The A&P License: Earning FAA Authority to Fly and Maintain Aircraft

Every time a commercial jet pushes back from the gate or a small bush plane lifts off from a gravel strip in Alaska, a specific legal promise has been made. That promise isn't just about the pilot's skill or the airline’s schedule—it is a technical guarantee written in ink. In the United States, no civil aircraft can legally fly without the signature of a licensed Airframe and Powerplant mechanic, commonly known as an A&P . When you sign that logbook, you aren't just saying the work is done; you are exercising federal authority under 14 CFR Part 65 to return that aircraft to service . It is one of the most respected and high-demand credentials in modern industry, with Boeing projecting a need for over 700,000 new technicians globally over the next two decades . But before you can hold that pen, you have to survive a rigorous evaluation process that tests your hands, your head, and your ethics.

The road to certification is a marathon of three distinct knowledge tests—General, Airframe, and Powerplant—followed by an intensive day-long Oral and Practical exam with a Designated Mechanic Examiner, or DME . You’re looking at mastering 139 different subject areas, ranging from the chemistry of battery electrolytes to the physics of high-bypass turbofan engines . It’s a daunting climb, but the rewards are substantial. In the current market, senior airline mechanics can earn well over $120,000, and many carriers are offering signing bonuses as high as $40,000 just to get qualified people through the door . If you’ve ever felt the satisfaction of hearing an engine roar to life because you timed the magnetos perfectly, you know this isn't just a job—it’s a craft.

To get there, you need more than just mechanical intuition; you need a strategic map of the FAA’s requirements. Whether you are coming from a Part 147 school, transitioning from the military, or have spent years as a "hangar rat" documenting your experience under the 30-month path, the goal is the same: proving you can be trusted with the lives of everyone on board . This journey starts with understanding your eligibility and moves quickly into the technical weeds of the General exam. So, let’s dive into the foundational frameworks that make an aircraft stay in the air and the specific pathways the FAA provides to get you into the testing room.

Before you can pick up a wrench for the FAA, you have to prove you’ve put in the time. The FAA is strict about this—you don’t just walk in and take the test because you’re good with cars. Under FAR Part 65.77, there are three primary gates you can walk through to reach eligibility . The most traditional route for many is the "experience path." If you want both the Airframe and Powerplant ratings, you need 30 months of concurrent experience working on both . If you only want one, it’s 18 months . The catch here is documentation. The FAA won't take your word for it; you need signed letters from supervisors on company letterhead and detailed logbooks showing the N-numbers of the aircraft you worked on and the specific tasks you performed . If your logs are vague—saying things like "worked on planes"—you’re likely going to face a rejection at the Flight Standards District Office .

Then there is the Part 147 school route. These are FAA-approved Aviation Maintenance Technician Schools that provide a structured curriculum, typically between 1,900 and 2,400 hours . The beauty of this path is that the school effectively "vets" you. Once you graduate, the school authorizes your paperwork directly, meaning you skip the formal interview with an FAA inspector that the experience-path candidates have to endure . For those coming out of the service, the military pathway is handled through the Joint Services Aviation Maintenance Technician Certification Council, or JSAMTCC . If your military occupational specialty matches the FAA's requirements, you can often get your testing authorization cleared based on your service records, and in some cases, you might even qualify for fee waivers .

Once your eligibility is confirmed, you receive a signed FAA Form 8610-2. This is your "golden ticket"—the document that allows you to schedule your knowledge tests with PSI . You’ll be facing three separate computer-based exams. The General test, or AMG, is usually the first hurdle. It consists of 60 questions and gives you two hours to finish . After that, you move to the heavy hitters: the Airframe (AMA) and Powerplant (AMP) exams, each packing 100 questions into a two-hour window . To pass any of these, you need a minimum score of 70% . It’s worth noting that as of April 2026, the FAA has moved to a more modern testing format where all those complicated diagrams and figures are embedded right in the computer screen, so you no longer have to flip through a separate paper supplement booklet while the clock is ticking .

The General exam is often called the "literacy test" of aviation maintenance . It covers the core physics, math, and regulations that apply to every square inch of an aircraft. You can’t understand how a wing generates lift without understanding Bernoulli's Principle, and you can’t safely wire a cockpit without mastering Ohm’s Law . One of the biggest mistakes candidates make is treating the General section as an afterthought. In reality, the concepts here—like weight and balance or fluid lines—are the threads that tie the entire Airframe and Powerplant sections together . If you can't calculate a Center of Gravity or identify the difference between an AN flare and a flareless fitting, you’re going to struggle when you get to the more complex systems .

Think about basic electricity. You’ll be asked to differentiate between conventional current flow—which moves positive to negative—and electron flow theory, which actually moves negative to positive . You’ll need to know that a capacitor stores energy in an electrostatic field, while an inductor uses an electromagnetic field . These aren't just trivia points; they are the tools you use to troubleshoot a landing gear position sensor or an engine's ignition system. And then there’s the math. You’ll be asked to compute volumes of cylinders and compression ratios, or convert inch-pounds to foot-pounds . It's a high-pressure environment where one misplaced decimal point in a weight and balance calculation could theoretically lead to an aircraft being loaded in an "out-of-limit" condition, which is a major risk factor for accidents .

Beyond the physical sciences, the General section dives deep into the "legal" side of being a mechanic. You have to know your privileges and limitations under Part 65. For example, did you know an A&P can perform a 100-hour inspection, but only an Inspection Authorization holder—an IA—can sign off on an annual inspection? You’ll also spend significant time on Human Factors and the famous "Dirty Dozen" . This is the study of why smart people make mistakes, covering things like fatigue, complacency, and lack of communication . The FAA includes this because they know that most maintenance-related accidents aren't caused by a lack of skill, but by a breakdown in the human process . Mastering the General section means you aren't just a guy with a wrench; you’re an aviation professional who speaks the language of the federal government.

Once you pass the General exam, the Airframe test (AMA) takes you from the firewall back to the tail . This is widely considered the most "memorization-heavy" portion of the entire journey because it covers an incredible variety of materials . You might be asked about the proper glue for a 1940s wood structure—resorcinol or epoxy—and in the next breath, have to explain the vacuum-bagging process for a modern carbon-fiber composite wing . It’s a massive range. You’ll need to know that in sheet metal work, the edge distance for a rivet should be at least twice the diameter of the rivet shank to prevent the metal from tearing . If you’re looking at a 7x19 control cable and find seven broken wires in a six-inch length, you have to know that the cable is no longer airworthy and must be replaced .

The Airframe section is also where you encounter the "blood" and "nerves" of the aircraft: the hydraulic and electrical systems. You’ll be tested on the differences between hydraulic fluids—like the red mineral-based MIL-H-5606 and the purple phosphate-ester Skydrol—and the vital rule that you never, ever mix them . You'll need to understand how an oleo-pneumatic strut uses a combination of nitrogen and oil to cushion a landing, and how to troubleshoot a landing gear retraction system when it won't lock over-center . It’s about more than just parts; it’s about the integration of systems. For instance, how does the cabin pressurization system use bleed air from the engine, and what happens to the outflow valve if the cabin altitude gets too high?

Don't overlook the "soft" structures either. You'll still find questions on aircraft fabric and doping, even though most modern planes are aluminum or composite . You need to know how to perform a "punch test" to check fabric strength and how to identify different types of wood defects like dry rot or compression failure . Then there are the instrument and navigation systems. You’ll need to understand the pitot-static system—how the altimeter, airspeed indicator, and vertical speed indicator all rely on atmospheric pressure—and how to perform a leak test on that system to meet the requirements of Part 91 . The Airframe rating is a testament to your versatility. It says you can handle everything from a fabric-covered Piper Cub to a glass-cockpit jet, ensuring every rivet and every wire is exactly where it needs to be.

The Powerplant exam (AMP) is where things get loud and hot. This section focuses on the engines and everything required to keep them running, from the fuel metering systems to the propellers . For many students, the reciprocating engine portion feels like home—four-stroke Otto cycles, horizontally opposed cylinders, and spark plugs . You’ll need to know the firing order for common engines, like the 1-3-2-4 sequence for a four-cylinder Lycoming . But the real challenge often lies in the turbine section. If you haven't worked on jets, learning about axial-flow compressors, N1 and N2 speeds, and the thrust equation can feel like learning a foreign language . You’ll have to understand the different "stations" of a turbine engine, from the compressor inlet at Station 1 to the exhaust at Station 5 .

Engine health is often determined by the things you can’t see without tools. A huge part of the Powerplant section is dedicated to inspection and troubleshooting. You’ll need to master the differential compression check—knowing that you apply 80 PSI to the cylinder at Top Dead Center and that a reading below 60/80 is generally cause for concern . You'll also dive into lubrication systems, learning the difference between a "wet-sump" engine, where oil stays in the crankcase, and a "dry-sump" system that uses an external tank . And then there are the magnetos. You’ll be asked about E-gap, P-leads, and impulse couplings . A classic trick question on the exam involves a "zero drop" during a magneto check; you have to know that this actually indicates a dangerous condition—a broken P-lead—meaning the magneto is "hot" and the engine could fire even with the switch off .

Propellers are their own specialized world within the Powerplant rating. You’ll need to understand the physics of blade angle and how a governor uses flyweights and a pilot valve to maintain a constant engine speed . Whether it’s a simple fixed-pitch wood prop or a complex full-feathering turboprop, you have to know how to inspect for nicks, how to check the track, and how to use a universal protractor to measure blade angle . The Powerplant rating is arguably the most critical for flight safety because, as the old saying goes, "gliders are great, but only when you intend to fly one." Your job is to ensure that the engine remains a reliable source of power, through every phase of flight, by understanding the complex interplay of fuel, air, and ignition.

After you’ve cleared the three computer tests, you reach the final, and most intimidating, hurdle: the Oral and Practical exam, or O&P . This is not a multiple-choice test. This is you, in a shop, with a Designated Mechanic Examiner (DME) watching your every move for six to ten hours . The O&P covers 139 subject areas, and unlike the written tests, there is no percentage score—it is strictly pass/fail for every single area . If you fail even one subject, you walk away with a Notice of Disapproval and have to come back to retest that specific area later . The DME is looking for three things: do you have the knowledge, can you demonstrate the skill, and can you manage the risk?

The "Oral" part of the exam has shifted in recent years toward scenario-based questions. Instead of asking "What is a Form 337?", the examiner might say, "A customer wants you to install a larger fuel tank on their Cessna. Walk me through the paperwork and data you need to return it to service." This tests your ability to navigate the Federal Aviation Regulations and Advisory Circulars like AC 43.13-1B . The "Practical" part is hands-on. You might be asked to safety-wire a turnbuckle, fabricate a flared tube, or find Top Dead Center on an engine to time a magneto . One common pitfall is rushing. If you finish a safety-wiring task but the pigtail is the wrong length or the twists per inch aren't between six and eight, you’ve failed that task .

Success in the O&P depends heavily on your "shop etiquette" and your use of reference material. The FAA doesn't expect you to memorize every torque value for every bolt ever made; they expect you to know where to look it up in the maintenance manual . If you try to "bluff" an answer or guess a torque value, the DME will likely fail you on the spot . However, if you say, "I don't know that specific value off the top of my head, let me check the manual," you've actually given the correct professional answer . It’s a test of your character as much as your hands. You need to show up dressed like a mechanic—steel-toed boots and work clothes—and bring your own tools if required . This is your job interview for the aviation industry, and the DME is the gatekeeper.

Even the most talented mechanics can fail the A&P exams if they don't have a plan. One of the most frequent mistakes is treating the "Prepware" or practice question apps as the entire study plan . While those tools are excellent for memorizing the FAA's question bank, they don't always help you understand the why behind the answer. A DME can tell within five minutes if you’ve just memorized answers or if you actually understand how a hydraulic system works . You need to anchor your study in the actual textbooks—like the FAA Handbooks or the Dale Crane series—and then use the practice questions to test your progress .

Another major pitfall is scheduling the O&P too quickly after passing the written tests. Experience-path candidates, in particular, often feel confident because they’ve been working in a hangar for years, but "real-world" shortcuts can get you failed in an exam . For example, you might have safety-wired thousands of bolts, but if you don't do it exactly by the book—using the correct number of twists and the correct direction of pull—you’re out . You need at least four to eight weeks of dedicated O&P prep, focusing on the specific tasks in the Airman Certification Standards . Practice your math, too. Many candidates lose points on the written exams because they run out of time on long-form weight and balance problems or gear ratio calculations .

Finally, do not underestimate the regulations. It’s easy to get excited about engines and avionics, but a significant portion of the test is about Parts 43, 65, and 91 . You must know what constitutes a "major repair" versus a "minor repair" and who has the authority to sign off on each . You need to be able to look at a Technical Standard Order marking on a seatbelt or an Airworthiness Directive on an engine and know exactly what it means for the plane’s legal status . The most successful candidates are those who treat the paperwork with the same respect as the hardware. They know that in aviation, the job isn't done until the weight of the paperwork equals the weight of the plane.

If you are just starting this journey, the best way to avoid being overwhelmed is to break it down into a structured timeline. For someone on the experience path, a six-month plan is usually the "sweet spot" for deep learning without burnout. In Month One, your focus should be entirely on the Foundation. Download the FAA General Handbook (8083-30) and start working through it chapter by chapter . Spend thirty minutes a day just reading the regulations—Part 43 and Part 65—until you can practically recite them . This is also the time to start drilling 10 to 15 practice questions daily to get used to the FAA’s "negative phrasing" and "trick" questions .

By Month Two, you should aim to take the AMG General test. Once that’s behind you, move immediately into the Airframe manuals . Spend the next six weeks diving into structures—sheet metal, composites, and rigging . This is the time to find a mentor or a friendly A&P who will let you practice hands-on tasks like using a tensiometer on a control cable or laying out a rivet pattern . Month Four is for the AMA Airframe test and the start of the Powerplant material . If you’ve only worked on piston engines, spend extra time on turbine theory in Month Five . You need to understand the Brayton cycle and how a turbofan generates thrust before you sit for the AMP Powerplant exam .

The final month, Month Six, is the most critical. This is your O&P "boot camp." After you pass your Powerplant written, contact a DME and get on their schedule—popular examiners often have waitlists that are weeks long . Spend this month doing nothing but hands-on practice. Safety-wire everything in sight. Practice your "buzz box" timing on a magneto. Run through weight and balance problems until you can do them in your sleep . When test day arrives, you want your hands to move with muscle memory while your brain focuses on the examiner's questions. Remember to budget for this—between the three written tests, the DME fee, and study materials, you should plan to spend between $1,600 and $3,500 to get your certificate . It’s an investment that pays for itself almost immediately.

Earning your A&P certificate is a transformative moment. It changes you from a person who "helps out" in the hangar to an individual with federal authority—a professional whose signature is required for the safe operation of the entire National Airspace System . Once you have that plastic card in your wallet, the career paths are incredibly broad. You could find yourself working line maintenance for a major airline like Delta or United, or troubleshooting corporate jets for a flight department . You might choose the fast-paced world of cargo with FedEx or the specialized craft of a Part 145 repair station overhauling turbine engines .

The learning doesn't stop once you pass the O&P. Most successful mechanics eventually pursue their Inspection Authorization (IA) after three years as an A&P and 2 years of active maintenance . The IA allows you to perform annual and progressive inspections and approve major repairs/alterations via Form 337, which usually comes with a significant pay bump and the ability to run your own independent shop . But whether you stay a line mechanic or become a shop owner, the core principle remains the same: the lives of the passengers and crew are in your hands. That’s a heavy responsibility, but it’s also what makes this career so rewarding.

As you move forward, take a moment to reflect on the complexity of the machines you are now authorized to maintain. Think about the thousands of parts, the miles of wiring, and the incredible forces of physics that you have learned to master. This exam process is difficult by design because the stakes are as high as they get. But with a structured study plan, a commitment to the regulations, and a focus on hands-on skill, you will get there. Thank you for your time today and for your commitment to the safety of flight—it is a noble profession, and the industry is waiting for you to join its ranks. Go back to those manuals, keep practicing those safety-wire twists, and we’ll see you out on the flight line.