FREE FAA A&P Mechanic Exam Guide 2026: Pass 3 Tests + O&P

The Certificate That Keeps America Flying

Every commercial, corporate, and general-aviation aircraft in U.S. airspace is maintained under the oversight of a licensed FAA Airframe and Powerplant (A&P) mechanic. The A&P is the legal authority to sign off on repairs, conduct inspections, and return aircraft to service — a signature that carries the full weight of federal regulation under 14 CFR Part 65. No A&P signature, no flight.

This is one of the highest-demand credentials in American industry. Boeing's 2024 Pilot and Technician Outlook projects demand for roughly 716,000 new aviation maintenance technicians globally through 2043, with over 134,000 needed in North America. U.S. airlines are currently offering $15,000-$40,000 signing bonuses for newly certificated A&P mechanics, and corporate aviation starting wages have climbed to $35-$50 per hour in major markets. The median wage is $78,680 per year ($37.84/hour) per BLS May 2024 OEWS data (SOC 49-3011, the most recent release used for 2026 planning); the top 10% exceeds $120,080, and senior airline mechanics and Inspection Authorization (IA) holders routinely exceed $120,000-$130,000.

But the A&P is not a trivial credential to earn. It requires passing three separate FAA knowledge tests (General, Airframe, and Powerplant) and a demanding Oral & Practical examination with a Designated Mechanic Examiner. Unlike a pilot certificate — where one checkride ends the process — the A&P requires demonstrated competency across 139 distinct subject areas per FAA Order 8900.2.

This guide gives you the complete 2026 roadmap: exam format, eligibility pathways under FAR Part 65.77, subject-by-subject content breakdowns, study plans, cost estimates, common pitfalls on the Oral & Practical, test-day tips, and the career ladder from fresh graduate to IA-rated shop owner.

free FAA A&P practice questionsPractice questions with detailed explanations

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FAA A&P Exam Format at a Glance

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Step 1: Determine Your Eligibility Pathway (FAR Part 65.77)

Before you can schedule any test, the FAA must verify that you meet one of three eligibility pathways. This verification results in a signed FAA Form 8610-2 (Airman Certificate and/or Rating Application) that unlocks your testing authorization.

Pathway A: Practical Experience (the "30-month path")

The most common pathway for working mechanics, military transitioners, and employees at Part 145 repair stations.

Experience must be documented with:

• Employer letters on company letterhead, signed by a supervisor, detailing dates, hours, aircraft type, and tasks performed.
• Logbook entries showing maintenance tasks with sign-off.
• FSDO interview with an FAA Aviation Safety Inspector (ASI) who reviews the documentation and signs block III of Form 8610-2.

Critical note: The 30 months must be on certificated aircraft or engines — not hobby experimentals, RC aircraft, or automotive work. "Hangar rat" time with an A&P friend does not count unless logged and supervised properly.

Pathway B: FAR Part 147 AMTS School

A graduate of an FAA-approved Aviation Maintenance Technician School is eligible by virtue of graduation. Part 147 schools must deliver a minimum of 1,900 curriculum hours (400 General + 750 Airframe + 750 Powerplant) to produce a graduate eligible for both ratings. The FAA's 2022 rewrite of Part 147 replaced strict hour mandates with performance-based curricula, but most schools still deliver 1,900-2,400 hours.

Typical program length: 18-24 months (full-time) or 24-36 months (part-time/evening).

Typical cost: $15,000-$50,000 (community college programs are dramatically cheaper than private schools).

Key advantage: The school authorizes your testing paperwork directly — no 30-month FSDO interview required.

Pathway C: Military Experience

Qualifying military maintenance experience is evaluated through the Joint Services Aviation Maintenance Technician Certification Council (JSAMTCC). Air Force, Navy, Marine, Coast Guard, and Army aviation maintainers with the right MOS/rating and documented experience can apply. Certain JSAMTCC/MOA-eligible military applicants may test at no cost under cost-waiver provisions.

Details are in FAA Order 8900.2B Volume 5, Chapter 5 (Mechanic Certification).

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Step 2: Understand the Three Knowledge Tests

The FAA administers three separate computer-based knowledge tests at PSI testing centers nationwide. The FAA mechanic page directs applicants to PSI for current fees; in 2026, the typical fee is approximately $165-$200 per test (PSI's organizational voucher price is $175). The tests share a common format — multiple-choice, 4 answer options per question — but differ significantly in content and difficulty.

AMG — General Knowledge (60 Questions, 2.0 Hours)

The General test establishes baseline aviation maintenance literacy. Its 60 questions are drawn from subject areas that appear throughout both Airframe and Powerplant work. Most candidates take General first because mastering it makes the other two tests substantially easier.

General subject areas (FAR Part 65.75, Appendix):

1. Basic electricity — Ohm's Law, series vs. parallel circuits, AC vs. DC, capacitance, inductance, transformers, battery chemistry and capacity ratings. Expect 10-15 questions.
2. Aircraft drawings — Orthographic projection, first- vs. third-angle projection, electrical schematics, block diagrams, sectional views, exploded views, and scale interpretation.
3. Weight and balance — Datum, arm, moment, CG calculations, empty-weight vs. loaded-weight CG, lateral and longitudinal balance, loading graphs. A common test pitfall: candidates forget to convert pounds/inches correctly.
4. Fluid lines and fittings — Rigid lines (aluminum, stainless steel, copper), flexible hoses (low-pressure, medium, high, Teflon), AN, AC, and MS fitting identification, double flaring technique, and torque values.
5. Materials and hardware — Aircraft hardware identification (AN3 through AN20 bolts, AN365 nuts, cotter pins, safety wire), aluminum alloys (2024, 7075), heat-treatment codes (T3, T6, T73), corrosion-resistant steels.
6. Cleaning and corrosion control — Types of corrosion (uniform surface, pitting, intergranular, galvanic, filiform, stress, fretting), chemical treatments (Alodine, anodizing), and inspection methods.
7. Mathematics — Decimals, fractions, percentages, algebra, ratio/proportion, square root, basic geometry, and the ability to solve weight-and-balance problems quickly.
8. Maintenance forms and records — 14 CFR Parts 43 and 91 record-keeping, AD compliance, 100-hour vs. annual inspections, major vs. minor repairs/alterations, Form 337.
9. Basic physics — Matter, work, power, force, simple machines, Bernoulli's principle, Boyle's and Charles' laws, temperature/pressure relationships.
10. Maintenance publications — AC 43.13-1B and -2B (Acceptable Methods), manufacturer service manuals, service bulletins, Airworthiness Directives (ADs), and the Airworthiness Limitations section.
11. Mechanic privileges and limitations — What an A&P can and cannot do under Part 65.81 and 65.85, supervision requirements, and the role of the IA.
12. Human factors — The "Dirty Dozen" (lack of communication, complacency, lack of knowledge, distraction, lack of teamwork, fatigue, lack of resources, pressure, lack of assertiveness, stress, lack of awareness, norms).

AMA — Airframe (100 Questions, 2.0 Hours)

The Airframe test covers everything from the firewall aft — structures, systems, and components that define the aircraft's mission. Of all three tests, most candidates report AMA as the most memorization-heavy because of the sheer number of systems.

Airframe subject areas (organized by FAA ACS):

1. Wood structures — Types of approved wood (Sitka spruce, Douglas fir, noble fir), glue types (resorcinol, epoxy, casein), inspection for dry rot and delamination. Less common in modern aircraft but still tested.
2. Aircraft covering — Fabric types (polyester/Dacron, cotton, linen), rejuvenation, doping process, shrink temperatures, tear test (punch test), and FAA TSO'd process-approved systems.
3. Aircraft finishes — Primers (zinc chromate, epoxy), topcoats (enamel, polyurethane, acrylic lacquer), paint equipment (HVLP vs. conventional), and stripping.
4. Sheet metal and non-metallic structures — Aluminum alloy identification, heat-treatment designations, rivet types (AN426 solid, MS20470 universal, CherryMax, Hi-Lok), rivet spacing (transverse pitch, edge distance), stop-drilling cracks, stringer and rib repair, composite layup, vacuum bagging, and honeycomb sandwich repair.
5. Welding — Gas welding (oxy-acetylene) flames (neutral, carburizing, oxidizing), MIG/TIG/shielded-metal-arc processes, filler rod selection, post-weld stress relief.
6. Assembly and rigging — Control surface balancing (static balance, dynamic balance), cable tension (Pacific Scientific tensiometer readings for 1/8", 3/32", 7x19), rigging primary vs. secondary controls, control cable inspection (broken wires, corrosion, wear).
7. Airframe inspection — 100-hour, annual, progressive, and phase inspections, inspection scopes per Part 43 Appendix D, corrosion inspection (lap joints, fuel tank bays, battery area).
8. Landing gear systems — Types (fixed, retractable, tricycle, conventional "tailwheel"), shock absorption (oleo-pneumatic struts, spring steel, rubber shock cord), retraction systems (hydraulic, electromechanical), wheel and brake assemblies, nose-wheel steering, servicing the oleo with nitrogen and hydraulic fluid.
9. Hydraulic and pneumatic power systems — Pumps (gear, vane, piston), reservoirs, accumulators, filters, pressure regulation, selector valves, actuators, bleeding procedures, MIL-spec fluids (5606 red mineral-based, 83282 synthetic, Skydrol phosphate-ester — NEVER mix).
10. Cabin atmosphere control — Pressurization (isobaric vs. differential), outflow valves, safety valves, cabin altitude, dump valves, environmental control systems (ECS), vapor-cycle vs. air-cycle cooling.
11. Aircraft instrument systems — Pitot-static (altimeter, airspeed, VSI), gyroscopic (attitude, heading, turn coordinator), magnetic compass, engine gauges, EFIS/glass-cockpit architecture.
12. Communication and navigation systems — VHF COM, NAV, GPS, ADS-B Out, transponder, ELT installation and inspection, bonding, shielding, antenna polarization.
13. Aircraft fuel systems — Tank types (integral "wet wing," bladder, rigid), fuel pumps (engine-driven, boost), cross-feed valves, fuel quantity indicating systems, water contamination checks.
14. Aircraft electrical systems — DC generation (generator vs. alternator), voltage regulators, DC/AC conversion (inverters, TRUs), circuit protection (circuit breakers, fuses, current limiters), bus architecture.
15. Position and warning systems — Stall warning, gear warning, overspeed, fire warning.
16. Ice and rain control systems — Anti-ice vs. de-ice, pneumatic boots (Goodrich), electrothermal, TKS "weeping wing" fluid, hot bleed air for turbines, windshield wipers and rain repellent.
17. Fire protection systems — Detection (thermal switch, continuous loop Fenwal/Kidde), extinguishing (Halon 1301, CO₂), cargo and lavatory smoke detection.

AMP — Powerplant (100 Questions, 2.0 Hours)

The Powerplant test covers reciprocating and turbine engines, propellers, induction, exhaust, lubrication, ignition, fuel metering, and starting systems. AMP is often considered the hardest of the three for candidates who did not train on turbines, because jet-engine theory (stages, compression ratios, thrust equations) can be unfamiliar.

Powerplant subject areas:

1. Reciprocating engines — 4-stroke Otto cycle, horizontally opposed vs. radial configurations, cylinder arrangement, firing order (4-cyl: 1-3-2-4; 6-cyl: 1-4-5-2-3-6 on Continental/Lycoming), valve timing (intake open, intake close, exhaust open, exhaust close), valve overlap, compression ratios (typically 7.0:1 to 8.7:1 for Lycoming/Continental).
2. Turbine engines — Turbojet, turbofan (high-bypass, low-bypass), turboprop, turboshaft architectures; compressor types (centrifugal, axial-flow, dual-spool), combustor types (annular, can, cannular); turbine stages; thrust equation (thrust = mass flow × change in velocity); EGT, ITT, TGT, N₁, N₂ monitoring.
3. Engine inspection — Differential compression check (procedure: warm engine, top dead center on compression stroke, 80 PSI source, record master orifice vs. cylinder pressure; typical rejection criteria 60/80), borescope inspection, oil analysis (SOAP), propeller track and balance.
4. Engine instrument systems — Tachometer types (mechanical drive, electric), manifold pressure, oil pressure/temperature, CHT, EGT, fuel flow, torque meter (turboprops).
5. Engine fire protection — Fire zones, firewall construction, fire detection (thermoswitches, continuous loops), fire extinguishing (nacelle bottles, HRD vs. conventional).
6. Engine electrical systems — Starter types (direct-drive, starter-generator on turbines), generator/alternator regulation, magneto theory (high-tension vs. low-tension, impulse coupling for starting).
7. Lubrication systems — Dry-sump vs. wet-sump, oil grades (SAE straight-weight vs. multi-weight AD — "Aviation Detergent" — vs. mineral oil for break-in), oil coolers, oil temperature regulation, oil screen/filter inspection for metal contamination.
8. Ignition and starting systems — Magneto construction (primary winding, secondary winding, cam, points, distributor, condenser), magneto timing, E-gap, P-lead, impulse coupling vs. shower-of-sparks, spark plug types (massive vs. fine wire), gapping, rotation pattern.
9. Fuel metering systems — Float carburetors (Marvel Schebler MA-3, MA-4), pressure carburetors, fuel injection (Continental/Lycoming throttle body), mixture control theory, idle mixture adjustment, manual lean operation, EGT peak lean-of-peak/rich-of-peak operation.
10. Engine fuel systems — Fuel pumps (mechanical, electric boost), fuel filters, fuel pressure indicating.
11. Induction and engine airflow systems — Carburetor heat, alternate air (fuel injected), induction icing (throttle ice, impact ice, fuel-evaporation ice), superchargers (gear-driven, turbochargers exhaust-driven), wastegates, turbocharger intercoolers.
12. Engine cooling systems — Air-cooled cylinder fin design, cowl flaps, baffles and seals (torn baffles are a common airworthiness issue), liquid-cooled systems.
13. Engine exhaust and reverser systems — Heat muffs (carb heat and cabin heat — CO leak inspection critical), augmentor tubes, turboprop exhaust, thrust reverser systems (cascade vane, clamshell).
14. Propellers — Fixed-pitch, ground-adjustable, controllable-pitch, constant-speed, full-feathering, reversing; governor theory (speeder spring, flyweights, pilot valve), propeller inspection (blade track, leading-edge nicks, corrosion, blade clock position).
15. Turbine engine exhaust and reverser systems — Convergent vs. convergent-divergent nozzles, afterburners (briefly covered).
16. Unducted fan and auxiliary power units (APUs) — APU installations, starting procedures, load shedding.
17. Engine removal and replacement — Hoist points, torque values for engine mounts, break-in procedures for newly overhauled engines.

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Step 3: The Oral & Practical (O&P) — 139 Subject Areas

After all three knowledge tests are passed, candidates must schedule the Oral & Practical with a Designated Mechanic Examiner (DME). This is where most candidates underestimate the difficulty — the knowledge tests are concept-focused, but the O&P demands hands-on competency.

O&P Structure per FAA Order 8900.2

Grading: The O&P is pass/fail per subject area. There is no percentage score — every subject area must be satisfactorily demonstrated. If the candidate is unsatisfactory in any area, the DME issues a Notice of Disapproval specifying which areas failed. On retest, only the failed areas are re-examined (must be completed within 60 days and with a letter of instruction from an authorized instructor).

Common Oral & Practical Stations

The DME builds the exam from published FAA O&P guides. Expect hands-on tasks such as:

• Safety wiring — Single-bolt, multi-bolt pattern (alternating), turnbuckle safetying, minimum twists per inch (6-8), pigtail length.
• Rigging a control cable — Proper cable routing, swaged fitting inspection, tension check with a tensiometer, travel measurement.
• Differential compression check — Set up the tester, warm engine, find TDC, apply 80 PSI, record readings, interpret results.
• Magneto timing — Find engine TDC compression stroke, install timing pin, set magneto internal timing (E-gap), time to engine using a buzz box.
• Sheet metal repair layout — Calculate rivet pitch and edge distance, select correct rivet diameter and grip length, drill with proper back-up.
• Hardware identification — Given a tray of bolts/nuts/screws, identify AN, MS, and NAS hardware and state torque values.
• Weight and balance calculation — Solve a CG problem using real aircraft data.
• Aircraft records entry — Write a 100-hour inspection entry or a repair sign-off per Part 43.9 or 43.11.
• Inspection tasks — Borescope a cylinder, inspect a propeller for airworthiness, inspect a wire-rope cable for wear.

Oral Questions — Expect Scenario-Based

Rather than definitional ("What is…?"), modern DMEs favor scenario-based questions:

• "A customer brings you a 1978 Cessna 172 with a cracked engine mount. Walk me through what you need to do to return it to service."
• "You find 7 broken wires in a 6" length of 7x19 control cable. Is it airworthy? Why or why not?"
• "The owner wants you to sign off an annual, but logbooks show an overdue AD from 2019. What do you do?"

These questions probe regulatory knowledge (14 CFR Part 43, 65, 91), decision-making, and the mechanic's ethical obligations under 65.81 and 65.85.

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Step 4: Build a Study Plan (6-Month Timeline)

Most experience-path candidates need 6-12 months to prepare fully. Part 147 students integrate study into their 18-24 month program. Here is a proven 6-month plan for the experience path:

Month 1: Foundation + AMG General Preparation

• Download FAA-H-8083-30 (General handbook, free PDF from faa.gov).
• Work through Dale Crane's AMT General textbook, one chapter per day.
• Install ASA Prepware for General on your computer or tablet.
• Complete 10-15 practice questions daily on our free FAA A&P practice bank.
• Spend 30 min/day reviewing 14 CFR Part 43 and Part 65.

Month 2: Take AMG + Begin AMA Airframe

• Schedule the AMG General test at PSI — aim for end of Week 1.
• After passing General, download FAA-H-8083-31 Volumes 1 and 2 (Airframe).
• Begin Dale Crane's AMT Airframe — this is a thicker book, plan 6 weeks to work through it.

Month 3: AMA Airframe Deep Drilling

• Hit Prepware Airframe 2-3 times through the full question bank.
• Focus areas: hydraulics, landing gear, sheet metal, fuel systems, electrical.
• Schedule hands-on practice with mentors: rigging, inspections, sheet metal patches.

Month 4: Take AMA + Begin AMP Powerplant

• Schedule the AMA Airframe test — aim for Week 1 or 2.
• After passing, download FAA-H-8083-32 Volumes 1 and 2 (Powerplant).
• Begin Dale Crane's AMT Powerplant.

Month 5: AMP Powerplant Deep Drilling

• Focus on turbine engine theory (the most unfamiliar area for recip-only candidates).
• Practice ignition, fuel metering, and reciprocating engine inspection walkthroughs.
• Prepware Powerplant 2-3 times through.

Month 6: Take AMP + Prepare for Oral & Practical

• Schedule the AMP Powerplant test — aim for Week 1 or 2.
• After passing all three, contact DMEs in your area (find via the FAA Designee Locator). Book the O&P 4-8 weeks out — popular DMEs have long waitlists.
• Work through a DME-provided study guide (most DMEs send prep materials after booking).
• Practice hands-on tasks daily: safety wire, torque values, hardware ID, weight & balance math, log entries.

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Step 5: Budget for the Certification (2026 Costs)

Part 147 school tuition (if chosen pathway) is separate: $15,000-$50,000, though many community colleges offer programs in the $5,000-$15,000 range.

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Deep Dive: Subject-Matter Codes (SMCs) and How the FAA Grades

Every knowledge test question is tagged with a Subject Matter Code (SMC) — a three-letter identifier that maps to a specific topic area in the Airman Certification Standards (ACS). After your test, the AKTR shows which SMCs you missed. Understanding SMCs lets you diagnose weak areas precisely.

General (AMG) Major SMC Categories

• A — Mathematics
• B — Aircraft drawings
• C — Weight and balance
• D — Fluid lines and fittings
• E — Materials and hardware
• F — Cleaning and corrosion control
• G — Mechanic privileges and limitations
• H — Ground operations and servicing
• I — Basic electricity
• J — Basic physics
• K — Aircraft maintenance publications
• L — Human factors

Airframe (AMA) Major SMC Categories

• Wood structures, aircraft covering, finishes, non-metallic structures, sheet metal, welding, assembly and rigging, airframe inspection, landing gear, hydraulics, pneumatics, ECS, instruments, COM/NAV, fuel, electrical, position/warning, ice/rain, fire protection.

Powerplant (AMP) Major SMC Categories

• Reciprocating engines, turbine engines, engine inspection, engine instruments, fire protection, electrical, lubrication, ignition and starting, fuel metering, engine fuel systems, induction, cooling, exhaust and reverser, propellers, turbine exhaust, unducted fan and APUs, engine removal and replacement.

When you review your AKTR, any missed SMC tells the DME (at the O&P) what to drill you on. Arrive at the O&P with remedial study complete on every missed SMC — many candidates have been failed by a DME who correctly identified that the candidate "got lucky" on the written test without mastering all areas.

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Knowledge Test Question Styles — What to Expect

The FAA uses six common question formats across AMG, AMA, and AMP. Recognizing the pattern lets you parse quickly.

1. Direct Recall

"What is the minimum factor of safety for a 3-or-more-rope traction elevator installation?"

Answer one: A specific number memorized from the reference. Drill these with flashcards.

2. Calculation

"An aircraft weighs 2,400 lb empty at station 85. After adding 180 lb at station 120, what is the new CG?"

Solution: compute new moment, divide by new weight. Practice math problems under time pressure — many candidates lose 2-3 questions because they run out of time on math.

3. Diagram Interpretation (Embedded Images post-April 2026)

"Refer to the attached figure. What component is indicated by letter B?"

Beginning April 14, 2026, diagrams are embedded in the test software (no separate paper supplement). Practice with Prepware's simulated figures.

4. Regulatory Citation

"Under 14 CFR Part 43.3, who may perform maintenance on a certificated aircraft?"

Memorize Part 43, Part 65, Part 91 highlights. Many candidates lose 5-8 points because they under-study FARs.

5. Scenario / Troubleshooting

"During runup, the magneto check shows a 200 RPM drop on the left mag and 50 RPM drop on the right mag. What is the most likely cause?"

Apply system knowledge. Usually one answer is technically correct; two are plausible-but-wrong distractors.

6. Exception / Negative Phrasing

"Which of the following is NOT a required item on a 100-hour inspection per Part 43 Appendix D?"

Read carefully. FAA loves negative phrasing because it catches hasty test-takers.

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Common Pitfalls (and How to Avoid Them)

Pitfall 1: Scheduling the O&P too early

Candidates who schedule the O&P immediately after passing AMP often fail because they have not practiced hands-on tasks. Plan 4-8 weeks of dedicated O&P prep — do not rush into the DME appointment.

Pitfall 2: Neglecting 14 CFR Part 43 and Part 65

Many candidates over-focus on system knowledge and under-study regulations. Part 43 (Maintenance) and Part 65 (Certification) are tested heavily — both on General and in every O&P oral. Read them cover to cover at least twice.

Pitfall 3: Ignoring AC 43.13-1B

Advisory Circular 43.13-1B ("Acceptable Methods, Techniques, and Practices — Aircraft Inspection and Repair") is the DME's default reference for "is this repair acceptable?" questions. If you cannot navigate 43.13-1B during the O&P, you will struggle.

Pitfall 4: Weak on turbine engines (experience-path candidates)

If your 30 months of experience is 100% piston-GA, you will struggle on the turbine portion of AMP and the O&P. Spend dedicated time on FAA-H-8083-32 Volume 2 turbine chapters even if you have never touched a jet engine.

Pitfall 5: Treating Prepware as the whole study plan

Prepware questions mirror the FAA test bank, but passing Prepware does not mean you understand the underlying concepts. Read the textbook first, then drill questions. DMEs can tell when a candidate memorized answers without understanding.

Pitfall 6: Poor logbook documentation for the experience pathway

Many candidates lose 6+ months waiting on FSDO approval because their employer letters or logbook entries lack specificity. Log tasks by date, aircraft N-number, and specific maintenance action. Generic "worked on aircraft" entries will be rejected.

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Test-Day Tips

Before the Knowledge Test

• Arrive 30 minutes early at the PSI center with two forms of ID (one government-issued photo).
• Bring your signed FAA Form 8610-2 (or authorization letter from your Part 147 school).
• PSI provides a calculator — personal calculators are not allowed.
• Scratch paper and pencils are provided but must be turned in at the end.
• There are no bathroom breaks without losing test time, so plan accordingly.

During the Knowledge Test

• Flag and skip questions you're unsure about. The testing software allows review.
• Do not over-think — your first instinct is usually right on aviation tests.
• For weight-and-balance and math problems, write out each step on scratch paper.
• Watch out for double-negative phrasing common on FAA tests ("Which is NOT true...").

Before the O&P

• Show up dressed like a working mechanic — clean work clothes, steel-toed boots, not a suit.
• Bring your own tools if the DME requires (many do): screwdrivers, pliers, safety-wire twisters, tensiometer if available, AC 43.13-1B, Part 43, FAR/AIM.
• Bring a calculator, pencils, pens, and a clean notebook.

During the O&P

• If you don't know, say so, then offer to look it up in the regulatory references. Faking an answer is an instant fail.
• Talk through your reasoning — DMEs want to see how you think, not just what you know.
• Double-check torque values and safety-wire patterns before declaring a task complete.

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The Career After the Certificate

Once you have the A&P, the job offers typically come within weeks — not months. The industry shortage is acute.

Entry-Level Paths

• Airline line maintenance — Delta, United, American, Southwest, FedEx, UPS. Starting pay $28-$42/hour depending on airline and location, with signing bonuses of $15,000-$40,000 common in 2026.
• Regional airlines — SkyWest, Republic, Envoy, Endeavor. Starting pay slightly lower ($24-$32/hour) but less seniority-based hierarchy, faster advancement.
• Cargo carriers — Atlas Air, Kalitta, ABX, Amerijet. High overtime availability; total comp often exceeds mainline airlines.
• Part 145 repair stations — Overhaul shops (engines, components, interiors). Typical pay $25-$38/hour, steady hours.
• General aviation / FBOs — Smaller operations, broader tool experience, lower pay ($22-$30/hour) but often faster path to IA.
• Corporate / business aviation — NetJets, Flexjet, corporate flight departments. Pay $30-$48/hour, excellent benefits, global travel.

The IA Upgrade (Year 3+)

After 3 years as an A&P and 2 years of active maintenance, pursue Inspection Authorization (IA) under FAR Part 65.91:

• Prerequisites: A&P certificate held 3+ years, actively maintained aircraft 2+ years, fixed base of operations.
• Test: 50 questions, 3.0 hours, 70% to pass.
• Privileges: Perform annual and progressive inspections, approve major repairs/alterations via Form 337, sign off on aircraft returning to service after major work.
• Pay bump: IA holders typically earn $10-$25/hour more than non-IA A&Ps. Independent IA shops can generate $150,000-$300,000+ in gross revenue as small businesses.
• Renewal: Annual — through refresher training, inspector experience, or FSDO interview.

Salary Trajectory (2026 Estimates)

BLS May 2024 OEWS data (SOC 49-3011, the most recent release available for 2026 planning) puts the median at $78,680 ($37.84/hour) with the top 10% earning $120,080+, but real-world 2026 wages in major markets (SEA, ORD, DFW, ATL, MIA) routinely exceed BLS figures, particularly at airlines and corporate operators where scheduled air transportation medians reach $89,540+.

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2026 Updates You Must Know

FAA Airman Testing Community Advisory (February 2026)

The FAA announced that embedded images will be added to airman knowledge tests beginning April 14, 2026. This change affects how diagrams appear in AMG/AMA/AMP questions (previously candidates received a separate supplement booklet). No content changes to the ACS were announced — only the presentation format.

Part 147 Performance-Based Curriculum (Fully Implemented 2026)

The 2022 rewrite of 14 CFR Part 147 replaced rigid curriculum hour mandates with performance-based competencies. By 2026, all Part 147 schools must operate under the new rule, giving schools more flexibility on pacing but requiring documented competency demonstration per FAA-approved curriculum.

Fee Transparency at PSI

The FAA's mechanic page no longer publishes a fixed knowledge test fee; applicants are directed to PSI for current pricing. Typical 2026 pricing is $165-$200 per test (PSI's 2026 organizational voucher price is $175 per test), but confirm at psiexams.com when scheduling. JSAMTCC-eligible military applicants may test at no cost.

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High-Yield Memory Aids for the Knowledge Tests

Seasoned A&P instructors compile mnemonic devices and memory aids that appear across Prepware and on the actual exam. Commit these to memory before test day.

The "Dirty Dozen" Human Factors (appears on AMG)

1. Lack of communication
2. Complacency
3. Lack of knowledge
4. Distraction
5. Lack of teamwork
6. Fatigue
7. Lack of resources
8. Pressure
9. Lack of assertiveness
10. Stress
11. Lack of awareness
12. Norms (workplace culture shortcuts)

Memory trick: these are the top causes of maintenance errors documented by Gordon Dupont at Transport Canada. Expect one or two questions on AMG asking you to identify a Dirty Dozen factor from a scenario.

Magneto Check — Causes of Excessive RPM Drop

• Fouled spark plugs (most common)
• Faulty ignition leads
• Improper magneto timing
• Worn breaker points or condenser failure

A "zero drop" on one magneto is worse than an excessive drop — it means a P-lead is grounded or broken, and the engine is actually running on only one magneto unknowingly. This is a common trick question.

Differential Compression Check — Threshold Values

• Test pressure: 80 PSI
• Typical rejection threshold: readings below 60/80 (75% compression)
• Master orifice calibration pressure varies by reference; always check the tester's specific master-orifice value before interpreting cylinder readings.

Firing Order — Common Engines

• Lycoming O-320/O-360 (4-cyl): 1-3-2-4
• Continental IO-520/IO-550 (6-cyl): 1-6-3-2-5-4
• Lycoming IO-540 (6-cyl): 1-4-5-2-3-6

Rivet Spacing Rules of Thumb

• Edge distance: 2D minimum, 2.5D preferred (where D = rivet shank diameter)
• Pitch (rivet-to-rivet along a row): 3D minimum, 4-6D typical
• Transverse pitch (row-to-row): 2.5D minimum, 4.5D typical

Wood Structure Inspection — Common Defects

• Dry rot — soft, crumbly texture; reject
• Decay — discoloration and softness; reject
• Compression failure — short wrinkles across the grain; reject
• Loose grain / delamination — glue joint separation; reject
• Spike knots, pitch pockets — structurally suspect; inspect closely

Oil Grade Designations

• SAE straight-weight (e.g., SAE 50 = W100 aviation grade; SAE 30 = W80 aviation grade)
• Multi-grade (e.g., 15W-50) — broader operating temperature range
• AD (Aviation Detergent) oils — dispersant additives, for normal operation
• Mineral oil — no dispersants, used only during engine break-in for the first 25-50 hours on a fresh or overhauled engine.

Turbine Engine Station Numbers (International standard)

• Station 0: Ambient air
• Station 1: Compressor inlet
• Station 2: Compressor outlet / combustor inlet
• Station 3: Combustor outlet / turbine inlet
• Station 4: Turbine outlet
• Station 5: Exhaust / tailpipe

EGT (Exhaust Gas Temperature), ITT (Interstage Turbine Temperature), and TGT (Turbine Gas Temperature) measurements are taken at different stations depending on manufacturer.

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Recommended Resources

1. FREE FAA A&P Practice Questions — Unlimited drill for General, Airframe, and Powerplant, with detailed explanations. 100% free.
2. ASA Prepware for A&P (2026 edition) — Industry standard; covers all three tests with realistic simulation mode.
3. Jeppesen A&P Technician Prepware — Alternative to ASA; some candidates prefer the explanations.
4. Dale Crane Aviation Maintenance Technician Series — Three books (General, Airframe, Powerplant), together the most comprehensive A&P textbook set in print.
5. FAA-H-8083-30 (General), FAA-H-8083-31 (Airframe, 2 volumes), FAA-H-8083-32 (Powerplant, 2 volumes) — Free PDF downloads from faa.gov/regulations_policies/handbooks_manuals/aviation.
6. AC 43.13-1B and AC 43.13-2B — Acceptable Methods, Techniques, and Practices. Essential for the O&P.
7. FAR/AIM 2026 edition — ASA or Aviation Supplies & Academics publishes a consolidated paperback updated annually.
8. FAA Order 8900.2B — Mechanic Certification procedures. Read Volume 5, Chapter 5.

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Frequently Overlooked Details

• Single ratings are allowed. You can take only the Airframe test and earn an Airframe-only certificate (or Powerplant-only). Most candidates pursue both for maximum employability.
• Airman Knowledge Test Report (AKTR). After each knowledge test, PSI prints an AKTR showing passed areas and any Subject Matter Codes you missed. Bring all three AKTRs to the O&P — the DME may use them to focus oral questions.
• 60-day retest rule after O&P failure. If you fail any O&P area, you have 60 days to retake only the failed portion with a DME (usually the same DME). After 60 days, the full exam must be retaken.
• Knowledge test scores are mailed to the FAA Airman Registry. Scores are accessible at iacra.faa.gov; keep a paper copy as well.

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Final Checklist Before Test Day

• Form 8610-2 signed by FSDO ASI, Part 147 school, or JSAMTCC-approved military authority.
• Two forms of ID (one government photo).
• PSI confirmation with date, time, and center address.
• Prepware scores consistently 85%+ on all sections for 2 weeks.
• Bathroom break and meal before arriving at PSI.
• Calculator verification — PSI provides one; do not bring your own.
• Arrive 30 minutes early — late arrivals may forfeit the appointment fee.

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Bottom Line

The FAA Airframe and Powerplant certification is one of the most rewarding, stable, and in-demand credentials in American industry. The barrier to entry — 3 knowledge tests and an Oral & Practical — is real but entirely passable with a structured 6-12 month plan, the right references (FAA handbooks + Dale Crane + Prepware), and consistent hands-on practice with a mentor or during Part 147 school.

free FAA A&P practice questionsPractice questions with detailed explanations

With the current technician shortage, a fresh A&P certificate can translate into a $50,000-$70,000 first-year job with signing bonus — and a clear path to $120,000+ within a decade.

FREE FAA A&P practice questionsPractice questions with detailed explanations