The Three-Part Written Exam
The foundation of the certification process rests on three separate A&P knowledge test sections. Each written test—General, Airframe, and Powerplant—is a standalone examination consisting of 100 multiple-choice questions. These questions are drawn from a vast bank of validated FAA items, designed to test the application of technical data rather than mere rote memorization. The A&P written exam number of questions remains consistent across all three tests, but the subject matter shifts significantly as the candidate moves from the fundamental physics and regulations of the General section into the specific systems of the Airframe and Powerplant sections. Scoring is based on a percentage of correct answers, with a minimum passing grade of 70% required for each individual test. Failure to pass one section does not invalidate the others, but all three must be successfully completed to qualify for the next phase of the certification.
The Oral and Practical Examination
Once the written hurdles are cleared, candidates face the FAA A&P oral and practical exam breakdown, which represents the most intensive portion of the certification. Unlike the computerized written tests, the O&P is a face-to-face evaluation conducted by an examiner. The oral portion requires the candidate to provide verbal explanations of maintenance procedures, regulatory requirements, and troubleshooting logic. This is immediately followed by the practical portion, where candidates must demonstrate their ability to perform specific tasks, such as safety-wiring a turnbuckle or performing a compression check on a reciprocating engine. This phase is governed by the Airman Certification Standards (ACS), which replaced the older Practical Test Standards (PTS) to provide a more integrated approach to assessing risk management, knowledge, and skill simultaneously.
Sequential Exam Completion Process
The FAA mechanic test structure follows a logical progression that mirrors the hierarchy of maintenance complexity. Candidates typically begin with the General curriculum, as the principles established there—such as weight and balance, fluid lines, and basic electricity—are foundational to both the Airframe and Powerplant ratings. Under 14 CFR Part 65, a candidate must present evidence of eligibility, such as a graduation certificate from a Part 147 school or documented military/civilian experience (FAA Form 8610-2), before they can sit for the exams. The sequence is rigid: written tests must be passed before the O&P can be scheduled. This ensures that the examiner is evaluating a candidate who already possesses the baseline theoretical competency required to safely handle aircraft components during the practical demonstration.
Detailed Breakdown of the A&P Written Knowledge Tests
General Knowledge Test Content and Scope
The General knowledge test serves as the gateway to the more specialized ratings. It encompasses 12 distinct subject areas that every technician must master, regardless of their eventual specialization. Key topics include Aerodynamics, Aircraft Drawings, and Materials and Processes. One of the most critical segments involves Weight and Balance, where candidates must calculate the Center of Gravity (CG) using the formula: Total Moment divided by Total Weight. This section also heavily emphasizes the legal aspects of maintenance, including the proper execution of FAA Form 337 for major repairs and alterations. Understanding the nuances of 14 CFR Part 43 (Maintenance, Preventive Maintenance, Rebuilding, and Alteration) is essential, as many questions focus on the legal responsibilities of the mechanic and the definition of "returning to service."
Airframe Knowledge Test Subject Areas
The airframe powerplant exam layout splits specialized knowledge into two distinct paths. The Airframe written test focuses on the structural integrity and non-engine systems of the aircraft. This includes Wood Structures, Aircraft Covering, and Finishes, as well as more modern concepts like Composite Materials and Sheet Metal repair. Candidates are expected to understand the mechanics of hydraulic and pneumatic power systems, including the function of components like accumulators and pressure regulators. A significant portion of the exam is dedicated to Cabin Atmosphere Control Systems and Communication/Navigation systems. The scoring logic often prioritizes safety-critical systems, such as landing gear retraction mechanisms and flight control rigging, where an error in judgment could lead to a catastrophic structural failure.
Powerplant Knowledge Test Focus Areas
The Powerplant test addresses the complexities of aircraft propulsion. It covers both Reciprocating and Turbine Engines, requiring a deep understanding of the Otto Cycle and Brayton Cycle respectively. Candidates must be proficient in engine instrument systems, lubrication, and ignition/starting systems. A major focus is placed on Propellers, including the operation of constant-speed governors and the mechanics of blade pitch changes. Fuel Metering Systems are also a primary area of concern; candidates must understand the differences between float-type carburetors and pressure injection systems. The exam often includes troubleshooting scenarios where the candidate must identify a fault, such as a cold cylinder on a radial engine, based on provided temperature and pressure readings.
Computer Testing Center Logistics
All written exams are administered at FAA-approved Knowledge Testing Centers. These facilities utilize standardized software to present the 100 questions. Candidates are typically provided with a supplement book containing the necessary diagrams, charts, and figures referenced in the questions. It is important to note that the FAA A&P exam format and structure for written tests includes a two-hour time limit per section. This requires a pacing strategy of approximately 1.2 minutes per question. Electronic calculators are permitted, provided they do not have memory storage capabilities that could hold exam data. Upon completion, the candidate receives an Airman Knowledge Test Report (AKTR) which includes a score and a list of Learning Statement Codes (LSCs) for any missed questions, which the DME will later use to focus the oral exam.
Navigating the A&P Oral and Practical Exam
Role of the Designated Mechanic Examiner (DME)
The Designated Mechanic Examiner (DME) is a private individual authorized by the FAA to conduct the O&P exams. Their role is to act as a proxy for the Administrator, ensuring that the candidate meets the high standards of the industry. The DME does not just look for the right answer; they evaluate the candidate's "mechanic's sense" and their ability to locate and use approved technical data. During the O&P, the DME will use the Section IV: Practical Test guidelines to select tasks that the candidate must perform. The relationship between the candidate and the DME is professional but rigorous; the examiner is looking for a demonstration of safety, accuracy, and the ability to follow manufacturer instructions to the letter.
Typical Oral Questioning Scenarios
The oral portion of the exam is designed to probe the depths of a candidate's understanding beyond what can be captured in a multiple-choice format. Questions are often scenario-based. For instance, an examiner might ask: "If you find a crack in a cylinder head cooling fin, what criteria do you use to determine if the cylinder must be replaced?" To answer correctly, the candidate must not only know the limit but also specify that they would consult the Type Certificate Data Sheet (TCDS) or the manufacturer's Service Manual. The oral exam covers every subject area in the General, Airframe, or Powerplant ratings. If a candidate misses a question in a specific area during their written test, the DME is required to ask more probing questions in that specific subject to ensure the deficiency has been corrected.
Common Hands-On Practical Projects
The practical portion requires the physical demonstration of skills. These are categorized into "Levels" of performance. Level 1 tasks might involve a simple inspection or a calculation, while Level 3 tasks require the candidate to actually perform a repair or a maintenance action with a high degree of proficiency. Examples of common projects include performing a Differential Compression Test on an aircraft engine, bending a piece of aircraft tubing to a specific angle using a mandrel bender, or identifying different types of aircraft hardware (such as AN bolts vs. NAS bolts). The candidate must use the correct tools, such as a calibrated torque wrench or a micrometer, and must demonstrate the ability to torque a bolt to the specific values found in the maintenance manual, accounting for thread lubrication if required.
A&P Exam Time Limits and Pacing Strategies
Written Test Time Allocation Per Question
With 100 questions and a 120-minute time limit, efficiency is paramount. Candidates should utilize a "pass-through" strategy: answer all the "easy" questions first—those that are purely definitional or require no calculation—to build a buffer of time. This allows more than the average 72 seconds for complex problems, such as those involving Electrical Circuit Analysis or complex Weight and Balance shifts. It is vital to remember that every question carries the same weight toward the final score. Spending ten minutes on a single difficult calculation can jeopardize the ability to finish the rest of the exam. If a question involves a complex diagram from the FAA-CT-8080-4G supplement, mark it for review and return to it after the simpler items are secured.
Managing Time During the Oral Exam
While there is no strictly defined clock for the oral exam like there is for the written, the DME's time is valuable, and the exam can last several hours. The key to managing time here is conciseness. When asked a question, provide a direct answer based on the Aviation Maintenance Technician (AMT) handbooks or specific regulations. Avoid rambling or providing extraneous information that might lead the examiner into a more difficult line of questioning. If you do not know an answer immediately, explain where you would look to find the information. In the eyes of an examiner, a mechanic who knows how to find the correct data in the Maintenance Manual is often more valuable than one who guesses based on memory.
Completing Practical Tasks Efficiently
The practical exam is often the most time-consuming part of the day, sometimes spanning two full days if both Airframe and Powerplant ratings are being sought. Efficiency in this section is driven by organization. Before starting a task, such as a Magneto-to-Engine Timing procedure, gather all necessary tools, shop towels, and the relevant technical data. Working in a haphazard manner not only wastes time but also signals to the DME a lack of professional discipline. The DME is observing your workflow: do you clean the area before inspection? Do you verify the calibration date on your precision tools? Completing a task correctly the first time is faster than having to redo it because a safety-wire was installed backwards.
Scheduling Your FAA A&P Examinations
Finding an FAA-Approved Testing Center
Written exams must be taken at a facility authorized by the FAA's testing vendors. These centers are located globally, often at airports or within vocational schools. Candidates can locate these via the FAA website or through the vendor's registration portal. When scheduling, you will need to provide your FAA Tracking Number (FTN), which is obtained by creating an account in the Integrated Airman Certification and Rating Application (IACRA) system. It is advisable to schedule the General, Airframe, and Powerplant written exams several days apart to allow for focused review of each specific subject matter, rather than attempting to sit for all 300 questions in a single day.
How to Schedule with a Designated Mechanic Examiner
Scheduling the O&P is a more personal process. After passing the written exams, the candidate must contact a DME directly. DMEs are not FAA employees; they are independent professionals who set their own schedules and fees. It is common to have a waiting list, sometimes several weeks or months long, depending on the region. When you call to schedule, the DME will likely ask for your written test scores and verify that your FAA Form 8610-2 has been signed by an FAA Inspector (ASI) at a Flight Standards District Office (FSDO). This "signed-off" form is your authorization to test, and without it, the DME cannot legally begin the examination.
Required Documentation for Exam Day
On the day of any FAA exam, documentation is the first point of failure for many. For the written tests, you must bring a valid government-issued photo ID and your authorization to test (either the certificate from your Part 147 school or your signed 8610-2). For the O&P, you must bring your original Airman Knowledge Test Reports showing passing grades for all required sections. Additionally, bring any personal protective equipment (PPE) required for a shop environment, such as safety glasses. The DME will inspect your paperwork thoroughly; any discrepancy in your name between your ID and your test reports can lead to the cancellation of the session and the forfeiture of testing fees.
What to Expect on A&P Exam Day
Check-in Procedures at the Testing Center
Arriving at the Computer Testing Center, you will undergo a security screening similar to other professional licensing exams. You will be required to store all personal belongings, including watches and phones, in a locker. The proctor will verify your identity and your FTN. You will be given scratch paper and a pencil, which must be returned at the end of the session. Before the actual exam begins, there is usually a short tutorial on how to use the testing software. Once you click "Start," the timer begins. It is essential to verify that you are taking the correct version of the test (e.g., AMA for Airframe, AMP for Powerplant, or AMG for General) before proceeding.
The Oral and Practical Exam Environment
The O&P usually takes place in an aircraft hangar or a well-equipped maintenance shop. The environment is designed to simulate real-world working conditions. You will be expected to navigate around actual aircraft, engines, and shop equipment. The DME will likely have a "testing station" set up for you. Expect the examiner to remain relatively quiet while you work on practical tasks, taking notes on a rubric. They are evaluating not just the final product (e.g., a properly flared tube) but also your Shop Safety practices. Forgetting to use jack stands when an aircraft is on jacks or failing to clear the area before a propeller rotation are grounds for immediate failure.
Post-Exam Procedures and Results
For the written exams, results are provided immediately upon completion in the form of the AKTR. For the O&P, the DME will debrief you at the end of the session. If you pass, the DME will assist you in completing the final application in IACRA, and you will be issued a Temporary Airman Certificate, which is valid for 120 days while the FAA processes your permanent plastic card. If you fail a portion of the O&P, the DME will issue a Notice of Disapproval. This document outlines exactly which areas were failed. You will only need to be retested on the areas you missed, provided you return to the DME within the timeframe specified by the regulations, usually after receiving additional instruction on the deficient subjects.