Free FAA A&P Powerplant Practice Test
This is a free FAA A&P Powerplant practice test, 100 questions in the same format as the real Aviation Maintenance Technician Powerplant (AMP) knowledge test, scored at 70%. It covers the powerplant rating the way the FAA tests it: how a five-event cycle fits into four strokes, why valve overlap exists, what a waste gate actually does, which way a counterweighted propeller moves when governor oil pressure is lost, and where the air is escaping when a cylinder reads 58/80. Every question is figure-free, and every answer carries a short explanation with the 14 CFR or handbook reference, so a miss becomes something learned instead of a guess to repeat.
ACS-aligned study questions written by ATIS Alerts, not actual FAA test questions.
105 practice questions · 55 flashcards · 100-question test · 70% to pass
A hydromechanical fuel control unit on a turbine engine typically schedules fuel flow using inputs of:
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The AMP knowledge test at a glance
These are the FAA’s own numbers for the Aviation Maintenance Technician Powerplant knowledge test, from the Airman Knowledge Testing Matrix. Our practice test matches them.
| FAA test code | AMP |
|---|---|
| Questions | 100 |
| Time allowed | 2 hours |
| Passing score | 70% (70 correct) |
| Administered by | PSI, at an FAA-approved testing center |
Sample A&P Powerplant practice test questions
A few examples of the 105 ACS-aligned questions in this bank: correct answer marked.
On a turboprop engine, the primary indication of the power being delivered to the propeller is:
- A. N1 speed.
- B. the torquemeter. ✓
- C. fuel flow.
- D. engine pressure ratio (EPR).
A turboprop's output is shaft power, not jet thrust, so torque on the propeller shaft (times RPM) is the honest measure. EPR and N1 are thrust-setting parameters for turbojets and turbofans, the wrong engine type.
Reference: FAA-H-8083-32B ch. 10
The compression ratio of a reciprocating engine is the ratio of:
- A. manifold pressure to exhaust back pressure.
- B. the bore of the cylinder to the stroke of the piston.
- C. the cylinder volume with the piston at bottom dead center to the volume with the piston at top dead center. ✓
- D. peak combustion chamber pressure to ambient pressure.
It is a ratio of volumes, not pressures: the distractors all substitute a pressure or dimensional ratio. Higher compression ratio raises efficiency but also the tendency to detonate.
Reference: FAA-H-8083-32B ch. 1
On a dual-spool turbofan engine, N1 is the rotational speed of:
- A. the combined average of both spools.
- B. the accessory gearbox.
- C. the high-pressure compressor and its turbine.
- D. the low-pressure spool, which includes the fan. ✓
N1 is the low-pressure spool (fan plus low-pressure compressor and turbine); N2 is the high-pressure spool, which typically drives the accessory gearbox. The two spools are not mechanically connected.
Reference: FAA-H-8083-32B ch. 1
After overhaul, an engine is run in on a test schedule primarily to:
- A. burn accumulated preservative oil out of the exhaust system.
- B. set the magneto internal timing.
- C. seat the piston rings and verify performance, oil consumption, and leak-free operation before release. ✓
- D. establish a new published TBO for the engine.
The run-in schedule loads the rings against the fresh cylinder walls in a controlled progression and proves the engine meets its numbers. Timing was set during assembly, and TBO is the manufacturer's figure, not something a test run creates.
Reference: FAA-H-8083-32B ch. 10
The fundamental difference between a supercharger and a turbocharger is that:
- A. a turbocharger is gear-driven from the crankshaft.
- B. a supercharger operates only above the critical altitude.
- C. a supercharger is driven mechanically by the engine, while a turbocharger is driven by exhaust gas energy. ✓
- D. a supercharger compresses exhaust gas, while a turbocharger compresses induction air.
Both compress induction air; what differs is the power source. The supercharger costs crankshaft power through its gear drive, while the turbocharger recovers energy that would otherwise leave with the exhaust.
Reference: FAA-H-8083-32B ch. 3
About the A&P Powerplant written test
The Aviation Maintenance Technician Powerplant knowledge test (AMP) is 100 multiple-choice questions with a time limit of 2 hours, administered by PSI at approved testing centers. You need 70%, 70 of 100, to pass, and the questions are drawn from the FAA Airman Certification Standards. Bring a valid photo ID and your instructor’s endorsement (or an approved equivalent), and plan to keep your test report. You’ll review any missed areas with your instructor before the practical test. Knowledge test results are valid for 24 calendar months.
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Free FAA A&P Powerplant practice test FAQ
How many questions are on the FAA A&P Powerplant test?
100 questions, with 2 hours to complete them. You need 70%. The passing score rounds up, so 70 correct answers pass. The FAA test code is AMP.
Do I take the Powerplant written before or after General and Airframe?
Any order is allowed. Most applicants take General (AMG) first because it covers the shared fundamentals, then Airframe (AMA) and Powerplant (AMP) in either order. All the required written tests must be passed within a 24-month period.
What authorizes me to take the AMP knowledge test?
Either graduation from an FAA-certificated Part 147 aviation maintenance technician school, or documented practical experience under 14 CFR 65.77: at least 18 months of powerplant experience, or 30 months working on both airframes and powerplants concurrently for both ratings. The FAA verifies eligibility before you can test.
Is there an oral and practical test too?
Yes. After the written tests you complete an oral and practical (O&P) exam with a Designated Mechanic Examiner covering the powerplant subject areas. The knowledge test is only the first of the three test types.
Is there a minimum age for the AMP knowledge test?
No. The FAA testing matrix lists no minimum age for the mechanic writtens. You must be at least 18 to be issued the mechanic certificate itself under 14 CFR 65.71.
Are these the actual FAA AMP questions?
No. They are original questions written from 14 CFR and FAA-H-8083-32B, the Aviation Maintenance Technician Handbook | Powerplant. Every one is figure-free.
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