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100+ Free EASA Module 14 Practice Questions

Pass your EASA Part-66 Module 14 - Propulsion (B2) exam on the first try — instant access, no signup required.

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2026 Statistics

Key Facts: EASA Module 14 Exam

32 questions / 40 min

Module 14 Exam

EASA Part-66 (post-2023/989)

75%

Pass Mark Per Module

EASA Part-66

B2 / B2L only

Licence Category

EASA Part-66

3 options

Real Exam MCQ Format

EASA Part-66 examination standard

12 June 2024

2023/989 Syllabus Applicable

Commission Implementing Regulation (EU) 2023/989

Max 3 attempts

Consecutive Attempts, 90-day wait

EASA Part-66 examination procedures

~10 years

Examination Credit Validity

EASA Part-66

EASA Part-66 Module 14 (Propulsion) is taken by B2/B2L avionics aircraft maintenance licence candidates and is the smallest type module. The real exam is 32 three-option multiple-choice questions in 40 minutes with a 75% pass mark (no essays - those remain only in Module 7). Content spans turbine engine fundamentals (constructional arrangement and operation of turbojet, turbofan, turboshaft and turboprop engines, thrust principles, and piston-engine awareness); electronic engine control and fuel metering via FADEC, including dual-channel EEC redundancy, inputs/outputs and interfaces; engine indicating systems (EGT/ITT/TGT, N1/N2 speed, EPR/N1 thrust indication, oil pressure/temperature, fuel flow, vibration monitoring, and EICAS/ECAM engine pages); starting and ignition systems (starter types, igniter circuits, and maintenance safety); and propeller electronic control (governing awareness, synchrophasing, and electronic propeller control). The syllabus follows Commission Implementing Regulation (EU) 2023/989, applicable from 12 June 2024; build prep to that standard.

Sample EASA Module 14 Practice Questions

Try these sample questions to test your EASA Module 14 exam readiness. Each question includes a detailed explanation. Start the interactive quiz above for the full 100+ question experience with AI tutoring.

1In a turbojet engine, thrust is produced primarily in accordance with which physical principle?
A.Newton's third law: the reaction to the rearward acceleration of the gas stream
B.Bernoulli's principle acting on the compressor blades only
C.Boyle's law applied at constant temperature in the combustion chamber
D.Charles's law as the exhaust gases expand at constant pressure
Explanation: Gross thrust arises from Newton's third law: the engine accelerates a mass of air/gas rearward and the equal and opposite reaction acts forward on the engine. Net thrust equals the change in momentum of the gas stream (mass flow times the velocity change).
2A high-bypass turbofan obtains the majority of its thrust from which source?
A.The core exhaust (hot stream) leaving the low-pressure turbine
B.The afterburner augmentation in cruise
C.The bypass (fan/cold) air stream accelerated by the fan
D.The bleed air extracted for the air-conditioning packs
Explanation: In a high-bypass turbofan, typically around 75-80% of the total thrust is generated by the large mass of cold bypass air accelerated by the fan, which gives high propulsive efficiency and low specific fuel consumption at subsonic speeds.
3In a turboshaft engine, the energy of the gas stream is used primarily to:
A.Produce reactive jet thrust at the exhaust nozzle
B.Drive a free (power) turbine that delivers shaft power to a rotor or load
C.Drive only the engine's own compressor with no useful output
D.Generate electrical power directly without any rotating turbine
Explanation: A turboshaft engine converts almost all of the gas-stream energy into shaft power, usually through a free (power) turbine mechanically independent of the gas-generator spool, driving a helicopter rotor or other load. Residual jet thrust is negligible.
4The constructional difference between a turboprop and a turboshaft engine is mainly that the turboprop:
A.Uses a reduction gearbox to drive a propeller and may produce some residual jet thrust
B.Has no compressor section
C.Operates without a combustion chamber
D.Produces all of its thrust from the exhaust nozzle like a turbojet
Explanation: A turboprop uses a reduction gearbox to convert the high turbine RPM to a usable propeller speed; most propulsive power comes from the propeller, with a small residual contribution (typically around 10%) from the exhaust jet.
5Which statement about net thrust versus gross thrust of a gas-turbine engine in forward flight is correct?
A.Net thrust is always greater than gross thrust
B.Gross thrust equals net thrust minus the intake ram pressure rise
C.Net thrust is independent of aircraft forward speed
D.Net thrust equals gross thrust minus the momentum (ram) drag of the incoming air
Explanation: Net thrust = gross thrust - momentum drag, where momentum (ram) drag is the rearward force from accelerating the incoming air to engine speed. As forward speed rises, momentum drag increases, reducing net thrust for a given engine condition.
6In a twin-spool turbofan, the abbreviations N1 and N2 normally refer to the rotational speeds of the:
A.Low-pressure (fan) spool and the high-pressure spool respectively
B.High-pressure spool and the low-pressure spool respectively
C.Accessory gearbox and the starter respectively
D.Power turbine and the propeller respectively
Explanation: Conventionally N1 is the speed of the low-pressure spool (which drives the fan) and N2 is the high-pressure spool. On many large fans N1 is also used as the primary thrust-setting parameter.
7Exhaust Gas Temperature (EGT) on a gas-turbine engine is most commonly sensed using:
A.Resistance bulbs (RTDs) located in the compressor inlet
B.Several chromel-alumel (Type K) thermocouples connected in parallel in the gas path
C.A single bimetallic strip in the jet pipe
D.Optical pyrometers viewing the fan blades
Explanation: EGT/ITT systems use multiple chromel-alumel (Type K) thermocouples wired in parallel and arranged around the gas path; their averaged millivolt output represents the mean gas temperature at that station.
8Engine Pressure Ratio (EPR) is defined as the ratio of:
A.Compressor delivery pressure to ambient pressure
B.Turbine exhaust/discharge total pressure to engine inlet total pressure
C.Fuel pressure to oil pressure
D.Bypass duct pressure to core pressure
Explanation: EPR is the ratio of turbine discharge (exhaust) total pressure to engine inlet total pressure (Pt7/Pt2 on many engines). It is used on some engines as the primary thrust-setting parameter.
9A FADEC system is best described as:
A.A purely mechanical hydromechanical fuel control unit with no electronics
B.A flight management computer that controls only the autothrottle
C.A backup analogue governor used only during starting
D.A full-authority digital electronic control that schedules fuel and other engine parameters with no mechanical reversion
Explanation: Full Authority Digital Engine Control (FADEC) means the Electronic Engine Control (EEC) has complete authority over engine operation - scheduling fuel flow, variable geometry, bleeds and more - with no mechanical (hydromechanical) backup or manual reversion.
10Most FADEC/EEC units are built with dual (A and B) channels primarily to:
A.Double the available engine thrust
B.Reduce the weight of the wiring harness
C.Allow the two channels to control two different engines
D.Provide redundancy so engine control continues if one channel fails
Explanation: FADEC/EEC units are dual-channel (channel A and channel B) for redundancy: one channel is active (in command) and the other in standby, so a single-channel failure does not cause loss of engine control. Channels typically alternate at each start.

About the EASA Module 14 Exam

EASA Part-66 Module 14 (Propulsion) is the smallest type module of the B2 (avionics) aircraft maintenance licence, taken only at B2/B2L level. It covers turbine engine fundamentals - the construction and operation of turbojet, turbofan, turboshaft and turbopropeller engines - plus electronic engine control and fuel metering (FADEC), engine indicating systems, starting and ignition systems, and propeller electronic control. The current syllabus follows Commission Implementing Regulation (EU) 2023/989, applicable from 12 June 2024. The real examination is 32 multiple-choice questions in 40 minutes with a 75% pass mark; essays appear only in Module 7, not Module 14.

Questions

32 scored questions

Time Limit

40 minutes

Passing Score

75% per module

Exam Fee

Varies by NAA/Part-147 organisation (approx. EUR 50-230 per module sitting) (EASA framework - examined at National Aviation Authorities or approved Part-147 maintenance training organisations)

EASA Module 14 Exam Content Outline

40%

Turbine Engine Fundamentals

Constructional arrangement and operation of turbojet, turbofan, turboshaft and turbopropeller engines; gross/net thrust and Newton's third law; the Brayton working cycle; axial and centrifugal compressors, combustion chambers, turbines, nozzle guide vanes and propelling nozzles; bypass ratio, surge, variable vanes and bleed valves; reduction gearbox; piston-engine fundamentals awareness

26%

Engine Indicating Systems

EGT/ITT/TGT chromel-alumel thermocouple systems and the Seebeck effect; engine speed N1/N2 via magnetic speed probes shown as percent RPM; thrust indication by EPR, N1 and turbine-discharge/jet-pipe pressure; oil pressure and temperature; fuel pressure, temperature and flow; vibration monitoring; engine torque; manifold pressure; and EICAS/ECAM primary and secondary engine pages with band markings

22%

Electronic Engine Control & Fuel Metering (FADEC)

Full Authority Digital Engine Control principles with no mechanical reversion; dual-channel EEC redundancy and automatic channel transfer; EEC inputs (TLA, inlet P/T, N1/N2, P3) and outputs (fuel metering valve, variable stator vanes, bleed valves, ignition); permanent-magnet alternator power; air-data corrections; thrust rating and flat-rating; acceleration scheduling, overspeed protection, relight and autothrust interface

14%

Starting & Ignition Systems

Air turbine starters, starter-generators and cross-bleed starts; starter cut-out and over-running clutch; high-energy ignition exciters, dual igniter plugs and continuous ignition; light-up sequence and hot, hung and wet starts; dry motoring to clear residual fuel; and intake-suction, exhaust-efflux and ignition-exciter discharge maintenance safety

8%

Propeller Electronic Control

Constant-speed governing awareness and the overspeed governor; feathering and the ground beta range; propeller speed (Np) feedback; synchronising versus synchrophasing using pulse pick-ups and a synchrophaser unit; and electronic propeller control units integrated with the engine FADEC for coordinated power and pitch management

How to Pass the EASA Module 14 Exam

What You Need to Know

  • Passing score: 75% per module
  • Exam length: 32 questions
  • Time limit: 40 minutes
  • Exam fee: Varies by NAA/Part-147 organisation (approx. EUR 50-230 per module sitting)

Keys to Passing

  • Complete 500+ practice questions
  • Score 80%+ consistently before scheduling
  • Focus on highest-weighted sections
  • Use our AI tutor for tough concepts

EASA Module 14 Study Tips from Top Performers

1Learn the four engine types by their output: turbojet/turbofan produce jet thrust (Newton's third law), turboshaft delivers shaft power via a free turbine, and turboprop drives a propeller through a reduction gearbox with about 10% residual jet thrust
2Memorise the indicating-sensor pairings: EGT/ITT/TGT use chromel-alumel (Type K) thermocouples, oil temperature uses an RTD, and N1/N2 use a magnetic speed probe shown as percent of a 100% reference
3Know that EPR is turbine-discharge total pressure divided by engine-inlet total pressure, and that either N1 or EPR is the primary thrust-setting parameter depending on engine type
4Drill FADEC concepts: dual A/B channels for redundancy, automatic channel transfer, PMA self-power above a set speed, TLA/P/T/N1-N2 inputs, and protection functions (overspeed, acceleration scheduling, thrust rating)
5Distinguish the start faults: hot start (EGT toward/over limit), hung start (lights up but stagnates below idle), and wet/false start (no light-up) which requires a dry motoring run before re-attempt
6Separate synchronising (matching RPM) from synchrophasing (also fixing the blade phase angle via pulse pick-ups and a synchrophaser) to reduce cabin noise and vibration
7Respect the high-energy ignition exciter: it stores a lethal high-voltage charge, so always de-energise and follow the discharge/wait procedure before handling igniter leads or plugs

Frequently Asked Questions

What is EASA Part-66 Module 14?

Module 14 (Propulsion) is one of the modules of the EASA Part-66 aircraft maintenance licence. It is taken only at B2/B2L (avionics) level and is the smallest type module, covering turbine engine fundamentals, FADEC, engine indicating systems, starting and ignition, and propeller electronic control.

How many questions are on the real Module 14 exam and what is the pass mark?

The real Module 14 exam is 32 multiple-choice questions to be answered in 40 minutes, with a 75% pass mark (the standard Part-66 module pass mark). The question count was raised from 24 to 32 under the current syllabus. There is no negative marking.

Is Module 14 multiple choice or does it have essays?

Module 14 is entirely multiple-choice with three options per question on the real exam (this practice bank uses four for extra discrimination). Essays remain only in Module 7; essays were removed from Modules 9 and 10 in June 2024, and Module 14 has never had them.

Which syllabus does Module 14 follow now?

The current content follows Commission Implementing Regulation (EU) 2023/989, applicable from 12 June 2024. Pre-2024 courses must finish under the old standard by 12 June 2026. Note the UK CAA has diverged post-Brexit, so this content is kept EASA-specific.

Who needs to pass Module 14?

Candidates working toward the EASA B2 (or B2L) avionics aircraft maintenance licence need Module 14. It is not part of the B1 mechanical pathway, where gas-turbine theory is covered instead by Module 15 (turbine) and Module 16 (piston).

What does FADEC mean and why is it emphasised?

FADEC is Full Authority Digital Engine Control: a dual-channel Electronic Engine Control schedules fuel and engine geometry with no mechanical reversion. As a B2 (avionics) module, Module 14 emphasises FADEC/EEC interfaces, sensors, channel redundancy and engine indicating systems.

How many attempts are allowed?

Under Part-66 a candidate may make a maximum of three consecutive attempts at a module, with a 90-day waiting period between sittings after the third unsuccessful attempt, as set out in the examination procedures.