What is a Passing Score for the FAA A&P Written Exams?
The 70% Minimum Threshold
The A&P exam minimum passing score for the General, Airframe, and Powerplant written knowledge tests is strictly set at 70%. This percentage is non-negotiable and applies uniformly across all three components. To earn a passing grade, an applicant must correctly answer a specific number of items based on the total question count for that section. For instance, the General Knowledge Test consists of 60 questions, meaning a candidate must answer at least 42 correctly. The Airframe and Powerplant tests typically contain 100 questions each, requiring 70 correct responses. This threshold is rooted in 14 CFR Part 65, which dictates the certification requirements for mechanics. Falling even one question short of this mark results in a failure for that specific test, necessitating a retake of the entire section regardless of how well the candidate performed in other areas.
Scoring the Multiple-Choice Questions
FAA A&P written test grading is performed electronically using a raw score method. Each question is a four-option multiple-choice item, and every question carries equal weight. There is no penalty for guessing; the score is calculated solely on the number of correct answers provided. The FAA utilizes a large test bank of validated questions, and the specific mix of questions on any individual exam is randomized to ensure integrity. The questions are mapped to specific Learning Statement Codes (LSCs), which categorize the subject matter, such as fluid lines, weight and balance, or reciprocating engines. Because the scoring is binary—either correct or incorrect—there is no room for partial credit. This objective methodology ensures that every applicant is measured against the same quantitative standard of technical knowledge.
Receiving Your Official Test Report
Immediately upon concluding a written exam at a PSI testing center, the candidate receives an official Airman Knowledge Test Report (AKTR). This document is the only valid proof of passing and includes a digital embossed seal. The report displays the raw score as a percentage and, crucially, lists the ACS Codes or Learning Statement Codes for every question answered incorrectly. These codes allow the candidate to identify specific areas of weakness, such as "Basic Physics" or "Sheet Metal Structures." If a candidate passes with a 70%, they are still required to review these deficient areas with a certified instructor or their Designated Mechanic Examiner (DME) before proceeding to the oral and practical phase. The AKTR is a critical legal document that must be presented during the final certification appointment.
How the A&P Oral and Practical Exam is Evaluated
The DME's Evaluation Checklist
A&P oral practical exam scoring differs significantly from the written tests as it is a qualitative assessment of competency rather than a quantitative tally of points. The Designated Mechanic Examiner (DME) follows the Airman Certification Standards (ACS), which provides a structured checklist of required tasks and knowledge elements. The exam is divided into subject areas (e.g., Turbine Engines, Wood Structures, or Ground Operations). For each subject area, the DME will ask several oral questions and assign a series of practical tasks. The examiner uses a standardized grading form to track performance. Unlike the written test, there is no numerical percentage assigned to the O&P; instead, each subject area is marked as either "Satisfactory" or "Unsatisfactory" based on the candidate's ability to meet the objective standards outlined in the ACS.
Pass/Fail Criteria for Practical Tasks
During the practical portion, the candidate must demonstrate the ability to perform maintenance functions safely and accurately. A task is deemed unsatisfactory if the candidate fails to use the correct technical data, such as a Maintenance Manual or Type Certificate Data Sheet (TCDS), or if they perform an action that would compromise the airworthiness of an aircraft. For example, if a candidate is asked to safety wire a turnbuckle and fails to follow the patterns specified in AC 43.13-1B, they will fail that task. A single failure in any practical task or oral subject area results in an overall failure for that specific section of the exam (General, Airframe, or Powerplant). The DME has the authority to stop the exam immediately upon a failure or continue to allow the candidate to receive credit for other sections.
Demonstrating Satisfactory Knowledge and Skill
To achieve an overall pass, the candidate must demonstrate both "Satisfactory Knowledge" and "Satisfactory Skill." This means answering the oral questions with technical accuracy using proper terminology and executing the practical tasks with the proficiency of an entry-level mechanic. The DME evaluates not just the final result of a task, but the process used to achieve it. This includes the proper selection of tools, adherence to safety protocols, and the ability to interpret schematics and diagrams. The assessment is holistic; a candidate who provides a technically correct answer but shows a dangerous lack of tool control may still receive an unsatisfactory grade. The examiner's role is to verify that the applicant can be trusted to sign off on a maintenance release in the field.
Validity Periods for A&P Exam Results and Certificates
24-Month Validity of Written Test Scores
Once an applicant successfully passes an FAA written knowledge test, that score remains valid for a period of exactly 24 calendar months. This timeframe is a critical regulatory constraint. If a candidate passes the General and Airframe written tests but fails to complete the Oral and Practical exam within two years, those written scores expire and become void. In such a scenario, the candidate must retake the written exams and pay the associated testing fees again. This 24-month rule is intended to ensure that a candidate's theoretical knowledge remains current and hasn't degraded before they enter the workforce. It is essential for students to track their expiration dates carefully, especially if they are completing their training in stages over several years.
The Two-Year Window to Complete Certification
Under 14 CFR Part 65.71, the entire certification process—including all written, oral, and practical components—must be completed within a 24-month window from the date the first test was passed. This means that passing the General written test starts the clock for the Airframe and Powerplant ratings. If a candidate is pursuing both ratings, they must manage their schedule to ensure the DME check-ride occurs before the earliest written test result expires. If the window closes, the candidate loses credit for any passed written tests but may retain credit for passed O&P sections if they have already been issued a Temporary Airman Certificate. Managing this timeline is often as challenging as the material itself, requiring proactive scheduling with DMEs who often have long waiting lists.
Permanent Nature of the Final A&P Certificate
Unlike the temporary validity of test scores, the final A&P certificate issued by the FAA is permanent and does not expire. Once the DME submits the successful FAA Form 8610-2 (Application for Inspection Authorization or Mechanic Certificate) and the FAA processes the file in Oklahoma City, the mechanic is certified for life. However, the certificate is only "valid" for exercise of privileges if the mechanic meets the recency of experience requirements under 14 CFR 65.83. This requires the mechanic to have worked in the field for at least six months within the preceding 24 months. While the test scores have a shelf life, the achievement of the license itself is a one-time hurdle, provided the mechanic maintains professional activity and stays clear of regulatory violations.
FAA A&P Exam Retake Policies and Procedures
Retaking a Failed Written Knowledge Test
The failing an A&P section retake policy is governed by 14 CFR 65.19. If a candidate fails a written test, they cannot simply walk back into the testing center the next day. They must wait 30 days before retesting, unless they obtain a signed statement from a certified mechanic holding the rating they are seeking. This statement must certify that the mechanic has provided additional instruction to the applicant in the areas failed and now considers the applicant competent to pass. This "re-training" requirement ensures that the candidate has addressed the knowledge gaps identified by the ACS codes on their failed score report. There is no limit to the number of times a candidate can retake a test, provided the 30-day or re-instruction requirements are met.
Reattempting the Oral and Practical Exam
If a candidate fails a portion of the Oral and Practical exam, the DME will issue a Notice of Disapproval. This document serves as an official record of the sections passed and the sections failed. For the retake, the candidate is generally only required to be re-examined on the specific subject areas marked as unsatisfactory, provided the retest occurs within the 24-month validity window of their written tests. Similar to the written exam, a candidate can retake the O&P after 30 days or sooner if they receive a signed Statement of Additional Instruction. The DME will charge a re-examination fee, which is often lower than the initial full exam fee but varies by individual examiner. It is vital to keep the Notice of Disapproval, as it allows the DME to skip the sections already successfully completed.
Waiting Periods and Reapplication Steps
The logistical process for a retake involves updating the IACRA (Integrated Airman Certification and Rating Application) file or the paper Form 8610-2. The applicant must ensure that their endorsements are still valid. If the failure was due to a lack of basic manual skills, the FAA encourages a significant period of shop practice before a reattempt. It is important to note that a failure on one rating (e.g., Powerplant) does not necessarily prevent a candidate from testing for the other (e.g., Airframe), provided they have the required authorizations. However, most candidates choose to focus on clearing the failed section before moving forward to avoid the accumulation of expiring test scores and additional stress.
Accessing and Understanding Your A&P Test Scores
The Airman Knowledge Test Report
How is the A&P mechanic exam scored in terms of feedback? The answer lies in the AKTR. This report is the primary feedback mechanism for the written portion. It does not show which specific questions were missed, but rather the subject areas. For example, if a report lists code "AM.II.A.K1," the candidate knows they struggled with "Wood Structures - Serviceable Limits." This level of detail is essential for the mandatory review with a DME. If a candidate loses their AKTR, they must request a duplicate from the FAA’s Airman Certification Branch in Oklahoma City for a fee, as testing centers cannot reprint reports after the day of the exam. Without this report, a candidate cannot begin their Oral and Practical exam.
Interpreting Your Oral and Practical Results
At the conclusion of the O&P, the DME will conduct a debriefing. If the candidate passes, they receive a Temporary Airman Certificate (FAA Form 8060-4), which is valid for 120 days while the permanent plastic card is processed. The "score" here is binary: you are either a certified mechanic or you are not. The DME’s records will detail which tasks were performed, such as "Measured cylinder bore with a telescopic gauge" or "Timed a magneto to an engine." Understanding these results involves reviewing the DME’s feedback on your shop practices and technical accuracy. Even if a pass is achieved, the DME may highlight areas where the candidate was "borderline," providing valuable insight for their first job in the industry.
Correcting Errors on Your Test Records
Occasionally, errors occur in the FAA’s record-keeping system, such as misspelled names or incorrect Social Security numbers on the AKTR. These must be corrected before the O&P exam, as the DME cannot issue a certificate that doesn't match the candidate’s legal identification. To correct an error, the applicant must contact the PSI Support or the local Flight Standards District Office (FSDO). Furthermore, if a candidate believes a question on the written exam was flawed or had no correct answer, they can file a formal protest with the FAA’s Airman Testing Standards Branch. While this rarely changes an individual score, it contributes to the continuous improvement of the exam database.
Common Scoring Misconceptions and FAQs
Myths About Exam Curves and Grading
A common misconception among students is that the FAA written exams are curved based on national performance averages. This is false. The scoring is absolute; a 68% is a failure regardless of how difficult that specific version of the test was or how poorly other candidates performed that month. Another myth is that the DME has a "quota" for failures. In reality, DMEs are evaluated based on their adherence to the ACS standards, not their pass/fail ratios. The grading is intended to be an objective measurement of safety and competence. There is no subjective "extra credit" for finishing a task quickly; in fact, rushing often leads to the very safety violations that cause a failure.
The Impact of Unanswered Questions
In the context of the written exam, an unanswered question is mathematically identical to an incorrect answer. There is no benefit to leaving a bubble blank. If a candidate is unsure of an answer, the best strategy is to use the process of elimination to remove the most unlikely options and then make an educated guess. Since the passing score is 70%, every single question represents 1% to 1.6% of the total grade. On the oral exam, saying "I don't know" is acceptable only if the candidate immediately follows up by demonstrating they know how to find the answer in the approved technical data. The FAA values the ability to locate information over rote memorization.
How Practical Mistakes are Weighted
Not all mistakes in a practical exam lead to an automatic failure, but the margin for error is slim. The FAA distinguishes between a "minor error" and a "critical failure." A minor error might be a slight inefficiency in a procedure that the candidate corrects on their own. However, a critical failure involves a violation of safety regulations, damage to equipment, or failing to identify a clear airworthiness defect. For instance, failing to torque a bolt to the value specified in the Overhaul Manual is an automatic failure because it directly impacts flight safety. The DME weights mistakes based on their potential consequence in a real-world maintenance environment, ensuring that only those who prioritize safety receive their certification.