### Q126: How is the term "flight time" defined? ^t70q126
- A) The total time from the first take-off to the final landing across one or more consecutive flights.
- B) The interval from engine start for departure until the pilot leaves the aircraft after engine shutdown.
- C) The interval from the beginning of the take-off run to the final touchdown on landing.
- D) The total time from the aircraft's first movement until it finally comes to rest after the flight.

**Correct: D)**

> **Explanation:** ICAO Annex 1 defines flight time for aircraft as the total time from the moment an aircraft first moves under its own power for the purpose of taking off until the moment it finally comes to rest at the end of the flight. For sailplanes (non-motorised), this is interpreted as from first movement (e.g., the start of the winch run or aerotow) until the aircraft comes to rest after landing. Option B describes block time for powered aircraft. Option C is too narrow (only the take-off and landing roll). Option A describes a duty period concept, not a single flight.

### Q127: During approach, the tower reports: "Wind 15 knots, gusts 25 knots." How should the landing be performed? ^t70q127
- A) Approach at minimum speed, correcting attitude changes with gentle rudder inputs
- B) Approach at increased speed, avoiding the use of spoilers
- C) Approach at normal speed, controlling speed with spoilers
- D) Approach at increased speed, correcting attitude changes with firm rudder inputs

**Correct: D)**

> **Explanation:** With strong gusts (here: wind 15 kt, gusts 25 kt — a 10 kt spread), the pilot must add a gust allowance to the normal approach speed to ensure that a sudden drop in airspeed caused by a gust does not reduce speed below the stall speed. Firm rudder inputs are needed to correct attitude changes caused by the gusty conditions. Minimum speed (option A) provides no safety margin in gusts. Normal speed without gust correction (option C) is insufficient. Avoiding spoilers/airbrakes (option B) removes the ability to control the glide path precisely.

### Q128: What does buffeting felt through the elevator stick indicate? ^t70q128
- A) Aircraft surface very dirty
- B) Flying too fast — turbulence hitting the ailerons
- C) Centre of gravity too far forward
- D) Flying too slowly — wing airflow is separating

**Correct: D)**

> **Explanation:** Buffeting felt through the elevator stick is the tactile warning that the wing has approached its critical angle of attack and airflow is beginning to separate — the pre-stall buffet. This is caused by turbulent separated airflow from the wing reaching the tail and exciting the elevator. Option C (CG too far forward) makes the aircraft pitch-stable and stall-resistant. Option A (dirty airframe) degrades performance but does not specifically cause elevator buffeting. Option B (high speed turbulence) produces general airframe vibration unrelated to stall.