Aviation Mechanic Privileges and Limitations

Question 1

8519. Certificated mechanics with a powerplant rating may perform
      A— any inspection required by the Federal Aviation Regulations on a powerplant or propeller or any component thereof, and may release the same to service.
      B— 100-hour and/or annual inspections required by the Federal Aviation Regulations on powerplants, propellers, or any components thereof, and may release the same to service.
      C— 100-hour inspections required by the Federal Aviation Regulations on a powerplant, propeller, or any component thereof, and may release the same to service.

Answer 1

C— 100-hour inspections required by the Federal Aviation Regulations on a powerplant, propeller, or any component thereof, and may release the same to service.

A certificated mechanic holding a powerplant rating is authorized to perform a 100-hour inspection on a powerplant or propeller or any component thereof and may release the same for service.

Question 2

8520. A repair, as performed on an airframe, shall mean
      A— the upkeep and preservation of the airframe including the component parts thereof.
      B— the restoration of the airframe to a condition for safe operation after damage or deterioration.
      C— simple or minor preservation operations and the replacement of small standard parts not involving complex assembly operations.

Answer 2

B— the restoration of the airframe to a condition for safe operation after damage or deterioration.

A repair to an aircraft structure is an operation that restores the structure to a condition for safe operation after it has become deteriorated or has been damaged.

Question 3

8520-1.
Under the Federal Aviation Regulations, an aviation maintenance technician is required to perform maintenance on an aircraft so that it
A— always meets its original type design.
B— is at least equal to its original or properly altered condition.
C— exceeds minimum standards with regard to aerodynamic function, structural strength, resistance to vibration, and other qualities affecting airworthiness.

Answer 3

B— is at least equal to its original or properly altered condition.

14 CFR §43.13(b) states: Each person maintaining or altering, or performing preventive maintenance, shall do that work in such a manner and use materials of such a quality, that the condition of the aircraft, airframe, aircraft engine, propeller or appliance worked on will be at least equal to its original or properly altered condition (with regard to aerodynamic function, structural strength, resistance to vibration and deterioration, and other qualities affecting airworthiness).

Question 4

8521. The replacement of fabric on fabric-covered parts such as wings, fuselages, stabilizers, or control surfaces is considered to be a
      A— minor repair unless the new cover is different in any way from the original cover.
      B— minor repair unless the underlying structure is altered or repaired.
      C— major repair even though no other alteration or repair is performed.

Answer 4

C— major repair even though no other alteration or repair is performed.

Replacing the fabric on fabric-covered parts such as wings, fuselages, stabilizers, or control surfaces is considered to be a major repair even though no other alteration or repair is performed.

Question 5

8522. Which is classified as a major repair?
      A— The splicing of skin sheets.
      B— Installation of new engine mounts obtained from the aircraft manufacturer.
      C— Any repair of damaged stressed metal skin.

Answer 5

A— The splicing of skin sheets.

14 CFR Part 43, Appendix A (b)(1)(xxiv) lists the splicing of skin sheets as an airframe major repair.

Question 6

8523. The 100-hour inspection required by Federal Aviation Regulations for certain aircraft being operated for hire may be performed by
      A— persons working under the supervision of an appropriately rated mechanic, but the aircraft must be approved by the mechanic for return to service.
      B— appropriately rated mechanics only if they have an inspection authorization.
      C— appropriately rated mechanics and approved by them for return to service.

Answer 6

C— appropriately rated mechanics and approved by them for return to service.

A 100-hour inspection of an aircraft that is operated for hire may be performed by an appropriately rated mechanic and approved by him or her for return to service.

Question 7

8524. A person working under the supervision of a certificated mechanic with an airframe and powerplant rating is not authorized to perform
      A— repair of a wing brace strut by welding.
      B— a 100-hour inspection.
      C— repair of an engine mount by riveting.

Answer 7

B— a 100-hour inspection.

A 100-hour inspection is the only procedure listed in these alternatives that a person working under the supervision of an appropriately rated mechanic is not allowed to perform.
Only a mechanic holding the appropriate ratings can perform the inspection.

Question 8

8525. Certificated mechanics, under their general certificate privileges, may
      A— perform minor repairs to instruments.
      B— perform 100-hour inspection of instruments.
      C— perform minor alterations to instruments.

Answer 8

B— perform 100-hour inspection of instruments.

A properly certificated mechanic may perform a 100-hour inspection of instruments, but he or she may not make any repair or alteration to an instrument.

Question 9

8526. An Airworthiness Directive requires that a propeller be altered. Certificated mechanics could
      A— perform and approve the work for return to service if it is a minor alteration.
      B— not perform the work because it is an alteration.
      C— not perform the work because they are not allowed to perform and approve for return to service, repairs or alterations to propellers.

Answer 9

A— perform and approve the work for return to service if it is a minor alteration.

A certificated mechanic with a powerplant rating is authorized to perform the work called for in an AD on a propeller that requires a minor alteration to the propeller.
After complying with the AD, the mechanic can approve the propeller for return to service.

Question 10

8527. The replacement of a damaged vertical stabilizer with a new identical stabilizer purchased from the aircraft manufacturer is considered a
      A— minor alteration.
      B— major repair.
      C— minor repair.

Answer 10

C— minor repair.

The replacement of a damaged vertical stabilizer with a new identical stabilizer purchased from the aircraft manufacturer is a minor repair.
A rule of thumb for determining whether a repair is minor or major is that if the part can be bolted on and not require any riveting or welding, the repair is minor. This rule of thumb might well have exceptions.

Question 11

8528. FAA certificated mechanics may
      A— approve for return to service a major repair for which they are rated.
      B— supervise and approve a 100-hour inspection.
      C— approve for return to service a minor alteration they have performed appropriate to the rating(s) they hold.

Answer 11

C— approve for return to service a minor alteration they have performed appropriate to the rating(s) they hold.

FAA-certificated mechanics may approve for return to service a minor alteration they have performed appropriate to the rating(s) they hold.
This privilege, of course, assumes that the mechanic understands the current instructions of the manufacturer and has the maintenance manuals for the specific operation concerned.
A certificated mechanic is not authorized to supervise a 100-hour inspection.

Question 12

8529. A certificated mechanic with a powerplant rating may perform the
      A— annual inspection required by the Federal Aviation Regulations on a powerplant or any component thereof and approve and return the same to service.
      B— 100-hour inspection required by the Federal Aviation Regulations on a powerplant or any component thereof and approve and return the same to service.
      C— 100-hour inspection required by the Federal Aviation Regulations on an airframe, powerplant or any otter component thereof and approve and return the same to service.

Answer 12

B— 100-hour inspection required by the Federal Aviation Regulations on a powerplant or any component thereof and approve and return the same to service.

A certificated mechanic with a powerplant rating is authorized to conduct a 100-hour inspection on a powerplant or any component thereof and approve the return to service of the same.

Question 13

8530. What part of the Federal Aviation Regulations prescribes the requirements for issuing mechanic certificates and associated ratings and the general operating rules for the holders of these certificates and ratings?
      A— 14 CFR Part 43.
      B— 14 CFR Part 91.
      C— 14 CFR Part 65.

Answer 13

C— 14 CFR Part 65.

14 CFR Part 65, “Certification: Airmen Other Than Flight Crewmembers” prescribes the requirements for the issuance of mechanic certificates and associated ratings and the general operating rules for the holders of these certificates and ratings.

Question 14

8530-1.
14 CFR Part 65 contains regulations regarding the certification of
A— pilots, flight Instructors, and ground instructors.
B— airmen other than flight crewmembers.
C— flight crewmembers other than pilots.

Answer 14

B— airmen other than flight crewmembers.

14 CFR Part 65, “Certification: Airmen Other Than Flight Crewmembers,” prescribes the requirements for the issuance of mechanic certificates and associated ratings, air traffic control operators, aircraft dispatchers, repairmen, and parachute riggers and the general operating rules for the holders of these certificates and ratings.

Question 15

8530-2.
14 CFR Part 65 Subpart D contains regulations regarding the certification of
A— repairmen.
B— pilots.
C— mechanics.

Answer 15

C— mechanics.

14 CFR Part 65, “Certification: Airmen Other Than Flight Crewmembers,” prescribes the requirements for the issuance of mechanic certificates and associated ratings, air traffic control operators, aircraft dispatchers, repairmen, and parachute riggers and the general operating rules for the holders of these certificates and ratings. Subpart D specifically covers mechanics. Subpart E specifically covers repairman. Pilot certification is covered in 14 CFR Part 61.

Question 16

8531. A certificated mechanic shall not exercise the privileges of the certificate and rating unless, within the preceding 24 months, the Administrator has found that the certificate holder is able to do the work or the certificate holder has
      A— served as a mechanic under the certificate and rating for at least 18 months.
      B— served as a mechanic under the certificate and rating for at least 12 months.
      C— served as a mechanic under the certificate and rating for at least 6 months.

Answer 16

C— served as a mechanic under the certificate and rating for at least 6 months.

A certificated mechanic shall not exercise the privileges of the certificate and rating unless, within the preceding 24 months, the Administrator has found that the certificate holder is able to do the work or the certificate holder has served as a mechanic of the certificate and rating for at least six months.

Question 17

8531-1.
Under Title 14 of the Code of Federal Regulations, what is the maximum penalty for falsification, alteration, or fraudulent reproduction of certificates, logbooks, reports, and records?
A— Ineligibility to receive any certificate or rating for one year.
B— Imprisonment for one year and a $5,000 fine.
C— Suspension or revocation of any certificate held.

Answer 17

C— Suspension or revocation of any certificate held.

14 CFR §65.20 states that any person who falsifies or makes a fraudulent entry in a logbook, report, or record is subject to the suspension or revocation of any airman or ground instructor certificate or rating held by that person.

Question 18

8531-2.
How long does the holder of a certificate issued under Part 65 have to notify the FAA after any change in permanent mailing address?
A— 30 days.
B— 120 days.
C— 90 days.

Answer 18

A— 30 days.

14 CFR §65.21 states that within 30 days after any change in their permanent mailing address, the holder of a certificate issued under this part shall notify the Department of Transportation, Federal Aviation Administration, Airman Certification Branch, Post Office Box 25082, Oklahoma City, OK 73125 in writing, of their new address.

Question 19

8531-3.
How long is a mechanic certificate with airframe and/or powerplant rating(s) valid?
A— Until the holder is relieved of duties for which the holder was employed and certificated.
B— Until voluntarily surrendered, permanently revoked, or temporarily suspended.
C— 24 months after the holder has last exercised the privileges of the certificate.

Answer 19

B— Until voluntarily surrendered, permanently revoked, or temporarily suspended.

14 CFR §65.15 states that a mechanic certificate with airframe and/or powerplant rating is effective until it is surrendered, suspended, or revoked.

Question 20

8531-4.
Why is a mechanic applicant issued a temporary certificate after successful completion of the required tests?
A— To allow for review of their application and supplementary documents.
B— So that a background check/investigation may be completed.
C— Both of the other two choices.

Answer 20

A— To allow for review of their application and supplementary documents.

14 CFR §65.13 provides for a temporary certificate and rating effective for a period of 120 days to be issued to a qualified applicant, pending review of their application and supplementary documents and the issue of the certificate and ratings for which they applied.

Question 21

8531-5.
What is the maximum duration of a temporary airman certificate?
A— 60 days.
B— 90 days.
C— 120 days.

Answer 21

C— 120 days.

14 CFR §65.13 provides for a temporary certificate and rating effective for a period of 120 days to be issued to a qualified applicant.

Question 22

8531-6.
When may an otherwise qualified mechanic who does not read, write, speak, and understand the English language be eligible to apply for a mechanic certificate? A— When a special authorization has been issued by the supervising FAA Flight Standards Office.
B— When employed outside the United States by a U.S. air carrier.
C— When employed outside the United States.

Answer 22

B— When employed outside the United States by a U.S. air carrier.

14 CFR §65.71(a)(2) requires that the applicant for a mechanic certificate be able to read, write, speak, and understand the English language, or in the case of an applicant who is employed outside of the United States by a U.S. air carrier, have their certificate endorsed “Valid only outside the United States.”

Question 23

8531-7.
Which of the following statements is true for a certificated and appropriately rated mechanic regarding repairs and alterations?
A— He or she may perform an airframe major repair or major alteration, but cannot approve the work for return to service.
B— He or she may perform airframe minor repairs and minor alterations and approve the work for return to service, but cannot perform an airframe major repair or major alteration.
C— He or she may perform an airframe major repair or major alteration and approve the work, but not the entire aircraft, for return to service.

Answer 23

A— He or she may perform an airframe major repair or major alteration, but cannot approve the work for return to service.

14 CFR §65.81(a) states that a certificated mechanic may perform or supervise the maintenance, preventive maintenance or alteration of an aircraft or appliance, or a part thereof for which he or she is rated (but excluding major repairs to or major alterations of propellers, and any repair to, or alteration of instruments).
The mechanic must complete the FAA Form 337, filling in the compliance statement, but the person approving the work for return to service must hold an Inspection Authorization.

Question 24

8531-8.
Which of the following is an instance when a special flight permit may not be issued?
A— Flying passengers on a scheduled operation.
B— Flying the aircraft to a location where repairs or maintenance can be performed.
C— Flying a customer demonstration flight.

Answer 24

A— Flying passengers on a scheduled operation.

A special flight permit may be issued for an aircraft that may not currently meet applicable airworthiness requirements but is capable of safe flight, for the following purposes:

1. Flying the aircraft to a base where repairs, alterations, or maintenance are to be performed, or to a point of storage.
2. Delivering or exporting the aircraft.
3. Production flight testing new production aircraft.
4. Evacuating aircraft from areas of impending danger. 5. Conducting customer demonstration flights in new production aircraft that have satisfactorily completed production flight tests.
5. Operating an aircraft at a weight in excess of its maximum certificated takeoff weight under specific circumstances.

To request a special flight permit, the applicant must submit to the FAA: the purpose of the flight, the proposed itinerary, the crew required to operate the aircraft and its equipment, the ways in which the aircraft does not comply with the applicable airworthiness requirements, any restrictions the FAA deems necessary for the purpose of prescribing operating limitations. Flying passengers on a scheduled operation is not one of the allowed reasons for a special flight permit.

Question 25

8532. (1) Certificated mechanics with an airframe rating may perform a minor repair to an airspeed indicator providing they have the necessary equipment available.

(2) Certificated mechanics with a powerplant rating may perform a major repair to a propeller providing they have the necessary equipment available.

Regarding the above statements,

A— only 1 is true.
B— neither 1 nor 2 is true.
C— only 2 is true.

Answer 25

B— neither 1 nor 2 is true.

Statement 1 is not true. No certificated mechanic, regardless of his or her ratings, is allowed to perform minor or major repairs, or minor or major alterations to instruments.
Statement 2 is not true. A mechanic holding a powerplant rating cannot perform major repairs or major alterations to propellers.

Question 26

8533. Who is responsible for determining that materials used in aircraft maintenance and repair are of the proper type and conform to the appropriate standards?
      A— The installing person or agency.
      B— The owner or operator of the aircraft.
      C— The manufacturer of the aircraft.

Answer 26

A— The installing person or agency.

It is the responsibility of the person or agency (the certificated mechanic or the approved repair station) performing aircraft maintenance or making repairs to an aircraft, to make sure that all of the materials used in the maintenance or repair conform to the appropriate standards.

Question 27

8534. Which of these publications contains standards for protrusion of bolts, studs, and screws through selflocking nuts?
      A— AC 43.13-1B.
      B— AC 43.13-2.
      C— Aircraft Specifications or Type Certificate Data Sheets.

Answer 27

A— AC 43.13-1B.

AC 43.13-1B states that “After the nut has been tightened, make sure that the bolt or stud has at least one thread showing past the nut.”

Question 28

8535. The replacement of a damaged engine mount with a new identical engine mount purchased from the aircraft manufacturer is considered a
      A— major or minor repair, depending upon the complexity of the installation.
      B— major repair.
      C— minor repair.

Answer 28

C— minor repair.

The replacement of a part such as an engine mount with a new, identical part obtained from the aircraft manufacturer is considered to be an airframe minor repair.

Question 29

8536. Who has the authority to approve for return to service a propeller after a 100-hour inspection?
8537. A mechanic with a powerplant rating.
8538. Any certificated repairman.
8539. A non-certificated mechanic working under the supervision of a certificated mechanic with airframe and powerplant ratings.
      A— 1.
      B— 2.
      C— 1 and 3.

Answer 29

A— 1.

A certificated mechanic holding a powerplant rating is authorized to perform a 100-hour inspection on a propeller and may approve the same for return to service.

Question 30

8537. Instrument repairs may be performed
      A— by the instrument manufacturer only.
      B— by an FAA-approved instrument repair station.
      C— on airframe instruments by mechanics with an airframe rating.

Answer 30

B— by an FAA-approved instrument repair station.

Repairs to an instrument, either major or minor repairs, may be performed only by an FAA-approved instrument repair station. The manufacturer of the instrument has this type of rating.

Question 31

8538. How is a quality system assured?
      A— By an independent organization.
      B— By a dependent organization.
      C— By an internal reporting and auditing system.

Answer 31

C— By an internal reporting and auditing system.

A quality system must include procedures for planning, conducting, and documenting internal audits to ensure compliance with the approved quality system. The procedures must include reporting results of internal audits to the manager responsible for implementing corrective and preventive actions.

Question 32

8539. According to Dr. James Reason, there are two types of human failure which can occur. They are:
      A— active and latent.
      B— mental and physical.
      C— proper and improper.

Answer 32

A— active and latent.

There are two types of failure which can occur—active and latent. An active failure is one in which the effects are immediate. A latent failure occurs as a result of a decision made or action taken long before the incident or accident actually occurs.

Question 33

8540. Many areas of aviation have shifted their focus from eliminating error to
      A— preventing and managing error.
      B— identifying and mitigating error.
      C— reducing and containing error.

Answer 33

A— preventing and managing error.

The goal of the Maintenance Error Decision Aid (MEDA) is to investigate errors, understand root causes, prevent and manage accidents (most of the factors that contribute to an error can be managed).

Question 34

8541. When we think of aviation safety in a contemporary way, human error is
      A— the starting point.
      B— the ending point.
      C— the intervention point.

Answer 34

A— the starting point.

The “SHEL” model is another concept for investigating and evaluating maintenance errors. The acronym SHEL represents software, hardware, environment, and liveware—with the human as the starting point for all.

Question 35

8542. All of the following are consequences of human error, except
      A— mental stressor.
      B— catastrophic.
      C— personal injury.

Answer 35

A— mental stressor.

Human error is defined as a human action with unintended consequences. There are four consequences of human error: little or no effect, damage to equipment/hardware, personal injury, or catastrophic damage.

Question 36

8543. The positive aspects of human factor issues are referred to as the
      A— Magnificent Seven.
      B— Dirty Dozen.
      C— MEDA.

Answer 36

A— Magnificent Seven.

Subsequent to the development of the “Dirty Dozen,” the “Magnificent Seven” list of human factors issues was developed and focused on positive aspects. These seven issues are:
1. We work to accentuate the positive and eliminate the negative.
2. Safety is not a game because the price of losing is too high.
3. Just for today—zero error.
4. We all do our part to prevent Murphy from hitting the jackpot.
5. Our signature is our word and more precious than gold.
6. We are all part of the team.
7. We always work with a safety net.

Question 37

8544. The SHEL model is another human factors tool. The goal is to determine not only what the problem is, but also
      A— where and why it exists.
      B— how we prevent the problem.
      C— how many factors contribute to the error.

Answer 37

A— where and why it exists.

The goal of the SHEL model is to determine not only what the problem is, but where and why it exists.

Question 38

8545. The three types of human error are
      A— omission, commission, and extraneous.
      B— active, latent, and stressor.
      C— mental, situational, and physiological.

Answer 38

A— omission, commission, and extraneous.

Human error is the unintentional act of performing a task incorrectly that can potentially degrade the system. There are three types of human error:
1. Omission: not performing an act or task.
2. Commission: accomplishing a task incorrectly.
3. Extraneous: performing a task not authorized.

Question 39

8546. John and Nancy have been tasked with completing a hydraulic pump inspection. John is 5 feet 9 inches tall. Nancy is 5 feet 6 inches tall. What could result if Nancy is not tall enough to accomplish the task?
      A— Personal reference.
      B— Human error.
      C— Complacency.

Answer 39

B— Human error.

Human error is the unintentional act of performing a task incorrectly that can potentially degrade the system.