Free FAA A&P Exam Flashcards

The three FAA Aviation Maintenance Technician knowledge tests: AMG is General, AMA is Airframe, and AMP is Powerplant. They are separate tests with their own question counts and scores, not one combined A&P written test. All applicable tests must be passed before the oral and practical exam.

AMG has 60 questions, AMA has 100, and AMP has 100, with 2 hours allotted per test. Each test is scored independently and requires at least 70% to pass. A strong score on one test does not offset a failing score on another.

Relates voltage, current, and resistance: E = I x R, so current I = E / R. Example: a 24-volt source across a 6-ohm load draws 4 amps. Always convert units and confirm the result is reasonable before trusting it.

In a series circuit there is one current path, total resistance increases as resistors are added, and source voltage divides across the loads. In a parallel circuit total resistance is lower than the smallest branch, and each branch sees the full source voltage.

Circuit protection is sized to protect the wiring from excessive current and prevent conductor overheating, not to protect the component at the end of the wire. A repeatedly opening breaker points to a short, overload, or wiring fault, not just a weak protective device.

In an AC circuit, impedance is the total opposition to current when both resistance and reactance are considered. Inductive and capacitive reactance add to resistance, so AC opposition cannot be evaluated with resistance alone.

Resistance and continuity are measured with circuit power removed because an ohmmeter uses its own internal source. Voltage is measured across (in parallel with) a component, and current is measured in series with the load path.

In the AWG system a larger gauge number means a smaller conductor cross-section, and a smaller number means a larger wire. A higher number wire carries less current, so wire size selection must match the circuit load and approved data.

In weight and balance, the datum is the reference point from which all horizontal arms are measured. It is selected by the manufacturer and may be located anywhere, including ahead of the aircraft. Arms forward of the datum are negative and arms aft are positive.

Moment equals weight times arm. The center of gravity (CG) is total moment divided by total weight. CG must stay within the forward and aft limits from the type certificate data sheet for the loaded condition being analyzed.

Adding or moving equipment aft of the existing CG shifts the center of gravity rearward; moving weight forward shifts it forward. Equipment changes that affect weight and balance require recalculation and an updated equipment list and records.

Empty weight includes the airframe, powerplant, fixed equipment, and unusable fuel and full operating fluids as defined for the aircraft. Useful load is maximum allowable weight minus empty weight; it is the weight available for crew, payload, usable fuel, and removable equipment.

Torque equals applied force multiplied by the lever-arm length. A 60-pound force at the end of a 2-foot wrench produces 120 pound-feet. Using an unauthorized extension on a torque wrench without an approved correction changes the actual torque delivered.

A toleranced dimension defines an acceptable range, not a single exact value. A 4.500-inch dimension with a tolerance of plus or minus 0.005 inch accepts any measurement from 4.495 to 4.505 inches. A part exactly at a limit is still acceptable.

Effectivity identifies the models, serial-number ranges, or configurations to which a drawing or procedure applies. Using a correct-looking drawing for the wrong serial number can produce an unapproved repair or a wrong part installation, so effectivity and revision status must be confirmed first.

A system schematic shows functional relationships and how components connect, not exact physical location. To find and inspect the actual hardware you use installation drawings or the maintenance manual procedure for that aircraft.

Galvanic corrosion occurs when two dissimilar metals are in electrical contact in the presence of an electrolyte such as moisture. The more active (anodic) metal corrodes preferentially. Proper isolation, finishes, and sealants reduce the risk.

Clad aluminum has a thin layer of corrosion-resistant pure aluminum bonded over a stronger alloy core. The cladding sacrificially protects the core, so aggressive abrasion or excessive removal during corrosion repair exposes the core and reduces protection.

A standard AN aircraft bolt typically has an identifying mark such as a raised dash or asterisk on the head. A cotter pin removed during maintenance is not reused because its legs are bent and the metal is fatigued; a new pin must be installed.

Safety wire is installed to prevent fasteners or components from loosening or backing out, with the wire routed so any tendency to loosen tightens the wire. Distraction during a safety-wire task is a known error trap; the correct response is to verify the work before continuing.

A rigid metal fluid line is fabricated with a deliberate small bend or offset rather than installed dead straight so it can absorb vibration and thermal expansion without cracking. A straight, rigid run concentrates stress at the fittings.

The lay line is the printed stripe running along a flexible hose. If it appears spiraled or twisted after installation, the hose was installed with a twist, which causes early failure. A straight lay line indicates the hose is not twisted.

After maintenance, the record entry must include a description of the work performed (or reference to acceptable data), the date of completion, and the signature, certificate number, and kind of certificate held by the person approving the work for return to service.

A major repair or alteration appreciably affects weight, balance, structural strength, performance, powerplant operation, or other airworthiness qualities, or is not done by accepted practices. Major work generally requires approved data and may require FAA Form 337; minor work may use acceptable data.

An applicable AD is mandatory. If an applicable AD has not been complied with, the aircraft is unairworthy until compliance is accomplished. ADs may be one-time or recurring, and recurring intervals must be tracked in the permanent records.

If an aircraft is found unairworthy during a required inspection, the person performing the inspection must give the owner or operator a signed and dated list of the discrepancies. The aircraft must not return to service until the discrepancies are corrected by an authorized person.

Approved data (such as a TCDS, STC, AD, or FAA-approved instructions) is required for major repairs and major alterations when applicable. Acceptable data may support minor work where appropriate. Mechanics must use current, applicable data and confirm it before starting.

Dye penetrant reveals surface-breaking defects on suitable nonporous materials and needs careful cleaning and dwell time. Subsurface or internal flaws instead require volumetric methods such as ultrasonic or radiographic inspection, so the method must match the expected defect.

An uncalibrated or damaged precision tool can display a precise-looking but unreliable value. Before accepting a measurement, confirm the tool is suitable, undamaged, zeroed, within its calibration period, and used within its rated range.

A good human-factors turnover states what was completed, what remains open, which panels are removed, what safety devices are installed, and what assumptions must not be made. Vague statements like "almost done" cause duplicated work or missed steps.

Tapping a bonded honeycomb or composite panel and listening to the response screens for disbonds or delamination. A clear sharp ring suggests good bonding; a dull or dead sound suggests a disbond, delamination, or void requiring further inspection.

Drilling a small hole at the tip of a crack before a repair removes the sharp crack tip and blunts the stress concentration, slowing crack growth. It is a temporary or interim measure pending an approved structural repair, not a final fix by itself.

Fatigue results from repeated cyclic loading below ultimate strength and often shows progressive crack growth with characteristic beach marks. A single overload failure shows gross deformation or a rough, sudden fracture without progressive cracking.

A smoking rivet shows a gray or dark smudge trailing from the rivet, indicating it has worked loose and is moving in its hole. The loose rivet and elongated hole must be inspected and repaired with approved data, not just re-driven.

Flush (countersunk) rivets are used on external aerodynamic surfaces to reduce drag and maintain a smooth airflow profile. Protruding-head rivets are typically used where aerodynamic smoothness is not critical.

Flight control surfaces are mass balanced within limits to prevent flutter, a destructive oscillation. Adding weight such as paint or an improper repair without rebalancing can move the balance out of limits and reduce the flutter margin.

Torque links (scissors) keep the upper and lower oleo strut aligned while allowing extension and compression. An air-oil strut is serviced with the correct fluid to the specified level, then charged with dry nitrogen or air to the proper pressure or extension per the aircraft data.

A spongy or soft pedal in a hydraulic brake system most commonly indicates air trapped in the system, because air is compressible while hydraulic fluid is not. The system must be bled per procedure after the air source is corrected.

Mineral-base and phosphate-ester hydraulic fluids must never be mixed because they are chemically incompatible and use different seal materials. The wrong fluid can swell, shrink, or destroy seals, often requiring major corrective action. Always confirm fluid type and seal compatibility.

Fluid escaping from a high-pressure hydraulic leak can penetrate skin and cause serious injection injury. A suspected leak is never traced with bare hands; pressure is relieved and inspection follows the procedure unless a pressurized check is specifically required.

The pitot-static system supplies ram pressure to the airspeed indicator and static pressure to the airspeed indicator, altimeter, and vertical speed indicator. Pitot heat prevents ice from blocking the pitot inlet, which would cause erroneous airspeed indications.

Thermal anti-ice (hot bleed air or electrical heat) prevents ice from forming on a surface, while pneumatic deice boots inflate to crack and shed ice that has already formed. Confusing the two leads to incorrect operation and inspection expectations.

Tank vents keep tank pressure near ambient as fuel is used; a blocked vent lets vacuum build and progressively reduces fuel flow. Sumping the tank or strainer low point checks for water and sediment, since water settles below the denser aviation fuel.

Aircraft and fueling equipment are electrically bonded before and during fueling to equalize static electrical potential and prevent a spark at the fuel point. Bonding is a fire-prevention requirement, not an optional step.

A four-stroke reciprocating engine completes intake, compression, power, and exhaust in that order over two crankshaft revolutions. Intake draws in the charge, compression raises pressure, combustion drives the power stroke, and exhaust clears burned gases.

A differential compression test applies regulated air to a cylinder and compares the pressure held against the supply pressure. A large loss locates leakage past the intake valve, exhaust valve, or piston rings, heard at the induction, exhaust, or breather.

A magneto is engine-driven and can spark without battery power; the P-lead grounds it when the switch is OFF. If a magneto check shows no RPM drop when one side is selected off, the magneto that should be grounded may still be live, a serious safety and airworthiness concern.

Detonation is an uncontrolled, near-instantaneous burn of the remaining charge after normal ignition, causing knock and pressure spikes. Preignition is ignition before the spark from a hot spot. Both raise temperatures and can damage the engine; their causes differ.

A gas turbine processes air through the inlet, compressor, diffuser, combustor, turbine, and exhaust. Pressure rises in the compressor, heat is added at roughly constant pressure in the combustor, and the turbine extracts energy to drive the compressor and accessories.

A constant-speed propeller uses a governor that changes blade pitch to hold the selected RPM as load and airspeed change. Feathering rotates the blades nearly parallel to the airflow to minimize drag and stop windmilling after an engine failure in flight.