does not completely stop producing lift. In most straight-wing aircraft, the wing is designed to stall the wing root first. The wing root reaches its critical angle of attack first, making the stall progress outward toward the wingtip. By having the wing root stall first, aileron effectiveness is maintained at the wingtips, maintaining controllability of the aircraft. Various design methods are used to achieve the stalling of the wing root first. In one design, the wing is twisted to a higher angle of attack at the wing root. Installing stall strips on the first 20–25 percent of the wing’s leading edge is another method to introduce a stall prematurely.5. What measures can be taken to improve stall characteristics of an aircraft?
An aircraft stall results from a rapid decrease in lift caused by the separation of airflow from the wing’s surface brought on by exceeding the critical angle of attack. A stall can occur at any pitch attitude or airspeed. Stalls are one of the most misunderstood areas of aerodynamics because pilots often believe an airfoil stops producing lift when it stalls. In a stall, the wing does not totally stop producing lift. Rather, it cannot generate adequate lift to sustain level flight. Since lift increases with an increase in angle of attack, at some point the lift peaks and then begins to drop off. The amount of lift the wing produces drops dramatically after the critical angle of attack is exceeded, but as stated above, it does not completely stop producing lift. In most straight-wing aircraft, the wing is designed to stall the wing root first. The wing root reaches its critical angle of attack first, making the stall progress outward toward the wingtip. By having the wing root stall first, aileron effectiveness is maintained at the wingtips, maintaining controllability of the aircraft. Various design methods are used to achieve the stalling of the wing root first. In one design, the wing is twisted to a higher angle of attack at the wing root. Installing stall strips on the first 20–25 percent of the wing’s leading edge is another method to introduce a stall prematurely.4. What can be regarded as good stalling characteristic for an aircraft?
An aircraft stall results from a rapid decrease in lift caused by the separation of airflow from the wing’s surface brought on by exceeding the critical angle of attack. A stall can occur at any pitch attitude or airspeed. Stalls are one of the most misunderstood areas of aerodynamics because pilots often believe an airfoil stops producing lift when it stalls. In a stall, the wing does not totally stop producing lift. Rather, it cannot generate adequate lift to sustain level flight. Since lift increases with an increase in angle of attack, at some point the lift peaks and then begins to drop off. The amount of lift the wing produces drops dramatically after the critical angle of attack is exceeded, but as stated above, it does not completely stop producing lift. In most straight-wing aircraft, the wing is designed to stall the wing root first. The wing root reaches its critical angle of attack first, making the stall progress outward toward the wingtip. By having the wing root stall first, aileron effectiveness is maintained at the wingtips, maintaining controllability of the aircraft. Various design methods are used to achieve the stalling of the wing root first. In one design, the wing is twisted to a higher angle of attack at the wing root. Installing stall strips on the first 20–25 percent of the wing’s leading edge is another method to introduce a stall prematurely.3. What is the relationship between lift and angle of attack?
An aircraft stall results from a rapid decrease in lift caused by the separation of airflow from the wing’s surface brought on by exceeding the critical angle of attack. A stall can occur at any pitch attitude or airspeed. Stalls are one of the most misunderstood areas of aerodynamics because pilots often believe an airfoil stops producing lift when it stalls. In a stall, the wing does not totally stop producing lift. Rather, it cannot generate adequate lift to sustain level flight. Since lift increases with an increase in angle of attack, at some point the lift peaks and then begins to drop off. The amount of lift the wing produces drops dramatically after the critical angle of attack is exceeded, but as stated above, it does not completely stop producing lift. In most straight-wing aircraft, the wing is designed to stall the wing root first. The wing root reaches its critical angle of attack first, making the stall progress outward toward the wingtip. By having the wing root stall first, aileron effectiveness is maintained at the wingtips, maintaining controllability of the aircraft. Various design methods are used to achieve the stalling of the wing root first. In one design, the wing is twisted to a higher angle of attack at the wing root. Installing stall strips on the first 20–25 percent of the wing’s leading edge is another method to introduce a stall prematurely.2. When an aircraft stalls, （ ）.
An aircraft stall results from a rapid decrease in lift caused by the separation of airflow from the wing’s surface brought on by exceeding the critical angle of attack. A stall can occur at any pitch attitude or airspeed. Stalls are one of the most misunderstood areas of aerodynamics because pilots often believe an airfoil stops producing lift when it stalls. In a stall, the wing does not totally stop producing lift. Rather, it cannot generate adequate lift to sustain level flight. Since lift increases with an increase in angle of attack, at some point the lift peaks and then begins to drop off. The amount of lift the wing produces drops dramatically after the critical angle of attack is exceeded, but as stated above, it does not completely stop producing lift. In most straight-wing aircraft, the wing is designed to stall the wing root first. The wing root reaches its critical angle of attack first, making the stall progress outward toward the wingtip. By having the wing root stall first, aileron effectiveness is maintained at the wingtips, maintaining controllability of the aircraft. Various design methods are used to achieve the stalling of the wing root first. In one design, the wing is twisted to a higher angle of attack at the wing root. Installing stall strips on the first 20–25 percent of the wing’s leading edge is another method to introduce a stall prematurely.1. An aircraft may stall （ ）.
When I boarded the aircraft, it could be seen from the jetty that there was quite a deposit of snow and ice on the entire span of the wing upper surface. The temperature was probably around freezing, and light snow was falling from time to time. Although on-stand de-icing is the normal procedure at the airport, the engines were started and the aircraft taxied towards the runway holding point. I became more and more worried as it became clear that we are not going to be de-iced before takeoff. We stopped near the runway in queue for departure. I was just about to say something to the cabin crew when the first officer came out of the flight deck and had a look at the wings. I had a quick word with him and said we need to de-ice. Soon after he returned to the flight deck, the captain announced that the aircraft was returning to the stand as he was not happy with the ice on the wing. We departed later after de-icing had been carried out, much to my relief. I think it was very likely that the need to de-ice was made apparent by radio from following aircraft, which prompted the appearance of the co-pilot in the cabin for inspection. I cannot imagine what else would have facilitated this check at this late stage. Whatever it was, I am glad that the last link in the safety chain held on this occasion. 5. How did the author feel when the captain announced the aircraft would return to the stand?
When I boarded the aircraft, it could be seen from the jetty that there was quite a deposit of snow and ice on the entire span of the wing upper surface. The temperature was probably around freezing, and light snow was falling from time to time. Although on-stand de-icing is the normal procedure at the airport, the engines were started and the aircraft taxied towards the runway holding point. I became more and more worried as it became clear that we are not going to be de-iced before takeoff. We stopped near the runway in queue for departure. I was just about to say something to the cabin crew when the first officer came out of the flight deck and had a look at the wings. I had a quick word with him and said we need to de-ice. Soon after he returned to the flight deck, the captain announced that the aircraft was returning to the stand as he was not happy with the ice on the wing. We departed later after de-icing had been carried out, much to my relief. I think it was very likely that the need to de-ice was made apparent by radio from following aircraft, which prompted the appearance of the co-pilot in the cabin for inspection. I cannot imagine what else would have facilitated this check at this late stage. Whatever it was, I am glad that the last link in the safety chain held on this occasion. 4. Why did the captain announce that the aircraft was returning to the stand?
