FAA aviation mechanic Powerplant knowledge test (AMP)
FAA A&P Powerplant test prep: 717 practice questions, every answer sourced.
Practice for the FAA Aviation Mechanic Powerplant (AMP) knowledge test with original questions written from the FAA's own publications. Every question shows the exact words of the FAA document that settle its answer, and links to it.
Free for each test: 30 questions, a 20-question mini exam and 3 lessons, plus the glossary. A free account (email address only) is needed after your first 10 answers. In your browser now. Android and iPhone apps are planned.
100 questions in the practice exam
2 hours time limit
70% to pass
717 Powerplant practice questions
The Powerplant practice exam matches the FAA format for the Powerplant test: 100 questions, 2 hours, 70% to pass. Its questions are the app's own, and a score on it does not predict your result on the FAA's test.
What the Powerplant course includes
717 practice questions, each with an explanation, the FAA's own words that settle it, and a link to the source A timed 100-question practice exam in the FAA format 44 short lessons, 517 flashcards and a 266-term glossary Figure questions on figures from the FAA testing supplement, FAA-CT-8080-4G Every question checked against the source it cites
Five free Powerplant sample questions
These five are from the Powerplant free sample, exactly as they appear in the app. Choose an answer to see the explanation, the FAA's own words and the source. In the app, the choices are shown in a shuffled order.
Sample question 1 of 5 Reciprocating engines
A double-row radial engine is being inspected. According to the Powerplant handbook, how are its cylinders numbered?
A Clockwise viewed from the rear, with No. 1 the top cylinder of the rear row; odd numbers are in the rear row and even in the front B Clockwise viewed from the rear, with the rear row numbered first and the front row numbered after it C Counterclockwise viewed from the front, with No. 1 the top cylinder of the front row; odd numbers are in the front row and even in the rear Choose an answer to see if it is right, and why.
✓ Correct.
✗ Not quite. The answer is A: Clockwise viewed from the rear, with No. 1 the top cylinder of the rear row; odd numbers are in the rear row and even in the front
Radial cylinders are numbered clockwise when viewed from the rear, with No. 1 at the top. In double-row engines No. 1 is the top cylinder in the rear row, No. 2 is the next clockwise but in the front row, and so on, so all odd-numbered cylinders are in the rear row and all even-numbered cylinders in the front row.
The FAA's words
“Thus, all odd-numbered cylinders are in the rear row, and all even-numbered cylinders are in the front row.”
FAA-H-8083-32B, Chapter 1, page 1-16 Source: FAA-H-8083-32B, Chapter 1, page 1-16
Sample question 3 of 5 Ignition and starting systems
As the gap of a spark plug widens through electrode erosion, what does the Powerplant handbook say happens in the ignition system?
A The magneto must produce a higher voltage, which raises the chance of a discharge at a weak point in the insulation B The spark becomes hotter and more reliable, so plug servicing intervals can safely be extended C The spark resistance falls, so the magneto coming-in speed is lowered and starting gets easier Choose an answer to see if it is right, and why.
✓ Correct.
✗ Not quite. The answer is A: The magneto must produce a higher voltage, which raises the chance of a discharge at a weak point in the insulation
As the gap is enlarged by erosion, the resistance the spark must overcome increases, so the magneto must produce a higher voltage, and with higher voltage the spark is more likely to discharge at some weak insulation point. Wide gaps also raise the magneto's coming-in speed.
The FAA's words
“This means that the magneto must produce a higher voltage to overcome the higher resistance. With higher voltages in the ignition system, a greater tendency exists for the spark to discharge at some weak insulation point in the ignition system.”
FAA-H-8083-32B, Chapter 4, page 4-35 Source: FAA-H-8083-32B, Chapter 4, page 4-35
Sample question 4 of 5 Engine lubrication systems
An operator enrolls a fleet in a spectrometric oil analysis program. What does the program measure, and what result calls for action?
A Wear metals and additives in parts per million; a rise in wear metals beyond a normal rate B The particles on the chip detectors; any chip larger than the filter mesh size C The oil's viscosity and acidity; any sample that shows even a trace of iron or copper Choose an answer to see if it is right, and why.
✓ Correct.
✗ Not quite. The answer is A: Wear metals and additives in parts per million; a rise in wear metals beyond a normal rate
The handbook says oil analysis identifies and measures particles in parts per million by weight, grouped as wear metals and additives. Every oil in service contains microscopic wear metals, so it is a rise beyond a normal rate, noted sample to sample, that prompts notice to the operator and repair or inspection.
The FAA's words
“Oil analysis programs identify and measure these particles in parts per million (PPM) by weight.”
FAA-H-8083-32B, Chapter 6, page 6-20 “If the amount of wear metals increases beyond a normal rate, then the operator can be notified quickly”
FAA-H-8083-32B, Chapter 6, page 6-20 Source: FAA-H-8083-32B, Chapter 6, page 6-20
Sample question 5 of 5 Engine inspection, records and mounts
An engine is being changed because of an internal failure. Some accessories from the old engine have low operating time. What does the Powerplant handbook say about reusing such accessories?
A They may be reused once they have been flushed with clean solvent and relubricated B All may be reused if they pass a functional check, since operating time is what limits them C Some must be replaced regardless of time, since oil may have carried metal particles into them Choose an answer to see if it is right, and why.
✓ Correct.
✗ Not quite. The answer is C: Some must be replaced regardless of time, since oil may have carried metal particles into them
The handbook says some accessories must be replaced, regardless of their operating time, if the engine is changed because of internal failure, since they may have been contaminated by metal particles carried into their mechanisms by the engine oil that lubricates them.
The FAA's words
“Some accessories must be replaced, regardless of their operating time, if the engine is being changed because of internal failure. Such accessories may have been contaminated by metal particles carried into their operating mechanisms by the engine oil that lubricates them.”
FAA-H-8083-32B, Chapter 8, page 8-5 Source: FAA-H-8083-32B, Chapter 8, page 8-5
Subject areas and topics
The Powerplant course is arranged in these areas, with a short lesson for each topic. Lessons marked “Free lesson” are in the free sample.
Reciprocating engines Engine types, operating cycles, theory; diesel enginesFree lesson Opposed and radial engine construction and partsFree lesson Power, efficiencies, PLANK and specific fuel consumptionFree lesson Maintenance, inspection, ground running, preservation Turbine engines Turbine theory and types: turbojet, fan, prop, shaft Turbine construction: compressors, combustors, bearings Turbine performance, monitoring and performance loss Troubleshooting, inspection, post-installation, testing Bleed air, auxiliary power units, storage and preservation Engine inspection, records and mounts Part 43 and 91 inspection rules and engine records ADs, TCDS, service data, life limits, special inspections Engine component checks, mounts and mounting hardware Engine instrument systems Fuel flow, temperature and pressure indication Tachometers, torquemeters and engine pressure ratio Annunciators, EICAS, ECAM and FADEC Engine instrument range markings and conditions Engine fire protection Fire classes, engine fire zones, detection and its upkeep Extinguishing agents and systems, operation and upkeep Engine electrical systems Generators, alternators, starter generators, CSD and IDG Voltage regulators, protection and paralleling generators Wire size selection, engine wiring, switches, protection Engine lubrication systems Types, grades and uses of engine oil Lubrication operation and components; wet and dry sump Chip detectors, servicing, oil analysis, consumption Ignition and starting systems Magneto theory, its three circuits, impulse coupling, timing Spark plug theory, inspection and maintenance Solid-state, FADEC and turbine ignition systems Reciprocating and turbine engine starters Engine fuel and fuel metering systems Fuel/air ratio, carburetor theory, float and pressure types Continuous-flow fuel injection FADEC, hydromechanical control, nozzles, turbine metering Fuel system parts: heaters, lines, pumps, valves, filters Engine fuel system inspection requirements Reciprocating engine induction and cooling Induction systems, filtering, icing and carburetor heat Superchargers, turbochargers, intercoolers and controls Cowling, baffles, augmenter and liquid cooling Turbine engine air systems Turbine induction, cowling airflow and anti-ice Air cooling, internal cooling, seals, blankets, shrouds Turbine engine bleed air systems Engine exhaust and thrust reversers Reciprocating exhaust systems and their inspection Turbine exhaust, thrust reversers and noise suppression Propellers Propeller theory, types and blade design Pitch control, governors, beta range and synchronizing Servicing, inspection, removal, TCDS and ice control
Where the Powerplant answers come from
Every Powerplant question cites FAA publications and regulations like these, with a link to the document.
FAA-H-8083-32B : Aviation Maintenance Technician Handbook: PowerplantAC 43.13-1B : Acceptable methods, techniques and practices14 CFR : Federal regulations, Parts 39, 43 and 91FAA-CT-8080-4G : The FAA testing supplement, for figure questionsThe other A&P tests
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Independent study aid. Not affiliated with or endorsed by the FAA. The questions are original practice questions, not questions from any FAA test.